Higman H2S Policy in Action

Are you ready to load a high H2S Cargo?

The loading orders come to your boat for a cargo that may have a high Hydrogen Sulfate (H2S) level. Your crew has not had much experience with these type of cargoes in the past or maybe has only handled them on limited occasions.   So what do you do to ensure the entire crew is ready?

The first step is to educate all onboard about the nature of these types of cargoes and ensure that all are up to speed on the safety procedures that must be adhered to. There are many sources of information on H2S in the Higman system.

The first place to start is the Higman Safety Management System for review of company policy and to refresh all onboard with the specifics of handling theses cargoes.

Volume 1 - The Policy and Procedure Manual, covers Hydrogen Sulfate in Section 1, part C. Descriptive information such as hazard recognition and exposure limits is covered in great detail. Your crew should understand the hazards and the limits of exposure that are possible with H2S cargo. Also covered are respiratory protection requirements, Bottle Watch details, monitoring equipment usage, emergency PPE selection, first aid , transfer procedures and hazard communications. Prior to loading, all crew members should assemble to go through these procedures.

Volume 2 - The next source is the Personal Safety Manual, Section 15. Here information on H2S is directly available to all hands onboard. At employment, all crewmen are given a copy and should be encouraged to use this as a handy reference. The information is similar to that found in Volume 1.

The next important source of information is the Material Safety Data Sheet (MSDS) for the cargo to be loaded. Make sure your boat has a current copy of the MSDS for the cargo that you're expected to load. If you do not have it, contact your Scheduler.

 

To reinforce information your crew has gathered in the Higman Safety Management System and the MSDS sheets, you should go to the Higman Computer-Based Training (CBT) System. In there you'll find several courses that talk about H2S cargoes.

• Cargo Safety Set, No. 1, "Hydrogen Sulfate", contains generalized information about loading these cargoes.
• Cargo Safety Set No. 2, "Hydrogen Sulfate Respiratory Protection" continues with the detailed information on the types of breathing protection that may be needed when loading these cargoes.
• 2011 Courses, "Hydrogen Sulfide", is a detailed CBT lesson on H2S operations.

 

The realities of loading high H2S cargo

 

If the load is expected to be over 10 parts per million (ppm), a Shore Tankerman will always be used. In the past, most Higman Tankermen were certified to act as the Bottle Watch person for the Shore Tankerman. That has been discontinued and Higman Tankermen no longer perform the Bottle Watch when a Shore Tankerman is employed.

 

If the load is expected to be over 100 ppm, onboard safety gear will be added to the vessel. This will include Emergency Escape Air Packs for each crewmember and two Scott 30 Minute Air Packs. When the gear is brought onboard, operational and safety training will be conducted by the equipment supplier.  Ensure all crewmembers are present for the training. 

 

Though we do not personally load the high H2S cargo, we still risk exposure while en route to the discharge port. If cargo is spilled due to an incident, or there is something as simple as a leaking hatch, there can be exposure to H2S.

• Understand the dangers of exposure to hydrogen sulfate.
• Understand the proper use of respiratory protection available to you.
• Understand the characteristics of the gas.  Hydrogen sulfide is heavier than air and may travel along the ground. It collects in low-lying and enclosed, poorly-ventilated areas. 

• High concentrations can cause shock, convulsions, inability to breathe, extremely rapid unconsciousness, coma and death. Effects can occur within a few breaths, and possibly a single breath.

• NEVER attempt a rescue in an area that may contain hydrogen sulfide without using appropriate respiratory protection and without being trained to perform such a rescue.

Personal Monitors 

                                                                       

Higman vessels are currently using the MSA Altair Single Gas Detector for H2S monitoring.  The Hydrogen Sulfide meter displays "H2S" on the front of the unit below the LCD screen.  

  

These meters can only detect H2S.  They are designed only for warning the user and not for measuring gas content.  They come set from the manufacturer at 10 ppm, the permissible exposure limit.

 

When you receive new meters from the warehouse, they need to be activated.  To do so press and hold the TEST button for three seconds until "ON" is displayed. 

 

Release the button and press once again to activate. 

 

Use the monitors whenever on deck during cargo operations and while in transit.

 

Though the presence of hydrogen sulfate is always a possibility with some cargoes, by keeping our crews aware and ready to deal with it, H2S can be managed safely.

Towboats and Flags

Fly it right onboard your boat

The US flag is an important part of our maritime tradition. The familiar 50-star "stars and stripes" flag is also known as the national ensign when displayed on a vessel. It is the most important flag on board and identifies her national character. A vessel's character is determined by her national registry.

How should the national ensign be displayed onboard?

The traditional position of honor on a vessel is at the farthest place aft. On a working towboat, this is not practical with the nature of the steering flat and the low freeboard at the aft rail. With vessels that cannot carry the flag from this aft position, it is acceptable to fly it from the mainmast on the centerline of the boat.

No other flag should fly above the national ensign and no flag should fly aft of the national ensign.  With the angle of the flag lanyard on most of our vessels, this may not be totally practical if flying a state flag below the national ensign.  In this case, height trumps the aft position.

Should there be a national ensign aboard our barges?

When barges are made up to the boat, the tow becomes a unit. In this case the ensign should fly as far stern as possible which means aboard the boat. There should be no national ensign aboard our barges.

The only flag that should be flown aboard the barge should be the company burgee.

Flag condition

Wind, sun, soot and stack gasses take a great toll on your flag. Look at the condition on a regular basis and replace as needed. Tattered and faded flags need to be retired. Retired flags can be sent ashore for proper disposal.

This flag should have been retired long before it got to this condition.

Kayla McAda made the move to become the new Purchasing & Facility Manager.  Previously, Kayla was in the Personnel Department for five years at Higman Marine Services.  August 17 she will happily acquire a new last name as she marries Captain Darren Istre from the M/V Antietam.  Congratulations to Kayla on her new position and best wishes on her upcoming marriage.

Janis Anderson also made a change and joined the Training Department.  She has been with Higman Marine Services eight years as Purchasing & Facility Manager, and is a graduate of Stephen F. Austin State University with a degree in Journalism and English. 

Chantalle Rojas was recently welcomed as a new Afloat Personnel Logistics Coordinator.  She comes to us from Trans Ocean where she was an Import/Export Logistics Coordinator.  Chantalle is a graduate of A & M University in Galveston with a degree in Maritime Administration.

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 is used as a benchmark.  In addition, a "Best Practice" can evolve to become better as improvements are discovered. 

Tankerman Blake Spence on the M/V SAN BERNARD works on an inspection checklist.

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 in by the crew of the M/V BAFFIN BAY.

 

Rose Point ECS Update - inland charts will now have updated buoy overlays

 

 

The US Army Corps of Engineers (USACE) is transitioning to a new format for their Inland ENC charts (IENC).  They are replacing the older format charts with the new format (vers 2.2). 

 

This new format will provide charts that are more functional and, for example, can display inland features like fleeting areas and lock walls.  This new format also allows for creation and display of the new buoy overlay file.  The USACE has worked with the Coast Guard to deliver and update buoy positions for the inland river system, and the new update of Rose Point ECS will support the download, display, and updating of this buoy file on a weekly basis. 

 

You will update your Rose Point ECS 2011 to the latest version by using the sync button feature.

 

If you currently use river charts, the new version of Rose Point ECS will uninstall the old format river charts on your PC and automatically download and install the new format charts and buoy file.

USCG Navigation General

When displayed under a single-span fixed bridge, red lights indicate __________.

a. the channel boundaries
b. that vessels must stop
c. the bridge is about to open
d. that traffic is approaching from the other side

You are approaching a swing bridge at night. You will know that the bridge is open for river traffic when __________.

a. the fixed, green light starts to flash
b. the amber light changes to green
c. the red light is extinguished
d. the red light changes to green

When using a buoy as an aid to navigation which of the following should be considered?

a. The buoy should be considered to always be in the charted location.
b. If the light is flashing, the buoy should be considered to be in the charted location.
c. The buoy may not be in the charted position.
d. The buoy should be considered to be in the charted position if it has been freshly painted.

You are approaching a multiple-span bridge at night. The main navigational channel span may be indicated by __________.

a. a quick flashing red or green aid to navigation
b. a steady blue light in the center of the span
c. 3 white lights in a vertical line in the center of the span
d. a flashing green light in the center of the span

The Local Notice to Mariners is usually published __________.

a. daily
b. weekly
c. monthly
d. semiannually

Stern Shots  

Tankerman Gerry Gower adds final touches to M/V KYLE A SHAW

Tankerman Bernard Parker from the M/V ORANGE tries out a 1 1/2 lb hamburger at "Grand Prize BBQ" after helping at the new office.

Nautical Trivia

Cottonclad battle ships strategic during American Civil War

 

In the past two Training Newsletters we discussed various battle ships and their action along the US Gulf Coast.  Now, let's take a look at Cottonclads, a class of steam-powered wooden warships that protected themselves from enemy fire by lining bales of cotton along their interior. 

 

Cottonclads were widely used during the American Civil War from 1861-1865, particularly by the Confederate States of the Navy.  Since metalworking was not well developed in the south, the Confederates improvised by reinforcing the ship's bulwarks with cotton bales.  This was a simple scheme, but also quick and effective.  In fact, since it was so easily effective, even Union boats in the New Orleans campaign adopted this same protective technique.  

 

Many cottonclads also utilized a naval ram, an underwater protrusion of the bow 6-12 feet long.  This "beak" could be driven into an enemy ship to puncture the hull in order to sink or disable that ship. 

 

The cottonclad battle ship CSS Governor Moore distinguished herself April 24, 1862, as she fought to capture New Orleans.  With another, smaller cottonclad the Moore rammed the USS Varuna twice, forcing her aground, and then attacked the USS Cayuga.  During her brave battle, the Moore had her upper works completely shot away and drifted aground.  The crew burned her to the waterline, leaving two thirds of the crew to escape into swamps as the rest were captured and became POWs.

 

 

CSS Governor Moore: An Intrepid "Cottonclad"

 

GORDIE KEENAN
KELLY CLEAVER

JANIS ANDERSON