I am sure you can think of a science-fiction movie where thoughts between the alien creatures were directly transmitted, mind to mind, through telepathy. In the movie "Independence Day," for example, the aliens are said to communicate with each other via "some kind of extrasensory perception." Lacking both ears and vocal chords, they communicate using a sophisticated form of telepathy.

That's a nice trick if you can make it work especially since it makes listening, as we know it, obsolete.

In the real world, of course, we do not have this ability and our communication is primarily through words accented by body language and tone of voice. Listening is on the receiving end of our communication and is an important skill to master in a towboat operation. Without the ability to accurately listen, you will not be able to make an effective response to needs that arise.

How to Listen

There is plenty of advice out there on how to build your listening skills and the concepts are simple. A quick internet search will find plenty of advice and systems designed to teach you how to effectively listen.

Here is a simple guideline.

1. Get the Information.

This is the first and most basic stage of the listening process; the information must be communicated to you in a clear and accurate way and you must be ready to receive it.

Practice with the handheld VHF radio before heading out on deck. Can everyone hear and understand what is being said on the radio? How will a conversation with the pilot house go out on deck with the wind blowing at 25 mph? Will you be able to clearly hear the radio when working near a running pump engine?

Pay attention to what is being said by focusing on the conversation.

Forget the multi-tasking. The time to listen is not the time to be distracted. Put away the cell phone, turn off the TV and close the engine room door. To be a good listener, you must be able to put your full attention on the speaker. Full attention to the speaker demonstrates your commitment to the process.

Minimize the interruptions of the speaker.

Let the speaker give the message. Hopefully, the communication is clear; but if it is not, you can ask questions after the initial communication.

Let the information from the speaker flow without your analyzing it in your head.

If you are actively thinking about a response while the speaker is communicating, you may miss valuable points. Let the speaker get it all out and then it is your turn. How often have you tried to work out a plan during a mini safety meeting before a critical task only to be interrupted several times by a crew member?

2. Understand what it's all about.

Now that you have received information from the speaker, it is time to plan your response. Coming up with a response may mean asking some questions. "What time do you think we will be near the dock? How much fuel do you want to take on?" This is where you get into specifics.

Often it is helpful to rephrase what the speaker said so understanding is clear. "Okay, we will be docking starboard side to, at Texas City dock 56."

3. Be sure to remember.

I don't know about you, but sometimes it is hard to remember everything said in a conversation, especially if it is detailed and technical. Forgetting what is said is a listening failure.

Most of us use memory tricks to help us remember important points. Maybe it means taking notes. If your Captain is communicating a detailed plan for the day to you, it does not hurt to write down the important points. In most cases detailed notes are not necessary, but a few key words can help stimulate your memory later.

4. Evaluate the information.

Now is the time to get ready to respond. But before you respond to the speaker, the message has to be absorbed, processed and remembered. The old adage, "Think, before you speak" comes into play here.

Divide the speaker's communication into sections:

What are the facts?
What are the emotions around the communications? If the Captain is speaking loudly, in an excited fashion, there is probably a reason for it tied to the communication.
Do I have enough information to give a proper response.

5. Respond to the communication.

This all may seem complicated but believe me you do it every day, quickly in most cases without realizing it. At this point we have received the information, have understood what was said, have a clear memory of it and done the mental analysis so we can make a proper and meaningful response.

If the entire crew works through the listening process, communications will become easier and more accurate. As we know, communications have to go both ways, so let's get the listening part right.

Look How Far We've Come

In 1997, after Higman purchased Maryland Marine, the Channelview office first became established on De Zavala Road with long-term lease agreements with Stolt Barge Service (SBS). However, over the years as the size of the fleet and the number of employees increased to keep up with the vision of Higman management for the company's future, we eventually outgrew the De Zavala facility. As continual growth occurred, it became clear something had to change to accommodate the company's success. Therefore, in August 2013 the Channelview office moved to a new, larger location occupying property owned by Higman on Peninsula Blvd. on the Houston Ship Channel.

Peninsula Blvd Operations Center

on the Houston Ship Channel

Due to this growth, improvements were needed at the Orange, Texas location with construction of a larger warehouse, shop facility and supplies office. Offices and staff were also added in Covington, Mobile and Decatur to address supply needs for the expanding fleet and provide assistance to afloat personnel for obtaining and renewing licenses, as well as to interface with our clients and meet their needs.

Orange, Texas larger supplies, warehouse and shop facility

Founded in 1917, we have significantly increased the size of our fleet from 32 vessels to 89 owned and operated push boats and 189 barges by the end of 2015. Today, Higman is a leading provider of inland marine transportation for bulk liquid petroleum and chemical cargo. The Orange office still operates out of the original office building, entry seen below.

The original office building from 1917

still operational in Orange

As a company we are proud to have one of the most modern fleets in the industry enjoying one of the youngest barge fleets. The average age of the Higman barge fleet is less than 8 years vs. the average age of the overall U.S tank barge fleet of approximately 28 years. Higman takes great pride in providing the highest level of operational integrity in meeting the needs of its clients.

Headquartered at the Galleria in Houston, below is a list of all Higman operation centers:

Houston, Texas
Orange, Texas
Covington, Louisiana
Mobile, Alabama
Decatur, Alabama

Best Practices

Every boat has good ideas. We need yours!

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 for that reason, becomes 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. In each issue our goal is to outline a best practice sent in by the fleet. Share your "Best Practice" by clicking here to email them to Gordie.

M/V HIGMAN LEADER, photo by Capt. Mike Maneely

Barge Housekeeping

Article submitted by Thomas (Tommy) Woodside, Tankerman on M/V Redfish

Clean Decks

When you start and finish your loads and discharges, pick up your trash and old

gaskets and nuts and bolts off the deck. Clean any oil leaks you find on the deck.

Always keep your barges clean on dock and off dock. It's your responsibility as a tankerman.

Barge Wires

Be sure to stretch out your wires on the side of your barges so you don't trip over them and so you are set up and ready to make tow again when the time comes.

Steering Lights

Don't use 6 volt batteries on the barge for a steering light. It's not safe. Instead, use intrinsically safe portable barge lights provided for you by the company (shown right).

A New Generation of Safety Tailgate Meetings

Let's try a new idea.

Safety is by far the most important part of your daily thought process when working a job that involves potentially dangerous working conditions. We provide you with many tools to ensure your level of knowledge and confidence in your daily tasks are second to none, and you prove that by being day in and day out the best fleet on the water. We have in the past attempted to catch crews, at crew change "somewhat unsuccessfully" to give brief safety meetings called Tailgate Meetings.

These meetings are going to change in both content and delivery, but not in their desired outcome, with that outcome being safety staying fresh on your mind. Forget outdated pictures of the same cartoon characters used repeatedly. You will be receiving, via email to each boat, fresh safety topics that include current events in our fleet with lessons learned every month. These topics will be brief in nature and pertinent to the current conditions or events that we are facing or expect to be facing in the near future.

Along with the monthly safety topic will be a boat signature sheet that must be signed by all crewmembers on your boat each month and scanned back to the Safety Supervisor, Jeremy Ragle at jeremyr@higman.com every month.

By using technology that we already consider a daily part of our life, in addition to the personal safety visits from our staff, we hope to keep Higman a safe workplace for everyone.

Please email Jeremy with any suggestions for safety topics. You can easily do this by clicking on his email address above. Your ideas count!

Safety Spotlight

Know Your COI

All Higman barges are issued Certificates of Inspection (COI) by the USCG. Knowing what information is on the COI, or where to find information, can be very helpful for not just the wheelmen, but particularly for the tankermen. We recently had a SIRE inspector quiz a tankerman regarding information contained on the COI. The inspector specifically asked, "How many fire extinguishers are on the barge?" If you don't know the answer right away, you know where you can find

the information, which is just as important.

See important information on the COI detailed below:

Page 1

1. Certification Date: This is the date the COI was issued.

Expiration Date: This is the date the COI expires.

Note: These dates must be current to verify that the COI is valid.

2. Route Permitted and Condition of Operation: Where the vessel can operate and the conditions to be adhered in order to operate in those areas.

3. Annual, Periodic, Quarterly Re-inspections: This is where the mid-period (annual) inspection date is found.

Certificate Issued By: Needs to be a signature here, the USCG zone where the inspection took place and an official seal (cannot be a copy).

Click here for a larger view

Page 2

1. Hull Exams: Date exams were performed and the next date they are due. Includes Dry Dock and Internal Structure Exams.

2. Cargo Authority/Conditions: This is the authorization to carry cargo per conditions set, including the capacity of approved cargoes.

3. Conditions of Carriage: Vapor Control Authorization - This explains the approval of carriage for cargoes and also the approval of the vessel's vapor system (if applicable).

Click here for a larger view

Page 3

1. Hull Exams: Date exams were performed and the next date they are due. Includes Dry Dock and Internal Structure Exams.

2. Fire Fighting Equipment: How many and what type of fire fighting equipment is required on this vessel.

Click here for a larger view

12 Volt Wet Cell Battery Blowout

Lead-acid, known as wet cell batteries, have potential to explode if not properly maintained.

You have heard of 12 volt wet cell (lead-acid) batteries exploding and maybe some of you have actually seen it happen. When it does happen, it can be very dramatic and potentially dangerous.

First though, all 12 volt batteries found on Higman Boats are absorbent glass mat, referred to as AGM batteries which are sealed and potentially immune from explosion potential. They are maintenance free and never need topping off with water.

12 volt wet cell or lead-acid batteries are still common in the marine industry and can be found on many boats working the waterways. Recently on a boat chartered to Higman, wet cell batteries were part of the equipment.

This 12 volt wet cell battery has its top cover blown off.

Why do wet cell batteries explode and how can you protect yourself from injury if working around one?

First you should know a bit about 12 volt wet cell batteries. They have six, two-volt chambers, called cells that contain a grid of lead plates submerged a sulfuric acid solution (the electrolyte). Electricity is generated when the acid reacts with the lead plates and electrolyte. As a battery is charged, the electrolysis process separates the water molecules (H2O) into both oxygen and hydrogen gases. Wet cell batteries can lose water as part of the process, leaving the top of the lead plates exposed to the gases inside the battery case. Over time, this can lead to warpage of the plates.

If the liquid level is low in the battery, the hydrogen gas now occupies the space where the electrolyte was and can ignite if a spark is present.

When it is time to start an idle generator, the heavy demand for power can cause these already warped plates to flex, touch and thus spark.

If you have a lead-acid battery at home or on the boat:

Plates are warped.

Always wear proper eye, face and hand protection. When working with the battery.
Keep the water level over the top of the plates in each cell.
Keep all sparks and flames away from the battery.
Keep removable vents tight and level except when servicing electrolyte.
Make sure work area is well ventilated.
Never lean over battery while boosting, testing or charging.
Exercise caution when working with metallic tools or conductors to prevent short circuits and sparks.
Always read and follow all precautionary labels on the product.

Eat This - Not That

Snacks - The Good and Bad

We all love to have a snack every now and then to satisfy our hunger. But, some of those snacks can be very deceiving in what you are eating. You might say "it's only one little bag or a couple of this and that. Before you know it you are filling your self up with some bad stuff. Espcially true now that school has started we put many of these snacks in our kid's luncboxes. We will begin with the bad stuff first. Hope this helps in making good nutritional decisions for yourself and your children. As in the past articles below is a daily nutrional guideline for adults. Childeren will differ considerably.

Calories - 2000 - 2500

Fat - 65g/30g Saturated Fat

Cholesterol - 300mg

Sodium - 2000mg - 2200mg

It's Your Choice!

Drake's (By Hostess)

16 oz. Apple pie (1 package)

Calories -400

Fat - 27g/Saturated Fat - 7g

Bottom Line - A Nutrional Nightmare

Austin Cheese Crackers with Cheddar Cheese (1 pack)

Calories - 210

Fat - 10g/Saturated Fat -2g

Bottom Line - Fat Fest

Pop Tarts Frosted Strawberry (2 pack)

Calories -420

Fat 10g/Saturated Fat 2.5

Sugar - 40g

Bottom Line - Too much sugar,should be shared (especially children)

Nacho Cheese Doritos

Calories - 250

Fat -13g/Saturated Fat -2.5g

Bottom Line - "Nacho" Best Option

Skittles (1 small bag)

Calories - 1090

Fat - 2.5/Saturated Fat - 2.5g

Sugar - 46 grams

Bottom Line - More calories, fat, and sugar than Twizzlers

Nav Zone: Night Comparison of Passing Situations

Per the Rules of the Road, overtaking is "coming up with another vessel from a direction more than 22.5 degrees abaft her beam."

The reason they use 22.5 degrees abaft her beam is that this coincides with the definition of your running lights. See the image to the right. Your stern light is arced over a span from 22.5 degrees abaft her beam with side lights following on either side.

Since these are strictly defined angles, overtaking at night will only be seen if you can see only the other vessel's stern light. A crossing at night it seen by one side light and masthead lights. A head-on situation at night is when you see both the other vessel's side lights and masthead lights.

Rules of the Road Questions

BOTH INTERNATIONAL & INLAND A vessel approaching your vessel from 235� relative is in what type of situation?

a) Meeting

b) Overtaking

c) Crossing

d) Passing

BOTH INTERNATIONAL & INLAND A vessel is overtaking when she can see which lights ( ) of a vessel ahead?

a) Only the stern light of the vessel

b) One sidelight and a masthead light of the vessel

c) Only a sidelight of the vessel

d) The masthead lights of the vessel

BOTH INTERNATIONAL & INLAND The arc of visibility for sidelights is from right ahead to .

a) 22.5� abaft the beam

b) abeam

c) 22.5� forward of the beam

d) 135� abaft the beam

BOTH INTERNATIONAL & INLAND What describes a head-on situation?

a) Seeing one red light of a vessel directly ahead

b) Seeing two forward white towing lights in a vertical line on a towing vessel directly ahead

c) Seeing both sidelights of a vessel directly off your starboard beam

d) Seeing both sidelights of a vessel directly ahead

BOTH INTERNATIONAL & INLAND When two power- driven vessels are crossing, which vessel is the stand- on vessel?

a) The vessel which is to starboard of the other vessel

b) The vessel which is to port of the other vessel

c) The larger vessel

d) The vessel that sounds the first whistle signal

Nautical Trivia

The Steamship JOSEPHINE lost in February 1881

One of the most influential men involved in the Gulf Coast steamboat industry was Charles Morgan, who developed interests in merchant shipping in the 1830s.

He started the first steamship business in Texas, which brought the first steamship to the Gulf of Mexico. Morgan's influence can still be seen in the southern U.S. today. For example, Brashear City, Louisiana, was renamed Morgan City after he established a regular steamship route between this city and Galveston, Texas.

The Morgan steamship Josephine built in 1867,was the first vessel to operate along that route and was lost in a Gulf of Mexico winter storm in 1881.

On January 27, the Josephine departed New Orleans and arrived in Havana several days later. She departed Havana with a cargo of tobacco and cigars, as well as several passengers. Among the passengers was a family of musicians led by Professor Herman Franko.

According to a contemporary account of the foundering, the steamer began her return trip to New Orleans at 5 p.m. on February 2. She arrived in Key West the following afternoon and departed for Cedar Key that evening, arriving on the morning of Friday the fourth. At Cedar Key the Josephine picked up several more passengers. Included among the new passengers were 14 members of an Italian crew that had recently survived the sinking of their lumber ship, originally bound for London from Pensacola.

The Josephine left Cedar Key around 4 p.m. Friday enroute to New Orleans, apparently sailing without incident until 10 sometime Sunday when it was noticed that the vessel was leaking. Passengers and crew worked to bail water but could not control the leak.

Arrangements were made to abandon ship that evening. Prior to the Captain giving the order, however, the leak began to subside. Yet not long after this, the seas picked up and the vessel began to take on water once more. Monday evening, the Captain had the crew again prepare to abandon ship.

By 3 a.m. Tuesday morning all had escaped, and the vessel began to heel to one side. Though all passengers and crew were able to escape the foundered vessel, the Franko family lost all of their band instruments. This included six trunks, six valises, two packages of costumes, and three violins, one of which he valued at $1,000. Professor Franko estimated his total loss at $15,000. Additionally, it was reported that the Captain's black dog was unable to make it off the vessel.

According to another account of the sinking, the Josephine ran into a hurricane sometime Saturday afternoon; it did not let up until Monday. "On Sunday morning it was discovered that the pressure of the water against the side of the ship opened the seams and the water was pouring in at a fearful rate" (Daily Picayune, February 10, 1881).

This incident was reported as the first serious accident to a Morgan Line vessel in eleven years. The loss of the Josephine was valued at $75,000.

Recorded dimensions for the vessel are 23 5' length, 34' width, and 18.5' depth of hold, weight 1,283 tons. Advertised as a low-pressure steamship, she was powered by a 50-inch diameter engine with an 11-foot stroke. The Morgan Iron Works Company supplied the engine.

Stern Shots

Participants work together to complete their
assigned task at the Aug. 25 Tankerman Seminar

More teamwork as the tankermen work together during a game
of Jeopardy conducted by Amy Kappes of the Houston office

The M/V CECIL cruising near Cairo.

Taken by Rev. David Rider, Seamen's Church Institute.

Dates to Remember

2015 - 2016 Tankermen Seminars

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

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

Sixth Session

Sep 21-23

2015 Steersman Boot Camp

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

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: 4420

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 Rules of the Road: B,A,A,D,A

Have a great and safe week!

Sincerely, Gordie, Kelly, Janis, Dennis

GORDIE KEENAN
KELLY CLEAVER

JANIS ANDERSON

DENNIS ZINK

AUSTIN ZODY

� 2015 HIGMAN MARINE SERVICES, Inc.