Training News from HIGMAN BARGE LINES, Inc.

The human mind is capable of making decisions, calculations and assessment with amazing speed and efficiency. Add up a series of small numbers, no problem right? Come up with the words of a popular song from ten years ago; still no problem

No problem now when you are relaxed and not under stress. Try this though, when you are under pressure or under some heavy emotional duress. Not so easy is it?

Think about a time when you got into an emotional argument, became flustered and could not recover with a proper comeback. Emotions and stress makes logical and precise thinking difficult.

Tie these thoughts to emergency response and you will see the value of practice and readiness when having to deal with a critical situation.

With that in mind, let's look at the emergency operation of your fixed CO2 system.

CO2 system located on back deck.

Your Fixed CO2 System:

Of all the systems onboard, there is not one more dependent on making a series of correct decisions than the fixed CO2 system. To be effective in putting out a fire in the engine room and recovering safely from it, a sequence of actions must take place in the right order.

To operate the system effectively, the crew must understand how it all works and be practiced in the operation. This also goes for the boats with portable CO2 systems.

How does the fixed CO2 System work?

The system is based on the starving a fire of oxygen by flooding the engine room with an inert gas, Carbon Dioxide or CO2.

CO2 warning sign

Carbon Dioxide or CO2, is a plentiful, non corrosive gas that does not support combustion or react with most substances. Upon release, it discharges under its own pressure and displaces the free oxygen in the engine space. As a result, the fire is extinguished.

CO2 is 1.5 times heaver than air so it will find the bottom of the engine room. DO NOT ENTER A SPACE THAT HAS HAD A CO2 SYSTEM RELEASE UNLESS IT HAS BEEN VENTILATED AND CERTIFIED BY A MARINE CHEMIST AS "SAFE FOR ENTRY".

Let's look at the decisions to be made using the Chemtron system found on most Higman Boats. Remember to inspect your system since the operation may be slightly different.

Before activating a fixed CO2 system, the crew must make a series of decisions and go through a sequence of steps in the proper order! What do you do if a fire in the ENGINE ROOM gets out of control?:

Decisions to be made:

Decision #1.....The Captain/Relief Captain decides that a fire in the engine room is out of control. This means that manual methods such as using the fire pump to spray water into the engine room are no longer effective.

Remember that the generators will shut down due to lack of oxygen once the system is activated.

Prepare to activate the CO2 system......YES/NO

Decision #2.....Are all personnel are out of the engine room? CO2 will displace all the oxygen quickly in an engine room and anyone in

Secure ER doors

there will not survive.

Are all crewmembers out of the engine room?......YES/NO

Decision #3.....Are all engine room doors and ports secured. CO2 may not be effective if the space is not isolated from outside air.

Are all ER openings secure?.....YES/NO

Decision #4.....Has the remote fuel shut-off been activated? Double check since this may have already been accomplished early in the emergency depending on the situation of the tow.

Remote Fuel Shut-off activated?....YES/NO

IF ALL IS A GO.....

On Captain's/Relief Captain's command, activate the system through the remote release box.

STEP #1...The Manual Release Station box, located outside the engine room door, contains a small CO2 cylinder and a pilot valve. Follow the instructions on the front cover of the box.

Manual Release Box

Open cabinet door.
Remove the pull pin of the small CO2 cylinder found inside the cabinet and press the handle down.
Remove the pull-pin from the pilot valve also in the cabinet and turn the valve handle open (counter clockwise).

The system should activate. Immediately, you will hear the sound of a siren coming from the engine room. The engine room blowers should shut down. After about 20 to 30 seconds, a time delay valve in the main CO2 supply line will open and allow the gas to flow unrestricted to the engine room.

Step #2...If the CO2 does not release, it can be done manually at the CO2 cylinders. Follow the instructions found on the time delay box found near the main cylinders.

Remove the pull-pin from the pilot cylinder and open valve counter clockwise.
Remove the pull pin from the pilot valve located on the main cylinders and turn the red valve counter clockwise.

Step #3...Evacuate to the barges if possible. Account for all crewmembers. There is nothing much more you can do until the fire is out and cooled down. With the chance of flash back possible, it is best to wait for professional help once the fire is out.

Do not re-enter the engine room until it has been well ventilated and certified "Safe for Entry" by a Marine Chemist or Competent Person.

In conclusion, practice is it critical in effectively using your CO2 system. Train, train and train again so every crew member knows the drill. If the day ever comes when the system is needed, your preparation with all crew members will pay off.

Have You Optimized Yet?

Optimization makes a difference.

The first Monday of every other month for the past couple of years has been reserved for "Optimizing" your FURUNO 1964 and 1954 radars. Boats with these units go through a quick process that returns a better radar picture. From a 2008 Training Newsletter:

"When targets begin to degrade or if the magnetron starts to drift one way or the other, "optimization" can return a better picture. You cannot "Optimize" too much as it re-tunes the receiver to the optimum frequency and corrects the video. "Optimizing will also extend the life of the Magnatron."

Last week one of our boats complained to me that they were having trouble tuning the radar and picking out targets. The wheelman on board, new to the company, had not yet had the chance to do an optimization. I helped him through the process and we were both amazed at the change in the picture. The pictures below do not do justice to the improvement, but you get the idea!

Optimize after

Optimize before

Clearing Your Internet Cache

From time to time it is a good idea to clear the Internet cache on the boat computers. If the CBT site is locking up, this may solve the problem. To clear the cache, please follow these steps (it may appear a little different for those using Internet Explorer 8):

Open Internet Explorer
Click on "Tools" in the top left side
Select "Internet Options"
Click on the "Delete" button under "Browsing History"
A pop will appear
Check:

"Temporary Internet Files"
"Cookies"
"History"

This may take a few minutes. When done close the Internet before continuing your work. 1.036144578313253

1.0596330275229357

0.7611464968152867

Staph All Year Round

0.6588785046728972 Bacteria like Staphylococcus (Staph) thrive in warm, wet conditions. This year we have some unusually warm days for "winter".

What does this mean? It means there is no time to relax when it comes to fighting bacteria, especially when living in small confined areas on a Towboat.

Sanitation is everything!

Make sure to sanitize countertops, food surfaces, linens, and bathroom surfaces. Bleach is an effective, inexpensive method of sanitation. For surfaces use one part bleach per ten parts water. When washing sheets and towels use laundry detergent, ¾ cup bleach (recommended), and hot water. It is also important to sanitize the water that you use for cleaning and bathing in. When filling potable water tanks, add four cups of bleach per 1000 gallons of water loaded.

Chemical Corner

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:

Paraxylene

What is it?

Paraxylene (PX) is used primarily as a feedstock for the manufacture of purified terephthalic acid (PTA), which is an acid formed by the oxidation of paraxylene (C 8 H 10), an aromatic hydrocarbon. Terephthalic acid is an important chemical in the production polyethylene terephthalate (PET), a strong yet lightweight plastic. PET is used to make many products, such as polyester fabric, cable wraps, films, transformer insulation, generator parts, and packaging.

Paraxylene molecular

The shirt you are wearing, unless it is pure cotton, was probably manufactured with polyester fibre that started with Paraxylene as a raw material.

How is it shipped?

Paraxylene is a clear colorless liquid with a characteristic aromatic odor. It is shipped typically by tank barge or rail tank car. Tanks must be clean, odor free and liquid free before loading.

Since the freezing temperature of PX is 56°F, it is normally loaded above 70° F. At discharge, if the tank temperature is below 70°F, steam coils in the barge are used to heat the PX to about 80°F. Typically at the steaming plant, the cargo temperature will raise about 1°F per hour. At completion of discharge, internal tank valves are left open to prevent valve freeze up and line plugs.

When loaded at the BP Chemical, Decatur Marine Terminal, vapor recovery is used.

What are my concerns?

Paraxylene DOT label

Although paraxylene can be handled with a low degree of hazard, exposure to this product should always be minimized. wear all recommended PPE.

Eye contact: Contact with eyes causes irritation. First aid - Flush eyes with water immediately while holding eyelids open. Remove contacts if worn and continue flushing. Get medical attention if irritation persists.

Skin contact: Irritating. First aid - Flush with large amounts of water. Get attention if irritation persists.

Ingestion: If swallowed, considered practically non toxic to internal organs. Danger comes if it gets into lungs which can cause severe injury or death. First aid - Do not induce vomiting, give person a glass of water or milk, get medical attention.

Inhalation: May cause irritation to the respiratory tract. May cause headaches and dizziness. May have central nervous system effects at concentrations above recommended exposure limits. First aid - Move effected person to fresh air. Give oxygen if breathing is difficult. Perform artificial respiration if breathing has stopped. Get prompt medical attention if symptoms continue..

Environmental concerns: More than 99%of PX released to the environment is quickly evaporated into the atmosphere. PX is readily biodegradable.

Fire Fighting: Fires involving paraxylene can be safely extinguished with foam, dry chemical or carbon dioxide. Use water as a fog spray in flooding quantities; solid streams of water may be ineffective. Cool exposed containers with water.

Nav Zone

INLAND rule 24 (f) (i)

Vessels being pushed ahead shall exhibit at the forward end sidelights and a special flashing light.

Sidelights mean a green light starboard and a red light port showing an unbroken light over an arc of the horizon of 112.5 degrees, showing from right ahead to 22.5 degrees abaft the beam.

When you are placing the portable navigation lights into the screens on the barge, make sure that you line up the light. Placing the light in the screen incorrectly can result in part of the light not being visible over an arc of 112.5 degrees.

0.9266666666666666

1.0448430493273541

USCG Rules of the Road:

INLAND ONLY .....Which lights are required for a barge, not part of a composite unit, being pushed ahead?

a. Sidelights and a stern light
b. Sidelights, a special flashing light, and a stern light
c. Sidelights and a special flashing light
d. Sidelights, a towing light, and a stern light

INLAND ONLY .....You are meeting "head on" a tug towing a barge alongside about a mile away. In addition to the white masthead lights which other lights do you see on the tug and tow combined?

a. One green and one red sidelight on the outside of the unit
b. One green and one red sidelight and a special flashing light
c. Only the green and red sidelights marking each vessel
d. The green and red sidelights marking each vessel and a special flashing light

BOTH INTERNATIONAL & INLAND .....You see a vessel's green sidelight bearing due east from you. The vessel might be heading __________.

a. east (090°)
b. northeast (045°)
c. northwest (315°)
d. southwest (225°)

BOTH INTERNATIONAL & INLAND .....A vessel shall be deemed to be overtaking when she can see at night __________.

a. only the stern light of the vessel
b. a sidelight and one masthead light of the vessel
c. only a sidelight of the vessel
d. any lights except the masthead lights of the vessel

BOTH INTERNATIONAL & INLAND .....You are in charge of a power-driven vessel navigating at night. You sight the red sidelight of another vessel on your port bow. The other vessel's after masthead light is to the right of her forward masthead light. You should __________.

a. hold course and speed
b. alter course to port
c. stop engines
d. sound the danger signal

Stern Shots

Mr. George Thomas congradulates Capt. Perry Rubottom on his retirement.

Mr. George Thomas congratulates Capt. Perry Rubottom on his retirement.

Capt Perry Rubottom retires form the M/V Rockfish after a 19 year career at Higman

Nautical Trivia

Civil War Blockade Runner "WILL-O'-THE-WISP"

The Will-o-the-Wisp, a sidewheel steamer, was a Civil War blockade runner lost off Galveston while attempting to enter port in early February 1865. Its hull measured 238 by 23 feet and was constructed of 1-inch iron. The cargo and machinery were at least partly salvaged. The vessel had been built in a hasty and slipshod manner on the Clyde River in England especially for the blockade-running trade.

Will of the Wisp

On 10 February 1865 the USS Anona destroyed the Will-o-the- Wisp as she lay aground off of Galveston.

In modern times, the wreck of the Will-o-the-Wisp was located during a magnetometer survey conducted jointly by the Marine Archeological Society of Texas and the Texas Antiquities Committee in 1983.

The vessel was found again as a result of a post Hurricane Ike survey near the west end of Galveston in July 2009. The hull is located in about 10 ft of water off of the beach. Divers investigating confirmed that the wreck was the Will-o-the -Wisp due to known design parameters.

Will of the Wisp

Dates to Remember

2012 Wheelmen's Seminars

First Session FEB 29 - MAR 1

Second Session MAR 12 - MAR 13

Third Session MAR 21 - MAR 22

2012 Advanced Pilothouse Management at SCI

First Session FEB 13 - FEB 15

Second Session APR 23 - APR 25

Third Session JUN 11 - JUN 13

Fourth Session AUG 13 - AUG 15

Fifth Session SEP 24- SEP 26

2012 Higman Leadership and Management Course

First Session OCT 4 - OCT 5

Second Session OCT 18 - OCT 19

To schedule training please email Kelly or call at 281-864-6011.

CBT Certificates earned by Higman employees from

JAN 17, 2012 to Jan 25, 2012.......520!

DO ALL CREWMEMBERS HAVE ACCESS TO THE HIGMAN TRAINING NEWSLETTER?

PLEASE MAKE SURE A HARD COPY IS PRINTED AND MADE AVAILABLE FOR THE CREW.
Add your email address with the "Join our Mailing List" button (above, page 1, left side) to get your own copy!

Answer to this weeks Rules of the Road ... C,D,D,A,A

What a deal!

I got an email form one of our USCG information sources that touted a TSA price break for TWIC renewals and originals. The new price goes down to $129.75; a whopping $2.75 savings! I could hardly contain my excitement! Maybe I would use the savings to splurge on onion rings instead of french fries next time at lunch!

It did remind me though, that the TWIC renewal process for original 5 year cards will start up for many of us in October or November of this year.

Since I was involved in the original process of getting our folks signed up, I do not look forward to what lies ahead.

Have they made changes for the better? I hope so.

During the year and a half we helped our crews sign up for the TWIC, I kept one phone line in my office connected on hold to the TWIC Hot-Line. The other phone line was used for regular business. It became a game for me to see how long they would keep me on hold.

Throughout the process, I logged my TSA Hot Line on hold hours. Two, three hours was not unusual; one day it was over nine hours. That day I finally gave up; they beat me.

Some of our folk took over a year to receive their TWIC. This includes one of our company owners, Mr. George Thomas. At first the TSA claimed they could not read his finger prints. Next they claimed they lost them. Finally they claimed that their data base was destroyed by a power failure. Maybe the dog ate his application, I do not know.

Let's hope it goes smoother this time!

Have a great and very safe week!

Sincerely,

GORDIE KEENAN
KELLY CLEAVER