A look into a marine accident can give us insight into our own operation.

Every day we try to do things right by following company procedure, keeping safety at the forefront and working smartly. Safety meetings are held; "Prior to evolution" meetings happen at the start of each watch.  From the shore, various types of audits are normal parts of our business these days.

But beneath all the good things that we do, can a sense of complacency set in?

The notion that we are doing it all right and that our operations are in compliance can mask problems underneath what is normally shiny exterior.

To illustrate, let's look at the case of the M/V DELTA MARINER.

  

The National Transportation Safety Board (NTSB) last week reported their findings from the investigation of the allusion of the M/V DELTA MARINER and the Eggner's Ferry Bridge in January, 2012.

To refresh your memory, here is a synopsis of what happened from the NTSB report:

In the evening of January 26, 2012, the M/V DELTA MARINER, while southbound on the Tennessee River at mi 41.7, allided with the partially lit Eggner's Ferry Bridge. The M/V DELTA MARINER is a 312 ft. ocean going ship that is designed to operate with a shallow draft on the inland waterways and western rivers.

The ship attempted to pass through the lowest of four navigable spans of the bridge at a speed of 11.5 mph. As a result, a 322-foot span of the bridge, including a portion of U.S. Highway 68, was torn away.  The vessel sustained minor damage to its bow area, but its cargo of a NASA rocket engine was undamaged.

How did this happen? There was blame to go all around in this accident, but ultimately responsibility for safe navigation rests with the operator.

Let's look at the details and see how they can apply to our operation.

 Aids to navigation.....The Eggner's Ferry Bridge has four navigable spans. Red lights mark piers and supports, green lights indicate the navigable waterway's centerline, and three vertical white lights signify a preferred channel marked with red and green channel lights. On that night, only the span to the far right had the required red and green span lights working. The three vertical white lights marking the main channel were out along with the red/greens on three of the navigable spans. The Kentucky Transportation Cabinet, the owner of the bridge, failed to maintain the required lighting and did not effectively respond to reoccurring problems with the lights. The personnel repairing the ongoing problems did not understand the correct lighting configuration and the main span vertical white lights had been out for over a year. 

OUR LESSON......When you come across problems with aids to navigation, report, report, report! Even if you have reported the same problem in the past, another report can only help get it fixed. Be the squeaky wheel to get the problem resolved.

Wheelhouse team...... In the wheelhouse on the night of the accident was a large support team. The Captain, the Chief Mate, the Third Mate and an AB were all present in the wheelhouse. A Trip Pilot was also present advising the Chief Mate with local knowledge. The group focused exclusively on the few lights visible on the bridge while ignoring their chart plotter and radar which would have given them critical information on their position in the channel and the proper lighting scheme. Ignoring easily available information, the Trip Pilot continued to direct the vessel toward the span that was too low for the Delta Mariner. There was no definitive follow-up action by the rest of the group in the Wheelhouse when the Trip Pilot indicated uncertainty on the lights. There was discussion by the crew, but no action.

A voyage plan was developed by the crew prior the trip, but it lacked critical information and it lacked any updates as the trip progressed. A broadcast "Notice to Mariners" highlighting the lighting problems went out twice a day in the area via Channel 16. The crew failed to pick up on it.

OUR LESSON....Use all wheelhouse resources. As per Rule 5 of the Navigation Rules, to make a full appraisal of a situation, all appropriate means must be used. Beyond the obvious wheelhouse resources, additional information such as "Notice to Mariner" and local discussion with in the area boats should be used. ..... Also as per the Higman Safety Management System, during any bridge transit, an additional lookout is required. The additional lookout's job is to assist the wheelman on watch with observations throughout the entire bridge transit. 

Capt Mike Serrette works the rough log.

A voyage plan should be a "living document" that is consulted and updated throughout the trip. A boiler plate voyage plan that becomes a routine chore is not worth the effort. Spend the time to create a usable plan that actually can be used and provides the wheelman on watch with real time information. This means doing a bit of research before the voyage begins and may mean updating as the voyage progresses.

Listen for broadcast "Notice to Mariners" and pass on to the next watch. That message to switch to channel 22A may not offer new information most of the time, but there may be that one time when you miss critical navigation information.

Company Safety Management System..... The NTSB concluded that the Delta Mariner's parent company, although they had a Safety Management System for over ten years, failed to effectively implement it. Because of the good safety record of the Delta Mariner and the overall experience of the well trained crew, the parent company was complacent regarding the safety of the vessel's operations.

OUR LESSON.... A good Safety Management System only works when all are onboard, both crew and shore staff, with the implementation and the administration. Good ideas poorly implemented and overseen can actually detract from safety. Though audits, safety reviews and SIRE inspections may seem burdensome, they can help us all stay on track with our plan. Review the Higman Safety Management System on a regular basis and make sure all are true to the plan.

The absence of negative feedback can detract from safety. We never look forward to negative feedback, but a less than perfect checkup can keep us on top of our game. Constructive criticism is the key word here and its use can keep all cewmembers on task.

Conclusions.....Incidents do happen.  A proper investigation with a well thought out conclusion is a valuable tool to help us look critically at our operations.  Before we pat ourselves on the back for a top notch operation, let's make sure it is top notch all the way through. 

The Heat Is On

It is getting hot, so drink up!

 

Summer is here and it is important that we keep our bodies properly hydrated. It is estimated that 75% of Americans are chronically dehydrated.

 

Tommy Woodside and Danny LeBlanc work on hydration.

Lets first look at why water is important.

 

Every system in our body uses water to maintain its functionality. There are several studies that demonstrate that proper hydration helps maintain a healthy life. For example:

• Mild dehydration can slow the metabolism up to 30%
• One glass of water before bed shut down midnight hunger pains for almost 100 % of people in one study
• Lack of water is the number one trigger for daytime fatigue
• 8-10 glasses a day can easy back and joint pain for up to 80% of suffers
• A 2% drop in body water can trigger fuzzy short-term memory loss, trouble with basic math, and difficulty focusing on a computer screen.
• Other studies have indicated that water can reduce the risk of certain cancers.

 

Dehydration can lead to some serious short term affects. It is important that you watch for these signs of dehydration:

• Dry sticky mouth
• Sleepiness or fatigue
• Thirst
• Decreased urine output
• Dry skin
• Headache
• Constipation
• Dizziness or lightheadedness

 

Signs of severe dehydration include:

• Muscle cramps
• Nausea and vomiting
• Little or no urine (urine produced will be amber in color)
• Shriveled or dry skin that lacks elasticity
• Low blood pressure
• Rapid heartbeat or palpitations
• Rapid breathing
• Fever

 

If left untreated dehydration can lead to heat exhaustion, heat stroke, swelling of the brain, seizures, low blood volume, kidney failure and even coma or death.

 

Proper hydration is important to our short term and long term health. As the weather continues to rise you will need to increase your water intake. The general rule of thumb is to drink 80 ounces of water per day. The truth is you need to intake as much as you output through breathing, perspiration, urine and bowel movements. An easy method to check your hydration is through your urine. A normal adult output is 1.5 liters or more of colorless to slightly yellow urine a day.

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 SAN MARCOS:

  

Relief Capt. Josh Martin and I came up with a system for our critical spare parts and charts.  A label maker is used to identify and mark all spare parts.  Every label has a number that corresponds to the checklist.

 

Critical spares box....All items in the box are listed on the top of the box.  The label on top of the box matches the label on each item.  The number on the label corresponds with the number on the critical spare  inventory checklist that we fill out each month. 

After implementing the labels anyone can inventory our spare parts or our charts in seconds.

 

From: Capt. James Wiley and Relief Capt. Josh Martin 

 

Send your "Best Practices" to Gordie

 

 

 

 

You have a deadly shipmate onboard your vessel 24/7. He is ubiquitous and if not respected he may kill or injure you. That dangerous shipmate is electricity.

Simple, everyday electricity that runs through each space and most pieces of equipment is vital to you and a boat's operation. You won't get underway without it.  It is invisible and elusive, but is waiting to bite you when you least expect it. Onboard complacency is always ready to team up with deadly shipmates like electricity. Complacency leads to carelessness and cut corners where you figure you can beat the odds.

Electricity is either DC from your batteries or AC from the genset. Both can harm you under the wrong conditions. Batteries and gensets can both arc and explode. To start with, assume wires and electrical components are "hot" with live electricity running through them. This could include "stored electricity" in capacitors. I'll leave it at that for now.

Before you work on any electrical circuitry, plan the task. Be sure to use accurate technical manuals and prints or diagrams. Survey the work area for surrounding electrical hazards. You wouldn't want to drill into a hot cable on the other side of the bulkhead. Take positive steps to ensure that all components are de-energized and make sure they stay that way - tag-out/lock-out the switches, breakers, junction boxes, isolate connections, and pull the fuses. And don't work on live switchboards.

Double check that all of the circuits you are working on or around are de-energized and dead. To do that, use proper test equipment such as volt or amp meters, not your tongue or wet finger tips. Be sure that test equipment is working and you know how to use it correctly. Have another individual independently check that tag-out/lock-out is complete and that the power has been cut to the equipment you are going to work on. The buddy system, just like in confined spaces, is good practice. This ensures someone else knows that you are working on electrical systems and can back you up.

 Be sure to dress for the occasion. Use non-conductive clothing and remove metallic jewelry, buckles, or other conductive items from your person. That western-style metal belt buckle the size of a hubcap is a killer. Use insulated rubber matting and electrical grade rubber gloves. Don't work in a wet environment, from metal ladders, or when you're dead tired. If you do, you may just end up dead. Check that tools such as drop lights, extension cords and power tools are electrically safe with proper and unbroken insulation, and no pulled or exposed wiring. Follow manufacturer's procedures and all safety instructions. Review your Safety Management System's electrical safety procedures and follow it to the tee.

Avoid distractions and breaks during the electrical work. Cellphones, texting and ear buds are distractions that never go well with any dangerous work. If your work is interrupted, verify that the power remains off. Your shipmate may have mistakenly flipped on a switch that could result in your electrocution. Pay attention.

When you're done working, clear the tag-out/lock-out and test that everything works properly and safely. This includes reinstalling all the bolts, screws, covers, insulation, fuses, breakers, wire hangers, and plates. I have too often seen that last part of the job left hanging, adding to shock and fire hazards. And be sure to log the repairs.

Don't get fried. Sail safe!

reprinted from Workboat.com E-Newsletter, MAY 16, 2013

  

 

2013 Hurricane Season

 

 

Hurricane season officially starts this Saturday, June 1st. this year the Atlantic is expected to have very busy season. NOAA predicts there is a 70% chances of the following:

 

• 13-20 named storms (winds 39+ mph)
• of which 7-11 could become hurricanes (winds 74+ mph)
• including 3-6 major hurricanes (Cat 3+, winds 111+)

 

There are three climate factors that helped NOAA meteorologists make these projections:

 

• A continuation of the atmospheric climate pattern, which includes a strong west African monsoon, that is responsible for the ongoing era of high activity for Atlantic hurricanes that began in 1995
• Warmer-than-average water temperatures in the tropical Atlantic Ocean and Caribbean Sea; and
• El Niño is not expected to develop and suppress hurricane formation.

 

Preparation is needed now before we get into the peak of the season. A safety meeting with all crew members should be done to ensure all crew members understand the following necessary precautions:

 

• Secure and clear all nonessential and loose gear
• Remove all product from drip pans, etc, that can be exposed to weather
• Mooring lines doubled up with due consideration given to the effects of predicted storm surge.
• Ensure that all personnel are prepared and equipped to safely maintain the vessel during sever weather
  • Wear work-vest when outside
  • Tend mooring lines and have spare lines readily available
  • Have fire fighting equipment ready for immediate use
  • Ensure that all side ports, hatches and portholes and other openings are closed and secure
  • Maintain a continues radio watch and monitor severe weather activity
  • Prior to predicted landfall, plan with scheduling possible safe tie up locations
  • Try to maintain contact with office personnel before, during and after the storm
  • Top off with fuel and water (with permission of scheduling)
  • After storm passes be vigilant for debris, missing aids, high water and stronger currents
  • Monitor Coast Guard radio broadcasts
  • Crew members parking vehicles at any office should leave a set of keys. During Hurricane Ike we had 4.5 ft of water in the parking lot. We need you keys if you would like it moved!

 

This graph shows how the National Hurricane Centers predictions abilities are improving.

USCG Rules of the Road

BOTH INTERNATIONAL & INLAND.... You are underway in fog and hear one short, one prolonged, and one short blast in succession. What is the meaning of this signal?

A: A vessel is in distress and needs assistance.

B: A vessel is fishing, hauling nets.

C: A vessel is at anchor, warning of her position.

D: A vessel is towing

BOTH INTERNATIONAL & INLAND.... You are underway in fog when you hear the rapid ringing of a

bell for five seconds followed by the sounding of a gong for five seconds. This signal indicates a vessel __________.

A: aground

B: more than 100 meters in length, at anchor

C: fishing while making no way through the water

D: fishing in company with another vessel

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.

INLAND ONLY.... Which indicates the presence of a partly submerged object being towed?

A: A diamond shape on the towed object

B: An all-round light at each end of the towed object

C: A searchlight beamed from the towing vessel in the direction of the tow

D: All of the above

Stern Shots

Tankerman Cody Wilkes on the Redfish goes so far as to clean the undersides of the handrails!

The crew of the M/V GREGORY FRAZIER recieved the Safest Charter Boat Award for 2013. From left: TKmn Basil Verdin, Tkmn Raymond Daniels, Pilot Howard Vidrine, RC Felton Billiot, Port Capt Matt Frazier and Tkmn Garry Hood

The crew of the M/V DECATUR knows how to shine their brass....more on that next issue.

Nautical Trivia 

...will be back next edition....

Higman marine Services regrets to inform you of the passing of two long time employees. 

Capt. Ed Authement passed away in MAY 19, 2013 after a long illness.

 Mr. Harold Perkins  passed away on May 10, 2013.  Hank worked for many years in the Higman Orange, TX office as the Warehouse Supervisor.  After retirement from Higman, Hank filled in many times as the driver for crew changes at the office.

Have a great and safe week!