Fueling the boat takes full attention.

Hooking up the fuel hoses

What is your greatest risk of having an oil spill as a Tankerman?  If you said that risk was greatest during the last few minutes of topping off a barge, you would be wrong.  Topping off is a critical time to be certain, but it has seldom ended in disaster during one of our transfers. 

If you said it would happen due to a mechanical or structural failure, a poorly fitted gasket or a damaged hose, you would be only partially right.  Spills due to equipment failure do sometimes happen but are not usually under the control of the Tankerman.  Here the diligence of the Tankernan comes into play as he inspects, continually observes and responds to mitigate any loss of containment.

Statistically the greatest risk of a spill to water is during the fueling of the boat or barges.

Fortunately, these spills are rare at Higman, but they have happened and they have great consequences. 

What can you do to keep your fueling operations safe and spill free?

A good place to start is with an onboard crew training session that reviews all parts of the fueling operation.

Start with the engineering side of fueling.  Take the crew through the entire fuel oil and lube oil piping system.

• Trace lines from the on deck fuel and lube manifold hookups and containment area on the side decks down to the tank manifolds in the lower engine room.  Everyone should place their hand on each valve.
• Demonstrate the operation of the stick gauges and observe the position when tanks are 90% full. 
• Make sure all crewmembers understand the sight glass operation in the lower engine room.  Are the gauge glass valves closed when not being used?  There have been spills where the Tankerman forgot to open these valves during loading and the level never changed.
• Make sure all crew members understand the fuel oil transfer system and valve lineup.
• All crew members should assist with this training.  Nothing makes you learn a system better than being told you have to demonstrate it to the rest of the crew.

Dallas on the Sandpiper checking the guages

Next I would continue the exercise with a thorough review of the Fuel Transfer Procedure found in the  Higman Policy and Procedure  manual.  Though all of us have read the policy on fueling, how many really know what is in there? 

Let's take a look:

1.  All involved in the transfer must hold a pre-evolution conference.  Though a fuel loading may seem routine, the pre-evolution conference is held to ensure everyone is on the same page.  Here are discussion topics that are addressed at the conference:

• Fueling procedures are discussed
• Where/when will it happen and what side of the boat  
• How much fuel and lubes are to be taken
• Who will handle the transfer and how will communications work
• What is the maximum rate

• The water cut should verify that no water is present in their tanks.
• Of course at this point our Tankermen must sound the vessel's tanks to verify the starting level and to confirm there is enough room in the tank to receive the amount of fuel ordered.

3.  Make sure stick gauges are set and ready to go as discussed above.

4.  Complete the DOI.  Do NOT pencil whip the paperwork; get it done properly.

5.  Before the actual startup, make sure the Wheelhouse is notified and satisfied that all is ready to go.

Once fueling begins, this becomes your only responsibility!  All your attention must be placed on getting that fuel or lube onboard.  Top off no more than 90% capacity.

No work is done without completing the paper work!  Sound the tanks, compare your figures with the supplier.  Figures should be within 5%.  If all is good, sign the receipt.  

Fueling should never become a routine activity onboard.  Follow the procedures, look for possible problems and give it your full attention.  With all this in mind, a problem free transfer will happen.

The Channelview Office is fully operational at the new location.  

Please be sure each crew member is aware of this change.   

It is a good idea to print the information below so everyone has their own copy to keep with them.

Reminder:  All phone numbers remain the same as before.

New address:

16530 Peninsula Blvd. 

Houston, TX  77015

At the entrance gate you must enter a PIN code for the gate to open.  

The PIN is unique to each person.  It consists of: 

*41 [your 5-digit employee ID number] followed by the pound sign

PIN Example:  *41XXXXX#

Crew Parking

After you enter through the gate you will see the designated crew parking area for your personal vehicles.  The first green and white building you come to is the Warehouse.  This is where crew trucks will be parked and all crew changes will now take place from this Warehouse area.

The next building is the Galley.  The Galley and Main Office share a porch entrance.  The Main Office houses Personnel, Purchasing, Port Captains and Maintenance.  The last building is the 

Training Center.  Here, in addition to Training, you will find Safety and 

Vetting.  

Directions

The following is a link to Google Maps indicating our new location.  The link can be emailed/texted to yourself.  If you send it to your smart phone it should link to your mapping app.

While driving to our new office please use caution around the commercial trucks and trains.

Once you reach Jacinto Port Blvd. a good visual reference is the CarGill towers.  You will continue past CarGill and SAS on Peninsula Blvd to reach our facility entrance gate on the right.

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. 

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

When making a rounds of the engine room:

Photo credit belongs to Ray Sergent.   Thanks, Ray!

USCG Navigation Problems

As you pass under the Natchez-Vidalia Dual Bridge, the gage on the bridge reads -3.6 feet. If the highest point on your vessel is 62 ft. above the water, what is your vertical clearance?

a. 122.0 feet
b. 67.6 feet
c. 63.6 feet
d. 60.0 feet

Which of the following statements regarding aids to navigation shown in the Army Corps. of Engineers map book is TRUE?

a. The U.S. Army Corps.. of Engineers is responsible for placing and maintaining all aids to navigation.
b. Buoy positions as shown on the chart are exact.
c. Buoys should always be given as wide a berth as possible.
d. Lights and daymarks are always shown in their exact location.

What is the distance from Greenville, MS, to St. Louis, MO, on the Mississippi River System?

a. 832 miles
b. 733 miles
c. 597 miles
d. 566 miles

You are in charge of a vessel that damages an aid to navigation established and maintained by the United States. Which statement is TRUE?

a. You must take the aid in tow and deliver it to the nearest Coast Guard, Marine Safety Office.
b. You must report the accident to the nearest Officer in Charge, Marine Inspection.
c. You may wait until you reach your destination before reporting the allision to the U.S. Coast Guard.
d. You must report the allision to the nearest Corps. of Engineers office.

As you pass under the Greenville Highway Bridge, you estimate the current as 4.5 mph. What is the speed over the ground, if your vessel is making turns for 9 mph?

a. 13.5 mph
b. 14.5 mph
c. 15.5 mph
d. 16.5 mph

Stern Shots  

Preston and Robert are enjoying the new office.

David Griffin knows how to throw a line!

Port Neches Captain Arnold, David, RC Eric and... Gordie

Nautical Trivia

1800's - 1900's Gasoline Engines

In the late 1800's  and early 1900's sailing vessels working the commercial routes along the United States started using simple gasoline powered engines to operate windlasses and winches.  Typically they produced 4 to 12 horse power with a single cylinder.  A large flywheel kept the momentum going between power strokes.

Shown in the picture is a Seager Engine Works, Type A, no. 4, 6 HP gasoline engine.  This engine is located in the forward house of the schooner S/S VICTORY CHIMES and was installed around 1906.

To start the engine you must hand crank the flywheel while holding down the exhaust valve and playing with the choke.   It is a bit of a trick to do it all together.  The single spark plug needs to be removed and cleaned after every use because of carbon build up.

The S/S VICTORY CHIMES was built in 1900 as a three mast schooner which traded along the New England coast.  She normally carried bulk cargoes such as lumber, bricks and lime.  Today after 113 years of continuous operation, she takes passengers on four day cruises out of Rockport, ME. 

Editor's note.... I just spent several days sailing on the VICTORY CHIMES along the coast of Maine.  What a great trip!

GORDIE KEENAN
KELLY CLEAVER

JANIS ANDERSON