Training News from HIGMAN BARGE LINES, Inc.

It was a busy afternoon at the Channelview dock on the M/V Christmas Bay. Stores were being loaded, the crew is scrambling to put things away and a diver is working below the boat to cut a section of line tangled in the wheels and rudders. Several shore repair staff come aboard to address other issues. As expected, there was a lot of activity in a short period of time.

An electrician has been sent to the wheelhouse to look at a delay problem on the steering system. The Captain relays that when steering to the port, the hydraulic action lags the stick action. "Here, let me show you".

The rudders respond and below the boat, the diver is swept aside, his air line is pinched between the hull and rudder. He is trapped....

Though this is a made up story, has it ever happened in a marine operation? Maybe; it surely is possible.

Devante Lewis locks out wich contols before servicing.

Devante Lewis on the M/V CECIL locks out controlers before servicing winches on deck.

The point of the story is to illustrate the importance of using a lockout/tagout procedure. If the crew locks out the steering system and the main engine air start valves, the diver is protected from the chance of injury and possible death in an unintended start-up.

What are other examples can you think of where lockout/tagout could avert an incident?

Here are a few examples to think about:

Boat winch repair....multiple start/stop stations and power.
Any electrical repairs....secure breakers.
Air supply line repair....isolation supply valves.
Main engine shut-down for oil change...prevent inadvertant start-up.
Working around the Radar Scanner.

Lockout /Tagout

Where do I find additional information about lockout tagout? The Higman Policy and Procedure Manual, Sec 1, Part F goes through the expected steps.

Does your boat have a "Lock Out Kit" onboard? If not, use a supply order to get one.

Need more information on how to approach Lockout/Tagout on your boat? The 2012, second quarter Higman CBT has a course entitled "Lockout-Tagout Procedures".

New Faxing Procedures

Skymira fax client (SkyFax Client) is no longer working! We have a new fax client that you use through your current email (vesselname@higmanboats.com).

The first step in using the new fax client is to scan your document into the computer:

Place your pages face down on the top of the fax machine
Press the scan button (it will light up)
Press the down arrows until you see "Scan to file"
Press the "Black" or "Color" to start scanning

The computer will pop up a program called "Brother Control Center". It will give you a status bar showing the progress of your scan.

Once the scan has finished a folder will pop up showing that the file has been saved into a folder called "Scans". You may double click on the document to view it. Right clicking on the file will allow you to "rename" the file.

Once the file is scanned into the computer now it is time to compose your email fax and attached the file.

Open your email.
Click "Create New" in the top left corner
In the "TO:" bar you will type the fax number followed by @metrofax.com (ie, Houston office: 7135520732@metrofax.com)
Now attach the file.

To attach the file:

On your open email click on "Attach" (this will pop up a window)
Select "My documents" (this may already be selected)
Double click "My Pictures"
Double click "Control Center"
Select "Scans" and click "Open"
Your document should be located in this folder. Select the file and click "Attach"

Your email should now look similar to the one shown below. Once it is complete you simply click "send".

After a few minutes you will receive an email from Metrofax confirming that your fax has been sent.

Incoming faxes will be transmitted to your email box.

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:

Sour Crude Oil

Sour Crude Oil

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.

Pelletized Sulfur

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.

Eye contact: Contact with eyes may cause moderate to severe irritation. In case of contact with eyes, immediately flush with clean, low-pressure water for at least 15 min. Hold eyelids open to ensure adequate flushing. Seek medical attention.

Skin Contact: Practically non-toxic if absorbed following acute (single) exposure. May cause skin irritation with prolonged or repeated contact. Liquid may be absorbed through the skin in toxic amounts if large areas of skin are exposed repeatedly. Rare, precancerous warts on the forearms, backs of hands and scrotum have been reported from prolonged or repeated skin contact.

Remove contaminated clothing. Wash contaminated areas thoroughly with soap and water or waterless hand cleanser. Obtain medical attention if irritation or redness develops. Thermal burns require immediate medical attention depending on the severity and the area of the body burned.

Ingestion: The major health threat of ingestion occurs from the danger of aspiration (breathing) of liquid drops into the lungs, particularly from vomiting. Aspiration may result in chemical pneumonia (fluid in the lungs), severe lung damage, respiratory failure and even death.

Ingestion may cause gastrointestinal disturbances, including irritation, nausea, vomiting and diarrhea, and central nervous system (brain) effects similar to alcohol intoxication. In severe cases, tremors, convulsions, loss of consciousness, coma, respiratory arrest, and death may occur.

DO NOT INDUCE VOMITING. Do not give liquids. Obtain immediate medical attention. If spontaneous vomiting occurs, lean victim forward to reduce the risk of aspiration. Monitor for breathing difficulties. Small amounts of material which enter the mouth should be rinsed out until the taste is dissipated.

Inhalation: Excessive exposure may cause irritations to the nose, throat, lungs and respiratory tract. Central nervous system (brain) effects may include headache, dizziness, loss of balance and coordination, unconsciousness, coma, respiratory failure, and death.

The "rotten egg" odor of hydrogen sulfide is not a reliable indicator for warning of exposure, since olfactory fatigue (loss of smell) readily occurs, especially at concentrations above 50 ppm. At high concentrations, the victim may not even recognize the odor before becoming unconscious.

Remove person to fresh air. If person is not breathing provide artificial respiration. If necessary, provide additional oxygen once breathing is restored if trained to do so. Seek medical attention immediately.

Fire Fighting Measures:

Clear fire area of all non- emergency personnel.

CBT Updates

2nd Quarter CBT courses will be out starting April 16, 2012. Please ensure all your crew are up to date on 1st quarter and ready for second quarter.

We are also pleased to award the 1000th CBT Award to Lonnie Neville on the M/V Grosbec. Lonnie completed the Navigation Safety on March 21st. He will receive a $150 gift card to Walmart.

Nav Zone

Calculating Your Invisible Distance

When pushing empties you know there is an area in front of the barge that you can not see from the wheelhouse. This area is referred to as "Invisible Distance".

So how you do you calculate your invisible distance?

The formula you can use is I = (B x D) ÷ (A - B)

I = Invisible Distance

B = Height at Bow

D = Distance from Bridge to Bow

A = Height of Eye

Here is an example we are going to use:

You are on a Hope boat with an approximate Height of Eye of 30 feet.

You have two barges strung out. Each is 297.5, so your Distance from Bridge to Bow is 297.5 + 297.5 + 10 (est distance from push knee to house) = 605 feet

Your barges are empty with an approximate above water height of 12 feet.

With this information your invisible distance is calculated:

(12 x 605) ÷ (30 - 12) = 7260 ÷ 18 = 403 feet.

In this situation there are 403 feet in front of your lead tow that you are unable to see from your position in the wheelhouse. This is highly important to take into consideration when you are in close quarters situations. This could be useful information for your deckhand to understand when he is on the front of the tow talking you into the dock.

USCG Rules of the Road Questions

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

BOTH INTERNATIONAL & INLAND.....While underway in fog you hear the rapid ringing of a bell. What does this signal indicate?

a. A vessel backing down
b. A sailboat underway
c. A vessel at anchor
d. A vessel drifting

BOTH INTERNATIONAL & INLAND.....There is a provision to depart from the Rules, if necessary, to avoid __________.

a. a close-quarters situation
b. an overtaking situation
c. immediate danger
d. Any of the above

BOTH INTERNATIONAL & INLAND.....Day-shapes must be displayed __________.

a. between sunset and sunrise
b. only between 8 AM and 4 PM
c. during daylight hours in any visibility
d. during daylight hours in unrestricted visibility only

BOTH INTERNATIONAL & INLAND.....A tug is towing three unmanned barges astern in fog. The third vessel of the tow should sound __________.

a. no fog signal
b. one short blast
c. one prolonged and three short blasts
d. one prolonged, one short, and one prolonged blast

Stern Shots

M/V BELLE CHASE

joins the Higman Fleet

M/V BELLE CHASE at Channelview

Port Captain David Devall, Captain Sammy McWhorter, and Pilot Mark Damge on the M/V BELLE CHASE.

Sammy and Michael working hard to get the boat outfitted.

Nautical Trivia

Digging Coastal Canals in Texas....1847 to 1949

While visiting Mr. Pat Smith of Recon Marine who is recuperating after a recent hospital stay, he told me a story about the original ICWW that ran from Galveston Bay to Freeport TX. Today, the original canal started in 1847, is used strictly for recreational use and many parts have silted in. When the water is still and the Bay water clear, you can see the definitions of deeper water heading east through Christmas Bay, Bastrop Bay and into West Galveston Bay. There is a land cut from the west end of Christmas Bay into Drum Bay and then into the present ICWW just east of the "Freeport Wiggles" at mile 391.

Christmas Bay - old canal crosswise. Picture by Richard Bludworth

Here is the story from Pat:

"Construction if the canal began in 1847 on what was called the "Slave Ditch" in Southern Brazoria County. It was dug by bondsmen of the local plantation owners who held property along the Brazos River. Somewhere I had read that this effort and subsequent efforts was the result of the mouth of the Brazos River silting in after a major hurricane. The first attempt was abandon after two years after only making a mile of progress.

Anyone familiar with the area can attest to the formidable task this must have been cutting through the marsh with the snakes, alligators, mosquitoes on top of the heat and humidity.

In 1850, just five years after Texas was admitted to the Union, a group of local businessmen chartered a company, calling it the Galveston and Brazos River Navigation Company. They began construction of a canal between San Luis Harbor (present site of the San Luis Bridge) and the Brazos River. This effort was completed in six years by contractor David Bradbury.

The canal was 55 feet wide and ran for 4.5 miles. It was used primarily as a conduit for Brazos River cotton to be loaded onto ships at San Luis Harbor. These ships primarily sailed to California as part of the Gold Rush. The west end of the canal connected to Oyster Creek for one mile, then through a land cut for another mile, joining East Union Bayou for 3/4ths of a mile. There it joined the Brazos River.

The canal accommodated both steam vessels and sailing vessels of the time.

By 1854, another canal effort in the same area connected West Galveston Bay to the canal above linking the Brazos River to Galveston Bay and thus the Port of Galveston. The canal ran the entire route with depths of 3 feet to 6 feet with a width of 55 feet. When complete, inland agricultural freight could now be shipped to the world from the Galveston Seaport.

Timeline to construction of the ICWW as we know it today:

1873 - After the Civil War, the Federal Government passed the "Rivers and Harbors Act" with the assigned mission to connect the inland waterways along the margin of the Gulf Coast from Donaldson, LA to the Rio Grande River by connecting various cuts and canals.

1895 - The first federal canal was dredged across Galveston Bay and connected the Brazos Canal at Mud Cut in Bastrop and on across Christmas Bay.

1902 - The Government bought out the private interests in the Galveston-Brazos Navigation Company.

1925 - 1942 - Various Acts were passed to allow for the deepening and widening of the canal. By 1941, the ICWW in Texas was complete from the Sabine River to Corpus Christi, 100 feet wide, with a depth of 9n feet. In 1942, the Government authorized the ICWW to be extended to Brownsville and expanded to 125 feet bottom width and a depth of 12 feet.

At this point the canal west of Galveston was relocated to its current location north of West Bay and other bays, all the way to the Brazos River.

1949 - By this time the canal to Brownsville was completed as as well as the ICWE, east of New Orleans to Florida.

It was a lot of work in various areas which was accelerated during WWII because of German U Boat activity in the Gulf of Mexico. It is fascinating that over 160 years ago private interests organized a huge undertaking to construct these canals to allow shipping access to world markets. All this done with private funds before the Federal Government was involved. Imagine trying to do that today!"

Dates to Remember

2012 Advanced Pilothouse Management at SCI

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.......1100!

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

Apr 3, 2012....Earlier this evening I had dinner with Capt. Mark Kelly, the commander of the final flight of the space shuttle Endeavour. The dinner was with a small group of folks I work with at a local college prior to a scheduled talk he gave to a group of students.

It turned out we had a common background; he graduated from the US Merchant Marine Academy, my rival college. His twin brother Scott, also an astronaut, graduated a few years after I did from my school, New York Maritime College. His brother actually dated a good friend of my wife. Small world!

If you follow the news, you know his wife, Congresswoman Gabby Giffords was the victim of an assassination attempt that left six dead and thirteen wounded on January 8, 2011. It continues to be a long road to recovery for Gabby.

The important message I came away with from Mark was made during the talk he gave to the student group. Capt. Kelly spoke about his experiences as a Navy fighter pilot and about his four trips into space. Much of his talk was about the efforts to help his wife come back from her injury.

His message to the students was that they should make a career plan and see it through. You don't have to be the brightest, you don't have to be the toughest; you just have to know what you want and see it through. You have to be persistent.

This is a great message for all. Deckhands, do you know what your next career step is and do you know how you are getting there? The same goes with Tankermen and Wheelmen. Make a plan and make it happen!

Have a great and safe week!

Sincerely,

GORDIE KEENAN
KELLY CLEAVER

TEDDY CHERAMIE