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Incident Reporting
While on watch one Saturday afternoon, you are on a routine run from Bolivar to Lake Charles when everything goes wrong.... Once the appropriate response has been taken according to the Tank Vessel Response Plan, what do you do now? According to the Policy and Procedure Manual all accidents, no matter how insignificant will be reported by telephone to the Dispatcher, (or the Person on call  for Scheduling/Dispatching). If the incident involves a spill or any a threat to cargoes, then the Qualified Individual (QI) will be notified first. For incidents involving Company vessels and personnel, the Supervisor of Safety (or Person on call for Safety) will be notified. These incidents are to be reported as soon as operations permit. Once the incident has been reported and proper incident management has been conducted, the proper written reports must be filled out. The Captain/Relief Captain is responsible for ensuring that the crew fills out the proper forms. For accidents, groundings, fires, sinkings and man overboards the Wheelman on Watch is responsible for filling out an Incident Report (Form HMS 015 on Skymira). For personnel injuries/illness the affected crew is responsible for completing a Personal Injury/Illness Report (form HMS 014 on Skymira). If this person is incapable of completing the report the Wheelman on Watch is responsible.
All overfills, leaks and similar incidents that occur during cargo transfers are to be reported on the Oil Spill Report (Form HMS 016 on Skymira) by the Tankerman-PIC. Any spill that occurs outside of cargo transfer procedures is to be reported on the Oil Spill Report by the Wheelman on Watch. The Captain will countersign each of the forms mentioned above. For incidents classified as "reportable marine casualty" the Wheelman on watch will need to fill out a Report of Marine Accident, Injury or Death (CG-2692) and/or a Barge Addendum (CG-2692A) in addition to the company required forms.
Each vessel will also be provided with two disposable cameras to visually document any information as a result of an incident. The camera used should be properly marked and sent to the safety department with a copy of the written report. |
New MMC Application Process
If you will be renewing your license or MMD in the next couple of years you may find this information very helpful in understanding why it is important to submit your application six months in advance. Since the Merchant Mariner Credential (MMC) came out on April 15, 2009, the application process has had many changes. Many of these changes have made the application easier for Mariners.
The first change was to introduce the TWIC into the process. The Mariner must now submit a copy of their TWIC with their application packet. The TWIC will be used by the Coast Guard to verify the identity and security of the mariner. When the mariner applies for a TWIC card he is asked for his occupation. When "Merchant Mariner" is selected, the TSA will automatically send the background check, finger prints, and identity verification to the Coast Guard National Maritime Center in Martinsburg, WV. If your occupation was not selected as "Merchant Mariner" then please call the TWIC hotline (866-347-8942). Select option 5 and ask to change the occupation status of your TWIC. You will be asked a series of questions to verify your identity and given a ticket number. Please keep this ticket number!
The second change is at the Regional Exam Center where your application is submitted. Mariners are no longer required to appear in person to submit their application. The application can be mailed or emailed to the REC. The REC in which the application is submitted to must be the same center that you specified on www.pay.gov. We have found that the Houston REC has been very helpful with this transition.
The third change is that the Coast Guard is no longer requiring original copies. Legible copies of your sea time, training certificates, physicals, etc may be used to submit your application. This mean no more certificates lost somewhere in the mail.
In addition to the changes to the application process, the evaluation processes has changed slightly. The application will have a preliminary screening at the REC to ensure that all the critical items have been included in your application. From there your application is sent to the National Maritime Center in Martinsburg, WV. The picture below demonstrates the process to evaluate your license. If the Coast Guard feels they need further information they will send a letter of explanation to your house.
If you are getting ready to renew within the next year please contact Kelly to assist with your application process. Remember we strongly suggest applying at minimum of six months in advance. The PQEB process is currently on 8-10 week back log. This does not include any delays you may have if additional information is required. |
CBT Third Quarter
The third quarter courses are now available on CBT! The four new classes are:
- Drug and Alcohol Awareness
- Heat Stress
- Lockout/ Tagout
- Introduction to Hazwoper
Make sure that you keep you and your crew up to date on training. Check back regularly for new courses.
The first order of Laptops for CBT use have been delivered to our Post Oak office and will soon be installed on our boats. |
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RULES of the ROAD
BOTH INTERNATIONAL & INLAND....What is NOT a distress  signal?
a. A continuous sounding of the fog horn
b. Firing a gun every minute
c. Five or more short rapid blasts on the whistle
d. A square flag and ball flown from the mast
BOTH INTERNATIONAL & INLAND....Which statement is true concerning a vessel equipped with operational radar?
a. The Master of the vessel must be on the bridge when the radar is in use.
b. The radar equipment is only required to be used in restricted visibility.
c. The use of a radar excuses a vessel from the need of a look-out.
d. This equipment must be used to obtain early warning of risk of collision.
BOTH INTERNATIONAL & INLAND....While underway in fog you hear another vessel sounding two prolonged blasts every two minutes. This signal indicates a vessel __________.
a. making way through the water
b. towing
c. drifting
d. anchored
BOTH INTERNATIONAL & INLAND....Fog bell signals for vessels at anchor or aground shall be sounded at intervals of not more than __________.
a. 15 minutes
b. 5 minutes
c. 2 minutes
d. 1 minutes |
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Online Training Questions
BILGE AND BALLAST SYSTEMS, Part A
Part A of the Bilge and Ballast questions looks at Policy and Procedure when it comes to Bilge waste. Common sense  dictates that bilge water goes to the proper disposal facility, complete with a waste water manifest.
It also looks at the testing of Bilge Alarms. Bilge Alarm questions had the largest percentage of wrong answers.
Once again I ask this question....Is your crew checking bilge alarms! Finding out that the bilge alarm does not work in the middle of the night with water over the deck plates is a terrible time to find out.
Question 1...
Section 2 of the Policy and Procedure manual states that at no time may oil or oily mixtures in the bilge be pumped overboard. Oil or oily mixtures may be pumped ______________________________.
Answer...to an appropriate shoreside facility
100% got this question right.
Question 2... In any case, pumping of bilges to a shore side facility either directly or through a vacuum truck requires __________________________
Answer...that a proper manifest must be completed when the liquid is delivered to the disposal facility.
100% got this question right
Question 3...In the "On Board Maintenance Program", section 1.2.15, the Bilge Level Alarm must be checked _____________.
Answer....every watch 70% got this question right.
Please review the "On Board Maintenance Manual". Section 1.2.14(I was off by one number on my reference) states that "The oncoming Wheelman should make a brief inspection of the engine room.......ensure bilge alarm is physically tested by raising the float switch to confirm it is operating properly."
IF YOU CANNOT CHECK YOU BILGE ALARM OR DO NOT KNOW WHERE IT IS, CONTACT YOUR PORT CAPTAIN!
Question 4...Where in the engine room is the Bilge Level Float Switch located on your boat?
Answer...All that responded knew were the bilge alarm sensor was located.
Question 5...How is the Bilge Level Float Switch tested on your boat?
Answer...There were many different answers based on the type of switch on board. Most were well aware on how to test.
Question 6...Most Bilge Level alarms have a time delay built in to keep the alarm from activating if the bilge water is sloshing around due to the vessel movement. Is there a time delay incorporated in your bilge level alarm and do you know how many seconds it is set at?....YES/NO
Answer...Since there are different time delays on different boats, most had a good idea of how long the delay was. |
| Stern Shots
Capt Robert Nealy transferring command from the M/V ABERDEEN to the M/V GREBE. The M/V ABERDEEN should be in the Shipyard for about a week.
Tankerman Elsie Ward is a bit camera shy while transferring galley supplies from boat to boat.
Tankerman Jonathan Flanigan is in the middle of swapping gear boat to boat.
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Nautical Trivia
The HMS Success The HMS Success, later to be known as "The Convict Ship", was built in 1840 for trade in the East Indies. After several changes in  ownership and many changes in cargos, the ships crew abandoned her in Australia. There the Victorian Government bought her for use as a prison in 1852. She was a "hulk" ship during that time, which means she was not functionally used as a ship. In 1857 after the murder of the Superintendent of Prisons, she became an ammunitions hold. In 1890 the Success was bought and transformed into a floating museum. This is where most of the false myths immerged. She was wrongly dated by some to have been built in 1790, in an effort to become the oldest floating ship (The USS Constitution being the oldest). She was named "The Convict Ship" though she had never transported convicts. It was even suggested that she had sank in 1885 and lay for five years. Despite many of the lies that were created for another nickel The Success had a great history. It was a shame to see her fiery death on Lake Erie in 1942. |
Dates to Remember JUN/JUL 2009
Deckhand Class JUN 15 - JUN 19
Tankerman School JUN 15- JUN 20
401k Enrollment Deadline JUL 1
Simulator at SCI JULY 6-8
Last day to turn in Annual Performance Evaluations
for vessel personnel JUNE 30
answers to this weeks RULES OF ROAD...C, D, C, D |
I spent the most of last week aboard the M/V MISS MARIANNE at Kody Shipyard in New Orleans. My time was spent working with the crew preparing for sea trials after an extensive refit.
The boat has received two new Caterpillar C32 EPA Tier 2-compliant engines. These engines are controlled by an onboard computer that precisely determines fuel delivery, air management and all other engine functions. They give the boat a big upgrade in fuel efficiency and operate with cleaner emissions than any engines we have used in the past.
How does that effect those not working on the MARIANNE?
Just as we introduced wheelhouse computers to become a intricate part of our daily operation, computer controlled main propulsion and generator engines will be in our futures. Tier 2 engines and later Tier 3 engines will help to make our industry more fuel efficient and cleaner.
The MISS MARIANNE may be an older boat in our fleet, but she is leading the way with her new engines!
Let's keep this week above all safe. I don't have to remind you about high water in the River, but will do it anyways. It is more important than ever to take time to plan operations before they start.
Let's take time to do it right, to do it safe.
Sincerely, |
GORDIE KEENAN
HIGMAN MARINE SERVICES, Inc. | |
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