Most of the "seasoned" veterans of the marine business remember their road to the pilot house in the days before the USCG made major licensing changes in 2001. If you could get in the door has a deckhand, you had to be proactive, show interest in the job, and typically get one of the other crewmembers to show you the ropes.  Training was not as organized as it is today and there were many different paths to move forward.  To get in the pilot house, a tankerman had to find a wheelman that would take agree to let them steer and generally it was done on their off-watch.

During that time period, there were several USCG licenses acceptable to operate an inland tow prior to the 2001 changes.  The main license found on the inland waterways in those days was the "Operator of Uninspected Towing Vessels (OUTV)".  An inland mariner could also legally operate a tow with a "Master of Inspected, Self-propelled Vessels" license with the appropriate tonnage endorsement or a "Mate" or "First Class Pilot of Inspected, Self-propelled Vessels of more than 200 gross register tons" license.

Having these different license options for tow operators was not only confusing to mariners working the inland waterways, it was also confusing to the personnel departments trying to man their vessels.

Before 2001 as an example, a 100 ton Master license could operate a towboat under 100 tons without any previous towing experience.  A mariner with an unlimited tonnage third mate's license with no inland towing experience was legally able to operate any size tow on the waterways.

Steersman Jonathan Anglin goes into the Higman Safety Management System on a regular basis to keep up with changes.

Today the progression from Deckhand to Captain is much better defined then it was not so long ago.  

At Higman, the best place to map out your progression and understand how promotions take place is to go the Safety Management System or SMS.  Since promotions from within the company are an important part of our success, it is critical that all crewmembers understand the path to the next level and beyond.

To start on the path, go to:

• Volume I, Policy and Procedure Manual,
• Part G. Personnel
• Section 2 - Job Descriptions and Development.
• Policies 40 - 90 Job Descriptions
• Policies 100 - 150 Personnel Development

In these sections, each job category is described with the requirements and responsibilities for the position. The sections also map requirements for advancement to the next level. 

How do the company advancement requirements and the USCG licensing requirements match up?  How is the Higman Safety Management System used to direct crewmembers toward advancement?

Deckhands - Policy 40 - Job Descriptions - Deckhands

Since the deckhand position is an entry level position, the professional requirements are minimal for both the company and the USCG.  To start, Deckhands, as with all crewmembers are expected to meet the professional and physical levels outline for their position in the Safety Management System and then aspire towards the next level.  The primary responsibility of the deckhand is to learn and he is expected to advance to Tankerman within approximately six months.

The only USCG requirement for this position is the TWIC, universal for all vessel personnel.

Written by William "Bob" Harvey, Tankerman on M/V Point Comfort

This event occurred in October 2012 while I was working for a different towing company.  James and I usually went out about 0330 to get temps.  James had his head lamp on and I was going to write the temps down using his light to see in the dark. We  had four barges,  two wide and two long,  with about  an 8-6 draft.  I made sure both James and I were wearing our work vests. We laced our way down the starboard string and would be coming back down the port string. James was sick that night and had thrown up.  When we were on the starboard lead barge he almost got sick again, but didn't.  We crawled down #1 ladder and went to the port lead barge. We started with #1 starboard since we crawled up on that side of the barge, then went to #1 port, # 2 starboard, #3 starboard, then #3 port, which was on the outside of the barge.

Captain Ricky Mitchell during M/V Matagorda hands-on MOB Drill

Every we took the same route. We went down the steps and across the hose and spill rail right by the water making it to the last barge. I was on the grating by the generator engine at the foot of the steps to go up to the expansion trunk when I pointed out an ullage hatch to James and said, "This hatch will take you into the same void the big 4-dog hatch will, but you only turn to remove one dog instead of four to see inside."  

James started walking down the side of the barge past the expansion trunk, and for that reason looking back, it made me think maybe he thought we had one more barge to go. The only thing we did differently that night was pointing out the ullage hatch to him. As he walked away I was about to ask where he was going when it looked like he was balanced on one foot exclaiming, "Whoa, whoa, whoa!"

It was dark, and I could see well enough by the light of the spotlight, but not well enough to see if he was joking with me or not. Then he fell in and I first thought, "This can't be happening," while he was going away from me. As soon as he fell in he started saying, "Bob throw me a line. Bob throw me a line."  I was chasing him down the port side of the tow trying to dodge cavils and void hatches and vent pipes checking for tripping hazards in front of me.

I think the Pilot saw James fall overboard because he took the engines out of gear and when I came to the rake end of that barge I shined my light in the wheelhouse and told him, "Man overboard! Man overboard! James is in the water!" I saw the Pilot on the phone or radio and I think word was already out very quickly because there was a northbound tow with his light sweeping the river in such a way I got the impression it wasn't to navigate. I saw the life ring on the side of the rail and I said, "Throw the life ring."  It was thrown, but James had already gone past. When he first fell in, to me in the dark and with nothing sticking up but his head, I thought he was going under and I'd call out, "James, do not go under," and he'd answer, "I'm not going under, Bob." As I ran down the side of the barge the drills were running through my head.  Notify the wheelhouse, keep your eye on him and alert the crew. I admit I had this fear of pulling up his dead body and then worse, not finding his body. Then I thought about the questions I'd have to be asked. Did we get in any arguments that day and how was our relationship? Any hard feelings or harsh words?

 After notifying the Pilot and with the life ring thrown I got on the boat and by then I had my flashlight out so I tried keeping my light on James and ran to the port stern and saw him for a little bit and then he disappeared. The line on the life ring had hung up and was hanging in front of me so I pulled it up on deck to keep it out of the wheels. I was on the boat by the generator room and I couldn't hear if the general alarm was going off or not so I thought since I can't see James and I need help, this is the time to go get it. I went in the galley and the alarm was going off.  I ran to the two bunks on the bottom deck and got those guys up and said, "Man overboard!  James is in the water!"  As I went back in the galley the Deckhand was coming down stairs and I said, "Man overboard!"  

I went back to the port stern and the spotlight was in a tight beam shining right behind the boat.  Since we were south bound I suggested to the Pilot we open that beam up and shine it on our port so possibly we could see James going past.  The Pilot did that and about that time James yelled, "Bob, I'm right here, straight off our port side about 100 feet wide."  I yelled, "I got him in sight! I got him in sight!"  I ran onto the barge and shined my light on him and shouted, "I'm on the barge and I have my light on him," and boom, right then the Pilot lit him up.

He was going past us and I was closer so I said, "James, swim toward the barges. I'll meet you at the head of the tow and I'll try to throw you a line."  He was about 60 wide at that point and the best thing I did was tell the deckhand, "Grab that life ring!"  

I ran 600 feet and got on the port bow and could still see him but the way the spotlight was moving on and off of him I knew the Captain, who was at the sticks by then, couldn't see him so I tried to direct him where to shine the light.

James passed us so I said, "Can't we shove ahead quick so we don't lose him?"  The Captain said, "Talk to me like you're talking me into a lock."  That's exactly what I did disclosing, "150 ahead, 35 wide; 125 ahead, 30 wide."  I knew we were gaining on him. "100 ahead, 25 wide."  When he was about 15 feet in front of us I told him, "James, swim out of the way; I don't want you going under the rake."  I never took my eyes off him but for some reason I knew and sensed the other guys were now there so I said, "Throw him that life ring!" They threw it over his head and he swam and got the line and started pulling himself towards the barge. Now I was finally thinking, "He's wet but we have him!"  We couldn't do anything because we were now passing him up and the line on the life ring was too small for us to do much.  As we started down the port side of the barge, when I saw the first cavil I said, "Wrap him up on that cavil," and they did.

He was right under us, just out of arm's reach, so I told the Deckhand to get a line. We threw him the eye and he put it over his head and one shoulder and within 1, 2, 3 and we had him back onboard. Then the joking began. I said, "You're getting my clothes wet. Maybe we should have left him down a little longer to see if we could catch something."  The air was cool and I expected James to be cold but I guess because of the constant movement of the water, it was warmer than the air. He was still by the side of the barge and we were close to the bow at the first cavil behind the expansion trunk, so I held onto him and together we made it away from the edge.

We walked down the middle and got back to the boat where I put on some soup for him and he went and showered and threw his clothes in the wash. I wrote my report of what happened. "He started walking down the side of the barge and about 10-12 feet away he appeared to lose his balance and he shouted, "Whoa, whoa, whoa!"  The next day as we went out to get pictures of where we were when it happened and I wanted to know what was 10-12 feet away that made him go, " Whoa, whoa, whoa!" There was a cavil there, but where it was in relation to me was on the other side of him and in the dark the night before I couldn't see it. He said he thought he was standing by me when he fell in and I said, "If you had been by me, I would have grabbed you." I told him I did everything I could to save him, but I wasn't going into the water after him. I had thought about jumping in as I ran down the side of the barge, but we definitely didn't need two guys in the water!  

I just re-lived that whole ordeal writing this account of what happened. That's what happened, but now as to why I think it happened. He was sick that night. Sick enough to throw up.  With that, and the combination of just that little pause where I showed him the ullage hatch, it made me wonder if he was thinking he had one more barge to go, or maybe he bumped into that cavil near him. I was standing right next to the steps, but for some reason he went down the side.

To me that life ring was a real life saver.  James had been trained in sea survival and he was able to remain calm. What was amusing to me was later learning the reason he kept saying, "Bob, throw me a line!"  It was  because he said, "I've seen you throw, and you don't miss."  When I lost sight of him he said he never lost sight of me. He saw me look for him and he kept saying, "Bob, I'm right here."   

Deckhand Derek Hoffpauir of M/V High Island practices throwing during Deckhand Academy

  ii.  On any dock

 iii.  In  the deck locker

 iv.  In bed

  v.  At fueling stations

 vi.  When fueling outboard engines

 vii. When painting or mixing paint

viii.  When using spray cans

 ix.  When handling flammable product

 x.   On the deck of the towboat that is moored to a terminal or alongside a barge

 xi.  In the lower engine room

 This policy change will be incorporated into Volume 1, SMS, Policy and Procedures Manual.

Steersman Stephen Hampton of M/V Drum Point points out also that the E-Cigarette is not intrinsically safe

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 in by Chuck Hanna, tankerman aboard the M/V SAN ANTONIO:

Cheap Insurance.....

How to Eat Healthier on Turkey Day

Here's an unpleasant reality check. The traditional Thanksgiving dinner can have up to 3000 calories. Considering that the recommended daily caloric intake for an average person is anywhere from 1850 to 2000, that puts this one meal at approximately 1/3 more than a full day's requirement. Let's not forget that late night turkey sandwich and slice of pumpkin pie thrown in for good measure. You already know not to eat yourself into a stupor, but many of us do and we end up regretting it. And, you probably guessed the mash potatoes, whipped with cream and butter, isn't the best thing to ask for seconds and thirds. So, here are a few tips and recipe substitutions to help "lighten" up the day.

 Don't go to the Thanksgiving dinner hungry. We often eat faster and more when we are hungry. Therefore, eat a wholesome breakfast and maybe a mid-day snack of vegetables or fruit.

 Thanksgiving dinner is not an all you can eat buffet. Fill your plate 1/2 with vegetables, 1/4 with lean meat, and 1/4 with the starch of your choice such as mashed potatoes, yams, or mac and cheese.

Turkey- Go skinless - Choose your 3-4 ounce portion (remember the checkbook sized portion from our last article).

Side dishes - Watch the portion sizes, go for smaller portions. This way you can sample the different sides.

 Make a choice to limit high fat items. High fat food items can be found in fried and creamy dishes as well as cheese filled casseroles. For instance, mashed potatoes are usually made with butter and milk; green bean casseroles are often prepared with cream of mushroom soup, cheese, and milk topped with fried onions; candied yams are loaded with butter, sugar, and marshmallows. If you cannot control the ingredients that go into a dish, simply limit yourself to smaller portions.

 Drink plenty of water.  Alcohol and coffee can dehydrate your body. Drinking water can also fill up your stomach.   Alcohol also adds "empty" calories. A 12 oz. Bud Light has 110 calories, a 5 ounce glass of wine has 120 calories, a 10 oz. margarita has approximately 500 calories.

Healthy Thanksgiving recipe substitution tips:

 Recipe calls for:                                Substitution:

1 whole egg                                      2 egg whites

Sour cream                                       Low fat yogurt or low fat sour cream

Ice cream                                         Frozen yogurt

Heavy cream                                     1:1 ratio of flour whisked into non- fat milk

Whipped cream                                 low fat whipped products such as nutriwhip

Cheese                                             low fat cheese

Butter                                              light butter

Cream of mushroom                           fat-free cream of mushroom                                                                  

INLAND ONLY Which statement is TRUE concerning the Inland Navigation Rules?

a. They list requirements for Traffic Separation Schemes.
b. They define moderate speed.
c. They require communication by radiotelephone to reach a passing agreement.
d. All of the above

BOTH INTERNATIONAL & INLAND A traffic separation zone is that part of a traffic separation scheme which __________.

a. is between the scheme and the nearest land
b. contains all the traffic moving in one direction
c. is designated as an anchorage area
d. separates traffic proceeding in one direction from traffic proceeding in the opposite direction

BOTH INTERNATIONAL & INLAND A vessel using a traffic separation scheme is forbidden to __________.

a. proceed through an inappropriate traffic lane
b. engaged in fishing in the separation zone
c. cross a traffic lane
d. enter the separation zone, even in a emergency

BOTH INTERNATIONAL & INLAND In a traffic separation scheme, when joining a traffic lane from the side, a vessel shall do so __________.

a. at as small an angle as possible
b. as nearly as practical at right angles to the general direction of traffic flow
c. only in case of an emergency or to engage in fishing within the zone
d. never

BOTH INTERNATIONAL & INLAND A vessel may enter a traffic separation zone __________.

a. in an emergency
b. to engage in fishing within the zone
c. to cross the traffic separation scheme
d. All of the above

© 2014 HIGMAN MARINE SERVICES, Inc.