Training News from HIGMAN BARGE LINES, Inc.

Entering from one end of the Brazos River Flood Gates is always an operation which takes concentration and attention to detail. Set up just right and you should have a smooth crossing. Make a few small mistakes especially during high water and your tow can quickly get out of position when closing in on the guide wall on the other side of the river.

There are many places on the ICW and the rivers systems that an opportunity to review your transit could help your decision making on future runs. Think Morgan City RR Bridge, Neheola Bridge in Alabama and Wax Lake Spillway. You know the spots. There are also many docks where a review of your technique could be valuable.

How can you critique your performance once through one of these difficult transits? Can you demonstrate a proper approach to a new steersman before getting there?

In sports, from the pro leagues all the way down to the pee wee level, teams use video tape feedback as a common instructional tool in teaching and coaching. Reviewing plays and analyzing techniques is accomplished by watching what happened during the game on a video playback. A coach can film an athlete and then use the playback to help that person correct their form for better performance.

We use this technique in the simulator during Advanced Pilothouse Management at the Houston Seamen's Church Institute.

What if we could use this video feedback technique directly on our boats?

DVR

Presently about half the Higman fleet is outfitted with video cameras that record views both fore and aft. Engine room views and other interior views are also recorded. The video is stored in a DVR located beneath the pilothouse and is available for about ten days. Set up on a continuous loop, once ten days is reached, new video material is recorded over the old.

As vessels go to the shipyard for planned maintenance, cameras systems are being installed.

So on boats outfitted with the video gear, how can crews use it to help build their skills?

Let's go to the video tape.

joy strick controller

Before making a transit or docking you would like to see on video, make sure your forward camera is properly aimed to view the head of the tow. Use the joystick on the video camera operator box to position the selected camera. If other camera views may be important, such as in a docking maneuver, make sure those cameras are also properly positioned.

Once the maneuver is completed and you are in a position to safely review, click on the web camera icon on your wheelhouse computer. You will be prompted to log in (which will be given to you by the IT department when you receive the cameras).
Once the software is open, you should see a live view of your boat. You can easily switch between cameras by clicking the one screen button near the bottom of the page.

If you are ready to make a recording of your transit that is within the last ten days:

At the top of the screen, push the "BACKUP" button
On the right of the "BACKUP" screen fill in the Start and Finish date/time. Select the Channel to view. When ready, push "Search"

In the left side of the screen the video file for the selected time and date will appear. Put a check mark on the right side of the file for the time you want to see.

At the bottom of the screen use the "Browse" button to select were you want the video file to be stored.
If you get a "Codec" message....click, "No"

Your video file will now be saved where you designated it to go with the "Browse" button as an AVI. file. Once complete you can go to that file, click on it and review your transit.

If your boat has a newer computer with Windows 7, you must make a security change.

Open Control Panel
Click on User Accounts
Click on Change User Account Control Settings
Push the Control Bar to "Never Notify", push "Ok"

Set up a file on your wheelhouse computer to store your Transit/Docking videos. Use these videos for crew training. Here are some ideas:

Aim the forward camera on the barge coupling and record tow building. Use in a safety meeting to discuss the operations.
If the rear camera can capture skiff launching and retrieval, make a video to review safety concerns with the crew or to instruct a new crewmember coming aboard.
If you had a "Near Miss" in a maneuvering situation, make a video copy of it and pass on to help train others.
Use a "Thumb drive" to transfer your videos to the Training Computer for crew use.

If you have any other ideas on how to use this equipment, contact Gordie. Check with Alex and Edwin in the Post Oak office if you have technical questions on operating your video equipment.

2nd Quarter CBT

The second quarter CBT courses will be released April 16th. This quarter courses will include:

Hazwoper

Drug and Alcohol Awareness

Communicating with Hand Signals

Understanding Higman Face Wires

Man Overboard Prevention

Best Practices

Every boat has good ideas.

Good ideas need to be shared, refined and become "Best Practices".

A "Best Practice" is defined as a method or technique which shows results superior to those achieved with other means, and that is used as a benchmark. In addition, a "Best Practice" can evolve to become better as improvements are discovered.

This column is dedicated to sharing the best practices developed while operating your tow. Each issue we will outline a "Best Practice" sent in by the fleet. Share your Best Practice by sending to Gordie

This week's "Best Practice" is sent by the crew of the M/V SPINDLETOP:

Cheater pipe painted YELLOW.

Paint your deck winch extender(cheater) pipes yellow. The extender pipes becomes very visible to all and will help the deck crew become better aware of where the pipe is.

If a deck crew member becomes distracted and leaves the extender pipe on the ratchet handle, the bright yellow color can catch his attention. Also the wheelman on watch may be able to spot a problem from the wheelhouse easier because of the distinct color. He can than alert the deck personnel.

An extender pipe can easily become a tripping hazard if left on deck. The bright color will make it easier to spot and quicker to address the problem.

Advanced Wheelhouse Management (Simulator)

The simulator is an important training element that we use to enhance a Wheelman's professional ability. The simulator allows us to experience events that can only be safely performed within the simulator. It allows Wheelmen to make mistakes in real-life situations and learn how to avoid unsafe situations. This is accomplished through the sharing of experiences and evaluations from other Wheelmen. Classroom courses include: navigation rules, legal interpretations, situational awareness, incident management, and much more.

Company policy requires Wheelman to attend at least once every five years. 3 days pay, hotel accommodations and meals are provided to each attendee. It is a 2.5 day course offered five times a year.

The schedule for 2013 is as follows:

April 29th

June 3rd

July 8th

August 19th

September 23rd

Please contact Kelly to set up a Simulator session.

A Security Audit May Be In Your Future.

Be ready to show off your crew's security awareness.

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.

Here is a list of issues and reminders to make sure your crew is ready for a Security Audit:

Is your ASP up to date with circulated additions?

Is there a copy of the last Audit Certification Letter dated DEC 16, 2011?
Is there a copy of the latest list of vessels covered under the Higman ASP, dated FEB 8, 2013?
CSO Certificate of Compliance with ASP, dated MAR 31, 2009.

Do all crewmembers know who the Company Security Officer (CSO) is?........ Kyle Shaw
Do all crewmembers know who the Alternate Company Security Officer is?.....John Costello
Do all crewmembers know how to contact the CSO and Alternate CSO?
On your boat, who is designated as the Vessel Security Officer (VSO)?.......Capt or Relief Capt.
Are all crewmembers ready to challenge, require identification and log in all visitors coming onboard?

How do you deal with an outside contractor who does not have identification or does not want to sign the visitor's log?

Do all crewmembers know what the current MARSEC level is?

MARSEC Level 1 is the normal level.

Is the current level posted onboard?

Are all crewmembers clear on what would be considered suspicious activity?

What do you do if you see something suspicious - Notify the Vessel Security Officer, he will then notify the Company Security Officer and then report it to the National Response Center (unless the CSO tells you that he will make call). The number is found at the bottom of page 3 of the ASP.
Appendix E of the ASP lists examples of suspicious activity

Are you ready to show records of your Quarterly Security Drills and other records to the auditor?

Have you been involved in any USCG security excersises in the last year? Do you have it recorded.
Do you have copies of any USCG Boarding Reports, Suspicious Activity Reports and Security Breach Reports during the last year.

What is the frequency of visitor screening required for each MARSEC level. Though not in the ASP, company policy requires screening at:

5% (1 of 20) at MARSEC I.
50%(every other visitor) at MARSEC II.
100% at MARSEC III.

To get ready for the possibility of an ASP Audit, Appendix E located in the boat's copy, 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.

Nav Zone

Spring Time Fog

As the air temperatures rise over the cool winter waters, fog becomes a common occurrence this time of year. On this April day your tow stops at the Bolivar Moorings due to dense fog. While making a deck round you hear distant ringing of a bell for about five seconds and then a gong. Do you know what type of vessel this is?

Inland Rule 35 describes the sound signals for vessels in or near an area of restricted visibility. These signals shall be sounded day or night:

Type of Vessel	Sound Signal	Interval
Power driven vessel	One prolong blast	Not more than 2 min
Power driven vessel not making way	Two prolong blast	Not more than 2 min
Vessel not under command Vessel restricted in her ability to maneuver (underway or at anchor) Sailing vessel Vessel engaged in fishing (underway or at anchor) Vessel engaged in towing or pushing	One prolong blast followed by two short blasts	Not more than 2 min
Vessel towed, or last vessel being towed, if manned	One prolonged followed by three short	Not more than 2 min
Vessel at anchor (less than 100 meters)	Rapid ringing of bell for 5 seconds	Not more than 1 min
Vessel at anchor (100 meters or more)	Rapid ringing of bell for five seconds forepart of vessel AND rapid ringing of gong for five seconds.	Not more than 1 min
Vessel at anchor (warning of position)	Rings of bell and gong AND one short, one prolong and one short	Not more than 1 min
Vessel aground	Same as vessel at anchor AND three distinct strokes on the bell after ringing of bell	Not more than 1 min
Vessel less than 12 meters	Not required sound above signals but must make efficient sound	Not more than 2 min
Pilot vessel	In addition to above may sound four short blasts	Not more than 2 min
Following vessels in a special anchorage: Vessel less than 20 meters Barge Canal boat Scow Other nondescript craft	Not required to sound anchor signals (bell and gong)	n/a

Remember, if weather causes any delays or requires you to stop you must report this to your dispatcher!

USCG Rules of the Road

INLAND ONLY....Which statement is TRUE concerning the fog signal of a sailing vessel 25 meters in length, anchored in a "special anchorage area" approved by the Secretary?

a. The vessel is not required to sound a fog signal.
b. The vessel shall ring a bell for 5 seconds every minute.
c. The vessel shall sound one blast of the whistle every 2 minutes.
d. The vessel shall sound three blasts on the whistle every 2 minutes.

BOTH INTERNATIONAL & INLAND....You are in charge of a power-driven vessel making way in dense fog. You observe what appears to be another vessel on radar half a mile distant on your port bow and closing. You must __________.

a. sound the danger signal
b. exchange passing signals
c. sound one prolonged blast
d. sound one short, one prolonged, and one short blast

BOTH INTERNATIONAL & INLAND....You hear the fog signal of another vessel forward of your beam. Risk of collision may exist. You MUST __________.

a. begin a radar plot
b. stop your engines
c. take all way off, if necessary
d. All of the above

BOTH INTERNATIONAL & INLAND....If your vessel is underway in fog and you hear one prolonged and three short blasts, this is a __________.

a. vessel not under command
b. sailing vessel
c. vessel being towed (manned)
d. vessel being towed (unmanned)

BOTH INTERNATIONAL & INLAND....A 200-meter vessel is aground in fog. Which signal is optional?

a. A bell signal
b. A gong signal
c. A whistle signal
d. All of the above

Stern Shots

Tankermen Terrell Swinton, Elize Ward and Steersman Jason Lovell onboard the M/V PEDERNALES during outfitting.

M/V PEDERNALES ready to go to work.

Team work during outfitting of the M/V PEDERNALES

Team work on PEDERNALES
during outfitting makes the work go fast.

Tankerman Ben Tyson working the brush during paint season on the M/V POINT ISABEL

Tankerman Ben Tyson is working the brush during paint season on the M/V POINT ISABEL

Steersman Coady Root lets us know what he thinks on the M/V POINT ISABEL.

Nautical Trivia

THE WRECK OF THE TUG IVY

Pilots mixing up sound signals when in a meeting situation is not a new issue. Here is an excerpt from the Galveston Daily News, dated May 29, 1887, that describes a collision between a steamship and a steam tug towing a loaded barge in the Mississippi River around Algiers.

Galveston Tugboat Sinks out of sight in the depths of the Mississippi River.

The New Orleans Times-Democrat of the 27th contains the following report of the disaster resulting in the loss of the steam tug IVY, owned by English, Andrews & McArdle of this city

Last night was a pretty one in every respect. Not a cloud was to be seen anywhere in the heavens and the stars seemed to shine better than ever. The moon was visible in the early part of the night, but being young soon sans behind the distant horizon. It was such a night a sailor likes, and was therefore taken advantage of by Captain W. M. Andrews, one of the owners and master of the tugboat Ivy, who was determined to return to his native shore, Galveston. The tug Ivy arrived here last Tuesday morning from Galveston with the barge Kossack in tow and on the return trip Captain Andrew was towing the Kossack with a cargo of coal.

At 8 o'clock the tug with the barge in tow, left her wharf up town and proceeding about 200 feet out into the river, turned her head toward the Gulf and was soon on her way down. The tug was manned by a crew of nine and was in command of Captain Andrews, who after seeing that all was right, put his first mate, Captain Charles Best, in charge of the boat. The tug went merrily down the river, and the crew amused themselves by watching the different objects on shore. After passing Canal Street, Captain Andrews went up in the pilot house and chatted with Captain Best. His boy, a lad of 12years of age, named John T. Andrews, who was a passenger with his father on this trip, remained at the bottom of the steps leading to the pilot house.

Nothing marred the pleasure of the trip until Mandeville Street was reached; when suddenly those on board saw coming up the river at a rapid rate of speed a largo steamship. Huge volumes of smoke were issuing from the stack on the vessel and her course was in a direct line with the tug. Both boats sighted each other simultaneously, and a short whistle was heard coming from the steamer. Some say there were two whistles, while others claim that there was only one. The whistle was answered by two from the tug and Captain Best put his wheel hard to port and started across the river toward the Algiers side. The two pilots evidently got things mixed, for it was seen that the vessel's wheel was put at starboard, and the big ship began closing up rapidly on the tug.

A collision was seen to be inevitable, and the greatest excitement prevailed. The ship was running at a rate of between seven and eight knots an hour, and when within about fifty feet of the tug, the engines were stopped and immediately reversed. Captain Andrews, seeing the danger, ordered the engineer to put on a full head of steam. This was done but it was too late for in a moment more the ship's bow struck the tug, and all was over.

When the people on the vessel, which was the English steamer WYDALE, saw that a collision could not be avoided, they yelled to the tug's crew to jump for their lives. The latter obeyed the summons, and began leaping over the sides into the river.

Captain Andrews rushed down the steps and grasped his boy around the waist preparatory to jumping. At this moment, the vessel struck the tug, and the force of the blow caused the captain to release his hold on the boy, and the little fellow fell overboard. His father followed an instant later and sought the boy. He was nowhere to be seen, and after vainly searching for him, Captain Andrews began swimming toward the ship. He was not a second too late, for before he got twenty feet away from the tug, she careened over and sank out of sight.

S/V Asher J. Hudson built in 1881, was typical of steam tugs working in Galveston and New Orleans. This vessel worked for the Alabama Coal Co. in New Orleans.

By this time the Wydale let go her anchors and lowered several boats. One of these boats picked up the captain and two of the crew, the rest of the latter having saved themselves by swimming ashore. Just as the boats reached the ship a voice was heard and a man was seen struggling in the water. A rope was thrown him and he was pulled aboard. He was the last one of the crew.

The accident occurred nearly opposite to where the sailing vessel John Harvey was lying. The crew of the latter vessel were all on deck at the time, and at once burned a blue light so as to enable the struggling men in the water to see where to swim. The entire affair occurred so rapidly that even the eye-witnesses on the shore could hardly state how it happened.

Editors note....the steamship Wydale was invoved in another incident three years eariler when it ran down a small sailing ship off of the English coast. All crew were lost on the sailing vessel "Band of Hope". The master of the Wydale, "in not having, when in charge of the deck, kept a good and proper look-out", had his certificate suspended for for three months.

Dates to Remember

2013 Advanced Pilothouse Management at SCI

First Session APR 29 - MAY 1

Second Session JUN 3 - JUN 5

Third Session JUL 8 - JUL 10

Fourth Session AUG 19 - AUG 21

Fifth Session SEP 23 - SEP 25

2013 Higman Leadership and Management Course

First Session Oct 3 - 4

Second Session Oct 15 - 16

2012/2013 Tankermen Seminars

Ninth Session April 11, 2013

Tenth Session May 14, 2013

Eleventh Session June 5, 2013

2013 Wheelmen's Seminar

Complete for 2013.

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

CBT Certificates earned by Higman employees during 2013.................806

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,C,C

It is time for "One Hand" action.

I have talked about it before and now need to remind everyone again.

In some mariner circles, if you hear someone yell "One Hand", you come running because you know they need help. In light of several recent incidents on our vessels, I am putting out the call of "One Hand".

We need "One Hand" action to stop incidents where our crewmembers are getting hurt! We need "One Hand" to stop a future incident where the consequence is final and they end up dragging the river for the body.

Your response must be to do what needs to be done now to keep you and your crew safe. "One Hand" action means taking 'seaman-like measures' to ensure your own safety and the safety of others around you. "One Hand" action means getting your mind in the right place to make safety personal.

It is time for action on everyone's part.

"One Hand"

Have a great and safe week!

Sincerely, Gordie

GORDIE KEENAN
KELLY CLEAVER