Fuel, oxygen and heat; these are the basics of the fire triangle that we all learned about at some point our careers. The fire triangle is a simple way of illustrating the three elements needed for a fire to start and to keep itself going. A fire can be prevented or stopped by removing any one of the three elements of the fire triangle.

How does the triangle concept work on a towboat?

Let's look at the engine room as a good example.

Fuel - An obvious source of fuel is the diesel used to run our generators and our main engines. Diesel fuel generally has an auto-ignition temperature of about 490Ž F. The auto-ignition temperature of a substance is the lowest temperature at which it will ignite in a normal atmosphere without an ignition source such as a flame or a spark. Since the temperature of the exhaust gas running through the turbo charger can get up to 800Ž F, any diesel that may be sprayed from a broken injector line can ignite if it hits the right spot.

Stop the fuel source - All Higman boats are equipped with remote emergency fuel shutoff systems.

Most boats use an air actuated, spring loaded quick shutdown valve located at the outlet of the fuel tanks in the main fuel line(s) and found in the bilge at the forward bulkhead. All crewmembers should know how to operate in a fire emergency through practice during the monthly test procedure (see Higman SMS D.2.40.1 INSPECTION & SERVICE GUIDE - MONTHLY)

On orders of the wheelman in charge, go to the emergency fuel shutdown box, located near the port engine room door.

Open the box. Inside is a vented ball valve. Open the valve by turning the handle 90Ž to pressurize the line with air. The air pressure causes the in-line fuel shut down valve to snap shut.

When testing, the shutdown valve must be manually reset. Secure the air valve in the box, allow the downstream air pressure to bleed off and then reset the "T" handle of the quick shutdown valve located on the fuel line.

Emergency Fuel Shut-off box located by the port engine room door.

The new 3600 hp boats use a reach rod system connected to inline shutdown valves, one for each main engine and each generator engine. They are located and clearly marked around the main deck, port and stbd. Make sure you know where each one is located and you are ready to shut the correct valve(s) if the order is ever given.

During the monthly test, make sure the reach rods operate smoothly and the valves can be tightly shut.

Don't forget other sources of fuel in the engine room such as rags and trash. Keep anything that might be combustible properly stored. Keep bilges clean and free of any residual oil.

Oxygen - The obvious first step in cutting off the oxygen is closing the engine room doors and stopping the ventilation blowers. Will this step stop a serious engine room fire? Probably not. The typical design of most towboats will allow oxygen to continue to enter through the inlet and exhaust blower openings.

The next step to eliminate oxygen would be to fill the engine room space with an inert gas such as CO2. 95% of Higman towboats are equipped with a CO2 flooding system.

On orders from the Wheelman in charge, be ready to activate the CO2 flooding system. Make sure all crewmembers know how to activate the system and know how to operate it manually if the initial startup fails. Remember the CO2 flooding system will automatically shut down the blowers so do not risk exposure to a fire by going into an engine room to shut them down.

You never know which crewmember will have to be to one to activate the CO2 system. Everyone should know how to operate the system from day one onboard.

Heat - As we discussed in the fuel section, there are sources of extreme heat in the engine room:

Turbo chargers and exhaust lines should be kept covered with insulation for both personnel protection and prevention of direct contact with fuel if there is a high pressure leak.

Keep engine air filters clean. A severely dirty air filter (think Mayflies) will restrict air to the blower side of the turbo and cause the exhaust side to overheat.

Alternating electrical current on a towboat begins in the engine room and can be a source of heat for the triangle:

Loose wire connections - The current flowing through the wiring encounters resistance at the connection and will generate heat.
Overloaded wiring - When electric current flowing in the wires exceeds the rating of the cables there is a chance of. The wiring heats up and melts the insulation and can set fire to flammable material nearby. This often happens happen when make shift repairs are not well thought out.
Electrical "arcing" (or sparking) happens when conductors inside a cable just touch one another. The heat generated can be as high as 7,000ŽF.

Use the Maintenance Needs Report to get repairs on suspected areas.

By far the greatest area of concern on heat generation in the engine room on many boats is the electric clothes dryer. A plugged up dryer outlet is often the culprit in a potential fire. Fuel, oxygen and heat are present and ready to react when the conditions line up. Make sure your dryer outlet is free to flow!

Benefits Open Enrollment: July 6 - August 10

The annual benefits open enrollment period is the one occasion each year when afloat personnel employees have the opportunity to make voluntary changes to their enrollment elections for benefits (medical, dental & disability insurance). All benefit elections will be effective September 1, 2015. Your medical benefits will remain with Meritain Health (network change to

Aetna Choice POS II). Your dental, group basic life, voluntary life and AD&D will remain with Guardian. STD/LTD with Reliance Standard will remain the same as well.

If you do not want to make any changes to your current elections, there is nothing you need to do.

If you want to update (add/remove/decline) any of your current elections, you will need to complete the form found here. Make sure you complete the employee section, the dependent section (only submitting the information to be changed) and sign at the bottom. Also, check the appropriate box in the upper left corner.

Return your completed form to MaryKay via fax, mail, email or drop off at the Channelview office by Monday, August 10, 2015.

2016 Wheelman's Seminar

The 2016 Wheelman's Seminars have been scheduled. This year our meetings will occur a little later than usual to accommodate crew change schedules. The 2016 seminars will be held at Cypress Bend Resort in Many, LA. Make your plans early. Please email Kelly your reservation with your name, date of arrival, and guest name. All rooming requests will be given on a first come first serve basis.

April 20-21
May 2-3
May 11-12

Reminder about Slips, Trips and Falls

Article contributed by Jerry Williamson, Tankerman on M/V Empire

Here's a quick reminder!

Slips, trips, and falls are one of the leading causes for injuries in our industry. They can lead to multiple injuries such as "Man Overboard" or a broken leg, to name a couple. Nobody wants either of those mishaps.

Remember to keep a sharp eye out for anything that could cause a slip, trip or fall. Always remember to watch where you walk and where you are stepping at all times.

If you come across something that could cause a slip, trip or fall, try to correct it. If for some reason you can't, notify the wheelman on watch as well as the rest of the crew because you could save a fellow crew member from getting hurt.

Notice: Change in Two Tankerman Meeting Dates

Please note we changed the April and May Tankerman Meeting dates since our last issue was published. The new dates are April 7 and May 31.

All the Tankerman Meeting dates are listed at the end of each Training Newsletter. Take an active part in your training and reserve your place for this seminar soon.

Click to email Janis or Kelly to reserve your place and make hotel arrangements if needed.

Meet Nate Mayo, New Warehouse Assistant

Please join us in welcoming aboard Nate Mayo as Warehouse Assistant at the Peninsula location. He will be working with Rodney Dominguez and Sam Marano in support of our purchasing and warehouse operations here.

Nate recently graduated from the University of Houston with a degree in Finance. Prior to that Nate spent 6 years serving in the US Coast Guard in upstate New York. He lives in Galena Park with his wife, Mayra, and they are expecting their first child in November.

If you're in the area, please take a minute to stop by and welcome Nate to the Higman family.

We welcome Nate Mayo to the Higman team!

Safety Spotlight

Using a Grinder Safely

Bench grinders and bench grinding wheels have been in service for over 100 years. When used

correctly, they are a safe and effective tool. The causes of most accidents with these products have

been related to misuse and abuse. An important way of avoiding wheel breakage and injury is to follow the Do's and Don'ts listed below.

Do's

Do visually check all wheels for cracks or damage before use.
Do make sure the bench grinder has the proper wheel guard. Bench grinder guards should have side guards that cover the spindle, end nut and flanges. It must cover 75% of the wheel's diameter.
Do make sure the bench grinder has an adjustable work rest kept adjusted to 1/8 inch or less from the wheel's grinding face.
Do make sure the bench grinder has eye shields mounted and that they are clear.
Do allow newly mounted wheels to run at operating speed for one minute before grinding.
Do not stand in front of or in line with rotating grinding wheels during test because, if damaged, the wheel most likely will break during test.
Do keep your work area clean and free of anything that could strike or contact the grinding wheel.
Do wear proper personal protection such as eye and face protection.
Do maintain tools in good repair as if your life depends on it.
Do grind on the wheel's face only (outer diameter). Side grinding is NOT allowed.
Do make sure the bench and pedestal grinder is permanently mounted. It should not move or fall over during use.

Don'ts

Don't use wheels that have been dropped or damaged.
Don't force a wheel onto the machine or alter the size of the wheel's mounting hole. If wheel won't fit machine, get one that will fit properly.
Don't tighten mounting nut excessively. Tighten nut just enough to prevent wheel slippage.
Don't start machine until safety guard is properly and securely in place.
Don't adjust work rest or tongue guard/spark arrestor while grinding wheel is rotating.
Don't stand in front of or in line with grinding wheel whenever a bench grinding machine is started.
Don't grind on the side of the wheel.
Don't jam work into the wheel.
Don't grind material for which wheel is not designed. Do not grind/sand wood, plastic, or any other non-metallic materials.
Don't use this wheel if you have not reviewed all of the safety materials and have not been properly trained in the use of the tool and wheel.

Be sure to have the guard in place

each time you use the bench grinder

Brownwater-Bluewater Coordination Course

What's it all about?

The Houston Area Brownwater-Bluewater Mariner Coordination Course is a two-day, 16-hour training seminar designed to bring together operational mariners working in the Houston area to review incidents, relate experiences and share strategies to improve communications and coordination of commercial vessels. This is an effort is to build comradery, trust and understanding between our two communities which operate in the Houston / Galveston area,

with an overall goal of increased safety.

When will it take place?

The Course will be held Thursday-Friday, September 10-11, at the Houston Pilots Office. The Houston Pilots will host a dinner Thursday at 6 p.m in Pasadena.

Who may attend?

Higman is looking for one or two of our own captains that would be interested to participate.

How may I participate?

To put in your candidacy for consideration, please contact Gordie Keenan. If you are selected, he will let you know. Gordie can be reached at 281-864-6009.

Eat This - Not That

Fast Food - Part 3 Breakfast

Sometimes it's a fact of life that you have to grab something to eat because you are rushed for time, especially in the morning. Breakfast seems to be the most rushed time of the day for many of us, getting the kids ready for school or getting to work on time. As we have reminded you recently, eating fast food is not the most healthy choice. However, if you choose to eat fast food when your busy schedule has you on-the-go, below are options to eat somewhat healthier.

As you can see in the illustrations, you have your "bad option" and a "not so bad" option. Notice we are not saying a "good option." All in all, it is wise to avoid "fast food" or at least limit your trips to a fast food restaurant. Although Denny's and IHOP may not be classified as "fast food," these restaurants are famous for their "hearty" breakfast.

What you eat is an important part of your life. A diet high in saturated and trans fat raises blood cholesterol - a major risk factor for heart disease and stroke. Too much sodium can raise your blood pressure and too much fat and sugar can lead to obesity, both of which can contribute to heart disease as well.

For the purpose of comparison, the below listed nutritional guideline is the recommended daily amount for 2000-2500 calories. Base your own personal daily dietary needs on your specific age, gender, and body type.

Calories - 2000 - 2500

Fat - 65g/30g Saturated Fat

Cholesterol - 300mg

Sodium - 2000mg - 2200mg

It's Your Choice!

BAD	NOT SO BAD
Denny's - Grand Slamwich w/hash browns, orange juice Calories -1,340 Fat - 89g/Saturated Fat - 28g Cholesterol - 540mg Sodium - 3,390mg	Denny's - Grand Slam w/2 eggs,2 strips bacon, orange juice Calories - 622 Fat - 26g/Saturated fat - 6g Cholesterol - 400mg Sodium - 822 mg

BAD	NOT SO BAD
IHOP - Chorizo Fiesta Omelette, hash browns, orange juice Calories - 1722 Fat - 124g/Saturated Fat - 41g Cholesterol - 1015mg Sodium - 3,650mg	IHOP - Simple and Fit Omelette, hash browns, orange juice Calories - 552 Fat - 25g/Saturated Fat - 12g Cholesterol - 180mg Sodium - 1180

BAD	NOT SO BAD
Carl Jr's - Monster Breakfast Sandwich, orange juice Calories - 843 Fat 47g/Saturated Fat 17g Cholesterol - 530mg Sodium - 1,210	Carl Jr's - Bacon, egg, cheese biscuit, orange juice Calories - 552 Fat 25g/Saturated Fat - 12g Cholesterol - 180mg Sodium - 1140

BAD	NOT SO BAD
Taco Bell - AM Sausage CrunchWrap, hash browns, orange juice Calories - 982 Fat - 57g/Saturated Fat 15g Cholesterol - 135mg Sodium - 1400mg	Taco Bell - AM grilled egg & cheese taco (2), hash browns, orange juice Calories - 500 Fat - 18g/Saturated Fat - 6g Cholesterol - 90mg Sodium - 660mg

BAD	NOT SO BAD
Burger King - Scramble egg platter w/ eggs, croissant, hash browns, sausage patty, orange juice Calories - 902 Fat - 54g/Saturated Fat - 16g Cholesterol - 375mg Sodium - 1590 mg	Burger King - Breakfast muffin sandwich w/bacon, egg, cheese, hash brown rounds, orange juice Calories - 590 Fat - 26g/Saturated Fat - 8.0 Cholesterol - 165mg Sodium - 940

All in the name of research

Nav Zone: Buoys ICW vs. Ship Channel

You have probably heard the phrase "Red Right Returning". This refers to the red buoys and day boards being on the right side when you are returning from sea.

What about on the ICW? Well the ICW actually follows a similar rule, only its "Red Right Clockwise". The red markers will be on the right hand side when you are proceeding clockwise around the continent; southbound down the east coast, west on the gulf coast, and north up the west coast.

There comes a problem with these simple rules when you come to an area where a ship channel and the ICW merge for a period of time. A good example of this is in Pensacola, FL. If you are westbound on the ICW coming into Pensacola you will see your typical red markers on the right side. However, when you merge into the ship channel you are now outbound. Which means the buoys on your LEFT will be red. There have been problems with vessels running aground because they are following the ICW rules while in the ship channel.

During the daytime there is a simple solution to this problem. Remember that dual purpose buoys will have a yellow marker to indicate the ICW traffic. A yellow triangle is to be left on the starboard side and a yellow square is to be left on the port side when you are proceeding clockwise. ICW markers that do not indicate lateral (left or right) position display a yellow band.

At night, if you are approaching these areas you need to pull out the old chart to verify which lights you should be seeing port and starboard.

Navigation General Questions

Aids to navigation marking the intracoastal waterway can be identified by _________________.

A: the letters ICW after the aid's number or letter
B: yellow stripes, squares, or triangles marked on them
C: white retroreflective material
D: the light characteristic and color for lighted aids

You are sailing south on the Intracoastal Waterway (ICW) when you sight a green can buoy with a yellow square painted on it. Which of the following is TRUE?

A: You should pass the buoy close aboard on either side.
B: The buoy marks the end of the ICW in that area.
C: You should leave the buoy to port.
D: The yellow square is retroreflective material used to

When a dual purpose marking is used, the mariner following the Intracoastal Waterway should be guided by the _________.

A: color of the aid
B: shape of the aid
C: color of the top band
D: shape of the yellow mark

What indicates a dual purpose buoy?

A: Red buoy with a horizontal yellow band
B: Red and white vertically-striped buoy with a vertical yellow stripe
C: Red and white vertically-striped buoy with a red spherical topmark
D: Green buoy with a yellow square

A green buoy has a yellow triangle on it. This is a(n) ______________.

A: information or regulatory buoy that has lateral significance
B: buoy that is off-station and is marked to warn mariners of its wrong position
C: dual purpose marking used where the ICW and other waterways coincide
D: buoy that was set in error and will be replaced with a red

Nautical Trivia

SS Marine Electric

She was built in 1944 and launched on May 2^nd of the same year. Her class was a type-T2 tanker, one of hundreds build during World War 2. She was sold off many times and in 1961 was sold to Marine Transport Lines. The ship was modified by the addition of a new midsection for cargo transport. This extended the ship's length overall from 523 feet to 605 feet, and her tonnage from 10,448 to 13,757 gross register tons (GRT). The work was completed in November 1962. However, the Marine Electric was showing its age, exhibiting corrosion and damage to the hull and other structural components.

The Marine Electric put to sea for her final voyage on February 10, sailing from Norfolk, Virginia to Somerset, Massachusetts with a cargo of 24,800 tons of granulated coal. The ship sailed in spite of a fierce storm that was gathering. As she reached the mouth of the Chesapeake Bay she faced 25 foot seas and heavy winds. She received a call from the coast guard to render assistance to a fishing vessel in distress off the coast.

The ship 5 hours after making maneuvers to assist the fishing vessel, ended up at the bottom of the ocean. She had sunk and most of her crew perished with her. Coast Guard investigations, and independent examinations of the wreck, told a different story: the

Marine Electric left port in an un-seaworthy condition, with gaping holes in its deck plating and hatch covers. The hatch covers, in particular, posed a problem, since without them the cargo hold could fill with water in the storm and drag the ship under.

One of the largest changes this incident brought was the tightening of inspections and the Coast Guard dramatically changed its inspection and oversight procedure. It exposed many programs that were meant to strengthen the merchant marine, but really it was those same programs kept ill equipped ships on the water.

Stern Shots

David Laxson, Deckhand on M/V Higman Leader, displayed his creative baking skills with this pushboat birthday cake for Steersman, Taylor Milam. Happy Belated Birthday, Taylor!

Someone caught Taylor Milam and Trey Davis pondering

what else they may find to eat on M/V Higman Leader

Dates to Remember

2015 - 2016 Tankermen Seminars

*Please note date changes for 9th and 10th sessions

Second Session	August 25
Third Session	September 10
Fourth Session	October 1
Fifth Session	November 5
Sixth Session	January 26
Seventh Session	February 11
Eighth Session	March 1
Ninth Session	*April 7 - new date
Tenth Session	*May 31 - new date
Eleventh Session	June 21

2015 Advanced Pilothouse Management/Simulator at SCI

Fifth Session	Aug 10-12
Sixth Session	Sep 21-23

2015 Steersman Boot Camp

Third Session	Jul 23-24
Fourth Session	Nov 2-3

2015 Higman Leadership

First Session	Oct 5-6
Second Session	Oct 15-16
Third Session	Oct 26-27

2016 Wheelman Seminar

First Session April 20-21
Second Session May 2-3
Third Session May 11-12

To schedule training please email Kelly or Janis - or call Janis at 281-864-6010.

CBT Certificates earned by Higman employees to date during 2015: 3181

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 (left side near top) to get your own copy!

Answers to this weeks Nav Gen: B,C,D,D,C

Have a great and safe week!

Sincerely, Gordie, Kelly, Janis, Dennis and Austin

GORDIE KEENAN
KELLY CLEAVER

JANIS ANDERSON

DENNIS ZINK

AUSTIN ZODY

Š 2015 HIGMAN MARINE SERVICES, Inc.