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Action vs. Reaction
Keeping control in your operation.
For those of you that paid attention in your high school physics class, you will remember Newton's Third Law of Motion which states that for every action there is an equal and opposite reaction.
In the Towboat world, this law of physics is easy to see every day. For example, the thrust caused by the turning of the propeller through the water is the "action". In response or reaction, the towboat moves forward. Simple stuff, right?
But let's look at action/reaction in a totally different way. Let's look at it as the actions we take every day verses the reactions that happen due to a failure or an incident.
Action creates results; reaction can create excuses.
In a good operation, each day we plan what actions we are going to take. Working the engine room may mean an action of changing fuel filters on a defined schedule or at the first hint of engine hesitation. This is an action. The reaction in the same scenario would be the frantic call from the wheelhouse to get below and switch over the filters as the engines start to bog down. Not a bad reaction when out in a broad part of the river; a tough reaction when the tow is about to go through the Morgan City Railroad Bridge.
Another example of action/reaction is the pre-docking barge inspections we do before heading in to load or discharge. The good action of doing a thorough walk though of the barge before docking and using the checklist as a guide, keeps the surprises from happening later on. On the reaction side, a failure to properly complete the inspection could mean the barge is kicked off the dock. No one is happy then!
What about crew training? By taking the action of walking all the crew though the operation of the engine room CO2 fire suppression system, a good familiarity of the system can be created. Though the CO2 system is simple to operate, there are a series of actions that must be taken in the right order to make the system effective. A crew that has taken the action of a thorough walkthrough and discussion of the system will know what to do if an engine room fire ever happens. When the Captain gives the command to initiate the system, it will happen with no hesitation.
The crew that has to react to the fire by trying to figure out where the control boxes are and how to light off the system may have bad results .
Action means having control of a situation.
Reaction means cleaning up from a lack of action.
Maximizing action time means minimizing reaction time.
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Getting Western Rivers Sea Time
Do you really know how to get your Sea Time?
Some vessels do not spend much time on the Western Rivers. With that in mind, it is important that every day spent on them is counted for USCG sea time.
Any licensed Wheelman or upcoming wheelman, must have a minimum of 90 eight hour days, or 60 twelve hour days upon Western Rivers to renew/receive a Western Rivers endorsement.
Western Rivers sea time is calculated using the payroll system. The selection box at the top of your payroll called "Operating Waterway", where you select "Inland Waters" or "Western Rivers" designates how your sea time is calculated. Western Rivers is not the same as River Pay!
According to the Coast Guard, Western Rivers is defined as the Mississippi River North of the demarcation line (from Southwest Pass), and any river directly connected to the Mississippi River. This includes:
- Lower Mississippi (including NOLA and Alliance)
- Upper Mississippi
- Tennessee
- Port Allen Route
- Atchafalaya
- Ohio
- Illinois
- Ouachita
- Arkansas
- Missouri
River Pay is a Higman policy not a USCG rule. River Pay does not include all of these waterways, and is paid on some routes that the Coast Guard considers Inland Waters. River Pay will be paid if the tow is North of the Highway 190 Bridges on the Atchafalaya and Mississippi Rivers and on the Ohio River, Tennessee River, Red River, Arkansas River, Black River, Ouachita River, Illinois River and Tenn-Tom Waterway, Warrior and Cumberland Rivers and also when the tow is North of the 14 Mile CSX Railroad Bridge at mile 13.5 on the Mobile River.
There will be some instances where you will get River Pay, but will not be on Western Rivers (i.e. when the tow is on the Tombigbee River). There will also be instances where you will get sea time on Western Rivers, but not receive River pay (i.e. when the tow is in the NOLA area).
Just to clarify the Rules of the Road regarding the Huey P. Long Bridge, this rule only applies to your lighting scheme. The Huey P. Long Bridge is not any indication of the vessel being on Western Rivers.
Any day that your vessel is on a Western River (per Rules of the Road) you need to mark the "Operating Waterway" on payroll as "Western Rivers". |
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Murphy's Law and Routine Inspections
Checklists are serious business
A Tankerman prepares to complete the DOI before starting a transfer at a dock. He has done it a hundred times before. With little thought, he initials each box, signs the bottom and goes on the next task before starting the transfer.
But is the Tankerman fully aware of what he just signed? Near the bottom of the DOI form is a statement acknowledged by his signature, "I do certify that I have personally inspected this facility or vessel with reference to the requirements set forth in section 35.35-30 and that opposite each of them I have indicated that the regulations have been complied with".
There are 22 items that the Tankerman has "personally inspected" prior to signing this document.
Murphy's Law says that "Anything that can go wrong probably will".
A spill on one of our tows several years ago is a perfect example of what happens when the inspection is not taken seriously and the DOI is "Pencil Whipped". Let's look at the details.
Prior to going to the dock, the tow was at a stripping facility. That should be Red Flag #1.
Let's look at some of the DOI boxes the Tankerman checked off as being "inspected"......
NO. 4 - Transfer System Alignment....Tankerman did not completely check line-up. Though this is always important, it is especially critical when coming from a shipyard or cleaning plant. A valve that is normally shut was left open, allowing product to back up into the stripping system.
NO. 5 - Transfer System, unused components...a stripping system blank flange had only 3 bolts in place including one not properly tightened. The loose blank flange allowed the backed up product to flow from the loose blank flange to the deck.
No. 12 - Scuppers of Drains...scupper plugs were in place, but not tightened. Product from the leaking flange found the hand tight scupper plug and escaped the tank top containment.
The Tankerman by signing the DOI certified that all the above areas were checked. Obviously they were not. Pencil whipping resulted in the fulfillment of Murphy's Law and we had a spill on our hands.
Let's reinforce with all crewmembers the importance of using checklists completely a nd most importantly, truthfully. This goes for all checklists that we use, such as Quarterly Crew Vessel Inspections, Change of Watch Checklist, Engine Room Gauge Readings just to name a few. When you sign or initial any form, you are certifying that all check-off requirements are complete and truthful.
Reprinted form Higman TNL, March 11, 2009 |
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4th Quarter CBT
The Fourth Quarter CBT courses are available online. Courses this quarter are:
- Benzene Awareness
- Onboard Electrical Safety
Before taking CBT course please consider the area the vessel is in. These courses are transmitted via your vessels aircard. If you have a weak signal or bandwidth the courses may not function properly. Should you the course "freeze" please reset the Internet Cache (click here
for instructions). If you still have any problems please email Kelly or Gordie.
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Rose Point ECS
Navigation Tip of the Week.
With the ongoing installations of ROSE POINT ECS on Higman vessels, the TNL will highlight operational tips to help you use the software. Consult with your RP ECS manual and the training video to round out your knowledge.
If you have a software tip or shortcut you find useful, let us know!
Updating Charts
In Rose Point ECS, you can make sure your charts are up to date by using the "synchronization" process. This will ensure that your charts are up to date with any corrections made by NOAA or US Army Corps of Engineers. With the amount of charts available, "synchronization" of your chart portfolio can use up a good chunk of your Internet bandwidth. To minimize band width used, you can specify what charts should be updated. Here's how:
Click open the Main Menu on the far left side.
Click on Chart Portfolio, then + Install Charts.
Click on Chart Subscriptions.
Select NOAA RNC...Raster charts...select District 8.
Select NOAA ENC....vector charts...select District 8.
Select USACE IENC...inland river charts....select the rivers you run on.
Also on the main menu, check to see that charts are not being synchronized every time you turn on the computer.
Click on Main Menu on far left side
Click on Options
Click on Synchronization...make sure the check box for synchronizing each time you start up is not checked.
Each boat equipped with Rose Point will receive an email once a month reminding them to "synchronize" their chart inventory.
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| Nav Zone- Eggners Ferry Highway Bridge Mile 41.7 Tennessee River
A cautionary note about the GREEN buoys marking the approach to this bridge.
Since the allision with the Eggners Ferry Bridge by the Delta Mariner, the USCG has added Green Cans to mark the new channel limits because of the debris from the bridge that is in the water. It is to be determined if these buoys will be permanent.
The new buoys can be misleading if you are not familiar with the bridge approach because they DO NOT indicate the existence of a CENTER PIER between the TWO SPANS that are marked by the red and green buoys now.
The traditional D/B approach for this bridge is to shape the red buoy line to line up in the Main Channel Span. If you find yourself in a condition of reduced visibility, just remember that the buoys can lead you into the CENTER PIER if you try to line up in the middle of the marked channel. It is recommended to follow the red buoys into the bridge as is indicated by the Sailing Line on the chart. The Main Span is lit by the Green Lights with 3 Vertical White Lights marking the Main Span. Alternate Spans will have Green Lights marking the Center of the span. The piers on this bridge may or may not be lit with a Red Light. Don't rely on the lights properly functioning.
There is another bridge on the Tennessee River that is marked in a similar way. The Scott Fitzhugh Bridge has a double span also. However, it has always been marked in the manner that it is today. That's the difference! The New markings for the Eggners Ferry Bridge have created opportunity for misinterpretation.
As with all bridges and structure that we transit through, USE CAUTION AND AN EXTRA SET EYES!!
USCG Rules of the Road
INLAND ONLY A power-driven vessel pushing ahead or towing alongside on the Mississippi River, below the Huey P. Long Bridge, shall carry __________.
a. two masthead lights, sidelights and stern light
b. two masthead lights, sidelights and two towing lights
c. sidelights and two towing lights
d. one masthead light, sidelights and stern light
INLAND ONLY A power-driven vessel when pushing ahead or towing alongside on the Western Rivers (above the Huey P. Long Bridge on the Mississippi River) shall exhibit __________.
a. two masthead lights, sidelights, and stern light
b. two masthead lights, sidelights, and two towing lights
c. sidelights and two towing lights
d. one masthead light, sidelights, and stern light
INLAND ONLY Which statement is TRUE of a power-driven vessel proceeding downbound with the current, when meeting an upbound vessel on the Western Rivers?
a. She shall not impede the upbound vessel.
b. She shall pass on the port side of the other.
c. She shall propose the manner of passage.
d. All of the above
INLAND ONLY Which is TRUE of a vessel downbound with a following current when meeting an upbound vessel on the Western Rivers?
a. Neither vessel has the right-of-way.
b. She has the right-of-way only if she is power-driven.
c. She does not have the right-of-way, since the other vessel is not crossing the river.
d. She must wait for a whistle signal from the upbound vessel.
BOTH INTERNATIONAL & INLAND Which vessel is "underway" according to the Rules?
a. A vessel made fast to a single point mooring buoy
b. A vessel engaged in towing, not making way
c. A pilot vessel at anchor
d. A vessel which has run aground
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Stern Shots
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Taylor Milam on the M/V Baffin Bay watching for his crewmembers. |
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The M/V Orange Crew. Sean McDonald, Jesse Harris, Nicholas Buruse, and John Houston |
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Capt Dwayne Richardson wants some hugs... |
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Tankermen Chuck Hanna, Don Craiger and Pilot Chris Ridley check out the new Towline. |
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Nautical Trivia
Allen's Landing, Texas, 1836.
Allen's Landing is located at the site of the original city of Houston on the south bank of Buffalo Bayou and a fork of White Oak Bayou in central Harris County. The landing, at a natural turning basin, originally served as a boat dock for Houston real estate development at the "head of navigation" on Buffalo Bayou. Oceangoing ships, steamers, and sailing vessels loaded from its wharves, and the steamer Laura first docked there on January 26, 1837.
Allen's Landing famously got it's start with a newspaper ad placed Aug. 30, 1836 touting the landing as a new city. The Allen brothers Augustus and John, a pair of New York-bred land speculators, declared their parcel of land an excellent place for ambitious settlers. "There is no place in Texas more healthy," they wrote, "having an abundance of excellent spring water, and enjoying the sea breeze in all its freshness."
The ads ran in the United States and Europe. One showed a drawing of Houston: a pretty little lake, rolling hills and, off in the distance, blue mountains.
The city of Houston officially established the port in June 1841, and in 1910 the federal government approved funding for the dredging of a ship channel from the Gulf to the present turning basin four miles to the east of Allen's Landing.
A historical marker was placed at the nearly two-acre parksite when it was dedicated as Allen's Landing Memorial Park in 1967. |
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Dates to Remember
2012 Advanced Pilothouse Management at SCI
Complete for 2012
2012 Higman Leadership and Management Course
Complete for 2012
2012/2013 Tankermen Seminars
Fifth Session November 15, 2012
Sixth Session January 22, 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............3780 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 .....B,C,C,B,B |
It's all relative.
When flying on a commercial jet at 30,000 feet and 550 knots, there is little feeling of speed. You might feel the occasional bump from air turbulence, but normally it is smooth sailing.
Go 20 knots on a 40 foot sailboat and you really get to know what "being on the edge" is like. For all you Towboaters who forgot what the conversion form knots to MPH are, that would be about 22.9 mph.
This past weekend, I raced offshore from Galveston to Port Aransas in a fleet of about 202 sailboats. The first 12 hours were easy sailing and we slowly picked our way to the front of the fleet as the race progressed. Throughout the night we lost sight of most of the competition under light air conditions. Around daybreak, the anticipated northern front hit us. That was when the fun started.
With a big spinnaker (the big balloon type sail used when going downwind) up, we were flying. Surfing down large waves with a 30 knot wind propelling the boat was an experience to remember.
We crossed the finish line in the Port Aransas Ship Channel mid-morning and were the third boat to complete the race!
Have a great and safe week!
Sincerely, |
GORDIE KEENAN
KELLY CLEAVER
TEDDY CHERAMIE
© 2011 HIGMAN MARINE SERVICES, Inc. |
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