Training News from HIGMAN BARGE LINES, Inc.

Approach mooring buoys at safe speed.
Approach mooring buoys as parallel as practicable relative to the conditions.
Once alongside bring the tow to a complete stop.
Depending on the tide, approach buoy as indicated below:

With a head tide, maneuver the head of the tow toward the buoy until a line can be caught on the buoy. After a line is caught and secured, flatten the stern of the tow and catch remaining lines to secure the tow properly.
With a fair tide maneuver the stern of the tow toward the buoy until a line can be caught on the buoy. After a line is caught and secured, flatten the bow of the tow and catch remaining lines to secure the tow properly.

On-scene conditions may require modification of this practice. It is important that the Wheelman be aware of the shallow water affect on his vessel and the inability to stop as the vessel would in deeper water. Approaching the mooring buoy on the head is dangerous because of this affect.

This is considered a critical maneuver and should only be completed after the crew has had a safety briefing to discuss problems, concerns, and issues relating to this evolution.

Are you ready for a Security Audit?

As part of our Alternate Security Program (ASP), our Company Security Officer (CSO) must conduct an audit of the plan every year. The audit involves conducting random checks of our fleet and reporting back on the results. It is time for the audit to begin so let's make sure your boat and crew are ready.

Last Year's Audit

Several issues were reported during the 2009 audit that were addressed throughout the year. Here is what was found:

One boat did not have the MARSEC Level posted.
One boat did not have the proper restricted area decals posted. Are your decals all in place and not a victim of painting?
A newly hired Tankerman did not know who the Higman CSO was. FYI....Kyle Shaw is the CSO.
One newly hired Pilot was not clear on what would be considered suspicious activity. Two weeks earlier he had witnessed such activity and failed to notify his Vessel Security Officer (VSO).
One crew was unsure how to handle a Cargo Inspector who refused to sign in when boarding.
There was some uncertainty by the VSO/alternate VSO on what was search criteria and how often it should be conducted.

To get ready for the possibility of an ASP Audit, Appendix E located in the boat's plan, is a good guideline for Audit preparation.

Remember that our ASP contains Sensitive Security Information (SSI) and may be disclosed only to those with a "need to know". All crew members have a "need to know" and should be familiar with their security duties and responsibilities as members of the crew.

2000th CBT Certificate for 2010

Congratulations to Jeff Hughes for completing the 2000th CBT Certificate for 2010. Little did Jeff know that while he was completing HAZCOM he would actually be winning a $150 gift certificate.

Everyone keep up the good work! You never know if you may be the 3000th Certificate winner.

Safety Corner

Top 10 Ways to reduce incidents.

The participants in the Break-out Sessions at this years Wheelmen's Meetings were asked to discuss and come up with answers to the following question. " What can we do to bring the incident rate down?"

Each group then reported to our assembled Wheelmen after discussions. The following 10 items best summarize the ideas presented to reduce incidents. This comes from your peers:

Go Slow....Don't be in a Hurry!
Communications - Have a Meeting for every Critical Event
Don't be afraid to ask for assistance - either onboard the vessel or from another vessel
Do not allow use of phones while on watch unless an emergency
Use all navigational tools at hand
Wheelmen need to be more active on deck - mentor, teach, observe, inspect.
Better situational awareness - wx, traffic, current, etc.
Stress honest evaluation of personnel - don't just promote
Boat and barge familiarity needs to improve
More training in electronics...and on bridge management.

Your input is always encouraged. If you have an idea to share with all, please email to John Costello at the Safety Department.

Welcome Vickie Music!

Vickie Music has joined the Channelview Office Staff as the Afloat Personnel Logistic Coordinator.

Vickie joins us at Higman after nine years with MegaFleet Towing. She worked in the Human Resources Department with responsibilities for payroll, benefits, crew change and much more. She is happily married with two children and one very precious granddaughter.

Next time you call in ask her about her Kaw, Kawasaki that is.

Operation Notes

Fleet Alert: Flange Covers

As a reminder, a Fleet Alert went out last week specifying the use of Flange Covers for all crossover hose connections. Full details are found in your Higman Boats Fleet Alert section.

"Effective 15 May 2010, all Higman and Charter Hire vessels will ensure crossover hose connections are covered by a flange cover prior to beginning a transfer.
Flange Cover installed.
In addition, to ensure crossover hose gaskets are changed out on a regular basis, vessel personnel will alternate the end of the crossover hose to be disconnected. For instance, in the case of the M/V Kyle A Shaw, the crossover hose connection will be broken on the MMI 3070 after one transfer and on the MMI 3071 after the next, thereby ensuring gaskets are changed out on a regular basis. We believe these practices will effectively eliminate a significant percentage of our spills and loss of primary containment."

Flange covers, also called Safety Spray Shields are commonly used to surround flange connections to prevent injury to personnel and damage to environment in the event of leak or spray-out of product from flanged connections.

Their purpose is to temporarily contain hazardous leaks and sprays.

Please consult with your Port Captain to ensure you order the appropriate covers through the Higman Supply process prior to the May 15th deadline.

To install:

Determine flange size.
Select proper sized flange cover.
Wrap around flange and secure Velcro attachment.
Pull draw strings tight to contain the flanges.
Secure draw strings with square knot.

RULES of the ROAD

Test your knowledge.... email correct answer to Gordie

Inland-

ANNEX III

Subpart B-Bell or Gong

§ 86.21 Intensity:

A bell or gong shall produce a sound pressure of not less than 100 dB at 1 meter. 110 dB is about the equivalent of a car horn and slightly lower than an ambulance siren.

§ 86.23 Construction

Bells and gongs must be

corrosion resistant material and designed to give a clear tone.
The mouth of the bell shall be at least
- 300 mm (or 11.8 inches) for vessels over 20 meters (65.6 feet) in length
- 200 mm for a vessel 12-20 meters in length.
The striker shall be at least 3% the mass of the bell and shall be capable of manual operation.

The questions below are related to Bells and Gongs

BOTH INTERNATIONAL & INLAND....Which statement is TRUE regarding equipment for sound signals?

a. A vessel of less than 12 meters in length need not have any sound signaling equipment.
b. Any vessel over 12 meters in length must be provided with a gong.
c. Manual sounding of the bell and gong must always be possible.
d. Automatic sounding of the signals is not permitted.

BOTH INTERNATIONAL & INLAND....What is the minimum sound signaling equipment required aboard a vessel 24 meters in length?