|
|
|
|
|
Eliminating the MOB Risk
Your most critical job is to stay onboard!
What is the most dangerous part of your job as a crewmember on a Higman Tow?
Some might say it is the loading and discharging of our red flag barges. Isn't it true that your Tankerman license certifies you to work with "Dangerous Liquids"?
 | |
On one Whistle...by Glenn Bumpas. |
Others might say the most dangerous part of your job is the commute to and from the boat on crew change day. Statistics tell us that there were over 32,000 fatalities on our nation's roadways in 2010. Our crew change commutes are often long and Towboaters can spend many hours behind the wheel.
Still, some may argue that the towboat lifestyle is the most dangerous part of the job. Too much rich food and the lack of exercise can lead to long term medical complications for some Towboaters.
If these were your answers, you would be wrong.
The most dangerous part of a Towboaters job is working around the edge of the barges and the boat. A Man overboard or a MOB is your most dangerous situation while working on the water. Looking at the overall Towboat industry, there were three fatalities due to MOBs in 2011. As per the USCG, 56% of marine fatalities are caused by a MOB situation.
An American Waterway Operators analysis of 2010 MOB data (AWO member companies) found the causes to be:
- 38% because of loss of balance during a push/pull action
- 38% because of a slip
- 15% because of a fall
- 9% because of being knocked off the vessel.
How do we keep it from happening to us? Here are some guidelines from our Safety Group:
- Slow Down! Take a few extra moments to hook up a hose, approach a dock, line up to enter the locks/bridge, walk across the deck, etc.
- Manage and coordinate every activity on the vessel. Check to make sure your crew is familiar with, and following the Company's policy and procedures.
- Conduct brief safety meetings before every critical evolution to review procedures and assess risk.
- Don't hesitate to involve everyone on the vessel in critical evolutions, even if it means waking them.
Our most important job is to come home safe at the end of each hitch. |
|
Friday Questions Revival
Starting Friday June 1, we will be starting Friday Questions. Our first Series will begin with Barge Rigging.
The question sets will come via email to the boat computer with a link to the questions. Click on the "Take this Question Set" and a window will appear with a short presentation and a few questions. For credit please input the employee ID numbers of the crew members participating in the Question set.
Several crews have used these questions as part of their safety meetings. We do encourage crews to take these as a group with discussion. Friday Questions are designed as a tool to develop a better crew.
If you you have any ideas for Friday Questions please submit them to Gordie.
|
|
401K Enrollment/Change
Enrollment
To be eligible to enroll an employee must have reached their six month anniversary by July 1, 2012. To enroll please obtain a 401k packet from the Channelview office or on Higmanboats.com under "Office Forms".
Changing Contribution
If you would like to change the percentage which you contribute there is a two page form available at the Channelview office or on Higmanboats.com. The first form is to change your contribution. The second form is available for those over 50 who would like to contribute extra.
All forms need to be returned to the Channelview office by June 20, 2012.
If you need any assistance with your retirement planning Principal provides several tools on their website. (Do not use the website to change your 401k).
If you would like to enroll or change your 401k now is the time. January 1st and July 1st are open enrollment deadlines. Open enrollment is the only time to sign up or change your 401k percentage.
|
|
TWIC Renewals!!
 Most maritime employees will be up for renewal in the next year and a half. All mariners on vessels required to have a Vessel Security Plan are required to maintain a TWIC card. All Higman Barge Lines Employees are required to have a TWIC!
The renewal process is the same process you went through to obtain your original TWIC. You can pre-enroll online by clicking here. Once pre-enrolled you can set up an appointment (appointments are not required but it will speed up the process when you get to the enrollment center). If you do not remember your password call the TWIC help desk at 866-347-8942 to set up an appointment.
Before going to your appointment gather your ID's (Unexpired DL, Social Security Card, MMD, go to the TWIC website for a complete list). The TWIC will cost $129.75 paid by Visa, Mastercard, money order, or Cashier's Check made out to Lockheed Martin.
Once the card is approved it will be printed at the production center and mailed to the TWIC center where you enrolled. You will receive an email or a phone call notifying you when the card is ready for pick up.
It is important that you renew your TWIC in a timely manner!
When you are calculating when to renew take into consideration that you have to go to the TWIC center TWICE to receive your new card. The TSA estimates current card production time at 6-8 weeks, depending on your background. You should go at least 3 hitches prior to expiration to allow enough time to get it back. As we approach the 5 year mark these wait times could increase and you may want to go up to 6 months early.
Your license is NOT VALID without a current TWIC!
|
|
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:
Number 6 Fuel Oil
What is it?
Number 6 fuel oil is a high-viscosity residual oil requiring preheating to 220 - 260 °F to burn. Residual means the material remaining after the more valuable cuts of crude oil have boiled off. The residue may contain various undesirable impurities including 2 percent water and one-half percent mineral soil. This fuel may be known as residual fuel oil (RFO), Bunker C, or by the Pacific Specification of PS-400.
No. 6 fuel oil is a dense, viscous oil produced by blending heavy residual oils with a lighter oil (often No. 2 fuel oil) to meet specifications for viscosity and pour point.
 | |
No. 6 Oil |
The specific gravity of a particular No. 6 fuel oil can vary from 0.95 to greater than 1.03. Thus, spilled oil can float, suspend in the water column, or sink. Small changes in water density may dictate whether the oil will sink or float.
Number 6 Fuel Oil is used as:
- Ship fuel commonly called Bunker C.
- Industrial Boiler fuel, Power Plant fuel.
No. 6 oil is primarily shipped by barge, rail car or truck.
Product is generally transported and stored hot (typical 110 - 120 degF). Handle as a combustible liquid. Keep away from heat, sparks, and open flame!
What are my concerns?
H2S: Hydrogen sulfide may accumulate in tanks and bulk transport compartments. Consider appropriate respiratory protection (see Section 8). Stand upwind. Avoid vapors when opening hatches and dome covers.
Eye/Face Protection - Safety glasses or goggles are recommended where there is a possibility of splashing or spraying.
Eye Contact - 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 Protection -Gloves constructed of nitrile, neoprene, or PVC are recommended. Chemical protective clothing such as of E.I. DuPont Tyvek QC®, Saranex®, TyChem® or equivalent recommended based on degree of exposure. Note: The resistance of specific material may vary from product to product as well as with degree of exposure. Consult manufacturer specifications for further information.
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.
Respiratory Protection: If hydrogen sulfide hazard is present (that is, exposure potential above H2S permissible exposure limit), use a positive-pressure SCBA or Type C supplied air respirator with escape bottle.
Inhalation: 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.
Ingestion: 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
Fire Fighting Measures: Small fires in the incipient (beginning) stage may typically be extinguished using handheld portable fire extinguishers and other fire fighting equipment. Firefighting activities that may result in potential exposure to high heat, smoke or toxic by-products of combustion should require NIOSH/MSHA- approved pressure-demand self-contained breathing apparatus with full facepiece and full protective clothing.
Flash Point: > 150°F
Autoignition Temperature: >756°F
|
|
Nav Zone
Galveston Causeway Railroad Bridge Nears Completion
 | |
New span being placed |
In February the new 382 foot long Galveston Causeyway Railroad span was put into place. (click here to see the video). Now only a few things remain to be done.
The $80 million project originally starting in 2001, when the Coast Guard declared the bridge an unreasonable obstruction to navigation. After several years to get the funding, the project began June 1, 2010.
The project completion date is set for this Friday June 1, 2012. "For each day that they (Cianbro) finishes late they get a $25,000 a day liquidated damage penalty," said Mike Fitzgerald County Engineer. They are working very hard to finish on time.
When complete the new marine clearance will be 300 feet. This is a big improvement from the 1909 bridge of 105 feet wide. The bridge will be protected by two 35 ft, and one 45 steel sheet pile dolphins on each side. We are looking forward to the grand opening.
USCG Rules of the Road Questions
BOTH INTERNATIONAL & INLAND In which situation do the Rules require both vessels to change course?
a. Two power-driven vessels meeting head-on
b. Two power-driven vessels crossing when it is apparent to the stand-on vessel that the give-way vessel is not taking appropriate action
c. Two sailing vessels crossing with the wind on the same side
d. All of the above
BOTH INTERNATIONAL & INLAND Vessel "A" is on course 000°T. Vessel "B" is on a course such that she is involved in a head-on situation and is bearing 355°T, 2 miles away from vessel "A". To ensure a safe passing, vessel "A" should __________.
a. maintain course
b. alter course to port
c. alter course to ensure a starboard to starboard passing
d. maneuver to ensure a port to port passing
BOTH INTERNATIONAL & INLAND The Rules state that vessels may depart from the Rules when __________.
a. there are no other vessels around
b. operating in a narrow channel
c. the Master enters it in the ship's log
d. necessary to avoid immediate danger
BOTH INTERNATIONAL & INLAND Which situation would be a "special circumstance" under the Rules?
a. Vessel at anchor
b. More than two vessels meeting
c. Speed in fog
d. Two vessels crossing
BOTH INTERNATIONAL & INLAND You are approaching another vessel and are not sure whether danger of collision exists. You must assume __________.
a. there is risk of collision
b. you are the give way vessel
c. the other vessel is also in doubt
d. All of the above are correct.
|
|
Stern Shots
 | |
Several boats join in a safety meeting held at the Channelview Office |
 | |
Mark Flynn, Port Captains, and Schedulers all join the safety meeting |
 | |
All the boats attending the safety meeting |
 | |
More snakes on the boat; a water snake is caught in a bucket on the M/V COVE POINT. |
 | |
Tankerman Chris Weber on the
M/V COVE POINT has a new skin. |
|
Nautical Trivia
Houston to Galveston Commercial trade, The Houston Direct Navigation Company....1870's The Morgan Line steamer Lone Star was typical of the coastal steamers that linked Galveston and Houston to the rest of the United States by sea in the 1870s and 1880s. A close partnership between the Morgan Line and the Houston Direct Navigation Co. dominated the Buffalo Bayou packet trade during the postwar years.  | |
Morgan Line steamer LONE STAR. Painting by Capt. W. L. Challoner. Mariners Museum, Newport News, Va. |
 The Houston Direct Navigation Company purchased a pair of small, powerful tugs, the SUPERIOR and the ONTARIO. These tugs would be used for towing heavy cotton barges to Galveston. The company at the time recognized that the revitalized railroads, which could whisk riders between the two cities in under three hours, would gradually bleed off the passenger trade upon which his boats had depended. This early, firm step into the towing business gave the Houston Direct Navigation Company an edge that would allow it to survive the end of the packet era. |
|
Dates to Remember
2012 Advanced Pilothouse Management at SCI
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
2012/2013 Tankermen Seminars
First Session July 25, 2012
Second Session August 13, 2012
Third Session September 6, 2012
Fourth Session October 24, 2012
Fifth Session November 15, 2012
Sixth Session January 21, 2013
Seventh Session February 6, 2013
Eighth Session March 25, 2013
Ninth Session April 11, 2013
Tenth Session May 14, 2013
Eleventh Session June 5, 2013
2013 Wheelmen's Seminar
First Session FEB 20 - FEB 21
Second Session MAR 4 - MAR 5
Third Session MAR 13 - MAR 14
To schedule training please email Kelly or call at 281-864-6011.
CBT Certificates earned by Higman employees from JAN 17, 2012 to date............1860! 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 ...A,D,D,B,A |
A man overboard situation is always a serious matter. Falling from the deck of an empty barge into a space that is shoulder wide between a dock and a wall of steel can never be good. If you are not injured in the fall, the possibility of being swept beneath the bottom of the barge by a swift current is the next danger. The dangerous parts go on and on. Stay out of the water!
With that said I will lighten up and tell you about a non-man overboard situation that happened to me about twenty years ago.
At that time I owed a 32 foot sailboat that made the rounds of the Gulf Coast. On this occasion, I was sailing the boat with my regular racing crew from Florida back home to Louisiana. We were offshore about 60 miles and the wind was dead calm. There was smooth water all around us and we were motoring at about 5 knots. With the lack of wind and the hot sun beating down, we erected an awning that fit over the boom and shaded the cockpit. The boat was steering with the auto pilot and my crew was down below finishing up dinner. I was alone on deck.
I then had the bright idea to shimmy up the mast to the spreaders to observe the glassy sea surface around us. There I watched fish, crabs and other various sea life swimming about as we motored past.
The crew came out of the cabin to the cockpit. With the awning above their heads, they could not see me sitting 15 feet above them on the mast spreader. They began a conversation and I could hear every word.
"Where's Gordie?"
"I don't know?"
That ended the conversation about me and then they went on to something else. Here we were on a 32 foot boat, miles out on the ocean and they don't know where one crew member is. To make matter worst, no one thinks much of it.
Yes, I was mad. I climbed down from the mast and used some choice words with my great crew. A possible man overboard situation would be taken more seriously if there ever was a next time.
Have a great and safe week!
Sincerely, |
GORDIE KEENAN
KELLY CLEAVER
TEDDY CHERAMIE
© 2011 HIGMAN MARINE SERVICES, Inc. |
|
|
|
|
|
|
