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Look at your TWIC expiration date. Is it time to renew?
If you are like me (Gordie) your original TWIC was issued around eight years ago. It had a five year expiration date and at the end of that period, mariners could get an extension by paying a $60 fee. My eight years was coming to an end in November and it was time to get a new TWIC. I had a bit of apprehension about the process, remembering all the industry wide problems we had as mariners on the original issue.
Here is my experience:
Step One: go to the TWIC website. It was easy to find using GOOGLE and the site is easy to navigate. The TWIC website is part of the Universal Enrollment Services (UES).
Click on the "Pre-Enroll" button and it will take you through the process and let you schedule an appointment at the TWIC center you're choosing. The website will help you determine what identification documents to take. In my case, I selected my unexpired passport. There are other identification options such as birth certificate used with an unexpired driver's license. This section will also give you acceptable forms of payment and the price.
This part of the process took about five minutes and I scheduled an appointment at the TWIC center in Deer Park, TX later in the week.
Step Two: go to your TWIC appointment. My appointment was scheduled for 1230 and I walked in about 5 minutes early. The front desk attendant confirmed the appointment, looked at my documentation and asked me to sit in the waiting room. Less than a minute later, I was taken into the back for processing.
Picture taking, finger printing and taking my VISA card took another three or four minutes. In all, I was out of the TWIC office in less than ten minutes.
The big surprise, my new TWIC showed up in my mailbox only four business days later. Unlike the past, you do not have to return to the TWIC office to pick it up.
In all, the process was quick and easy.
Still, with the ease of the process, do not wait until the last minute. We are recommending 90 days out. At about $2.00 per month over the five year period, it is not worth risking your ability to work on a vessel if there is some delay in issuing the card. Get it done early.
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Deer Park TWIC office; a lonely place
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There has been a mass rush of CBT's completed the last couple of weeks. Our 5000th CBT was issued only two weeks ago and we already have over 6000 certificates.. The 6000th CBT was completed by KJ Moore, M/V San Marcos on November 3rd. Please contact Kelly to claim your $150 Walmart Gift Certificate.
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For the next few months, the Higman Training Newsletter will highlight the products carried aboard Higman Barges. The information below is general and is not meant to replace the Material Safety Data Sheet (MSDS). For detailed product safety and health information, be sure to read the most current MSDS for the product you are interested in.
Today's Chemical is:
Number 6 Fuel Oil
What is it?
Number 6 fuel oil is a high-viscosity residual oil requiring preheating to 220 - 260 °F to burn. Residual means the material remaining after the more valuable cuts of crude oil have boiled off. The residue may contain various undesirable impurities including 2 percent water and one-half percent mineral soil. This fuel may be known as residual fuel oil (RFO), Bunker C, or by the Pacific Specification of PS-400.
No. 6 fuel oil is a dense, viscous oil produced by blending heavy residual oils with a lighter oil (often No. 2 fuel oil) to meet specifications for viscosity and pour point.
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The specific gravity of a particular No. 6 fuel oil can vary from 0.95 to greater than 1.03. Thus, spilled oil can float, suspend in the water column, or sink. Small changes in water density may dictate whether the oil will sink or float.
Number 6 Fuel Oil is used as:
- Ship fuel commonly called Bunker C.
- Industrial Boiler fuel, Power Plant fuel.
No. 6 oil is primarily shipped by barge, rail car or truck.
Product is generally transported and stored hot (typical 110 - 120 degF). Handle as a combustible liquid. Keep away from heat, sparks, and open flame!
What are my concerns?
H2S: Hydrogen sulfide may accumulate in tanks and bulk transport compartments. Consider appropriate respiratory protection (see Section 8). Stand upwind. Avoid vapors when opening hatches and dome covers.
Eye/Face Protection - Safety glasses or goggles are recommended where there is a possibility of splashing or spraying.
Eye Contact - In case of contact with eyes, immediately flush with clean, low-pressure water for at least 15 min. Hold eyelids open to ensure adequate flushing. Seek medical attention.
Skin Protection -Gloves constructed of nitrile, neoprene, or PVC are recommended. Chemical protective clothing such as of E.I. DuPont Tyvek QC®, Saranex®, TyChem® or equivalent recommended based on degree of exposure. Note: The resistance of specific material may vary from product to product as well as with degree of exposure. Consult manufacturer specifications for further information.
Skin Contact - Remove contaminated clothing. Wash contaminated areas thoroughly with soap and water or waterless hand cleanser. Obtain medical attention if irritation or redness develops. Thermal burns require immediate medical attention depending on the severity and the area of the body burned.
Respiratory Protection - If hydrogen sulfide hazard is present (that is, exposure potential above H2S permissible exposure limit), use a positive-pressure SCBA or Type C supplied air respirator with escape bottle.
Inhalation - Remove person to fresh air. If person is not breathing provide artificial respiration. If necessary, provide additional oxygen once breathing is restored if trained to do so. Seek medical attention immediately.
Ingestion - DO NOT INDUCE VOMITING. Do not give liquids. Obtain immediate medical attention. If spontaneous vomiting occurs, lean victim forward to reduce the risk of aspiration. Monitor for breathing difficulties. Small amounts of material which enter the mouth should be rinsed out until the taste is dissipated.
Fire Fighting Measures - Small fires in the incipient (beginning) stage may typically be extinguished using handheld portable fire extinguishers and other fire fighting equipment. Firefighting activities that may result in potential exposure to high heat, smoke or toxic by-products of combustion should require NIOSH/MSHA- approved pressure-demand self-contained breathing apparatus with full facepiece and full protective clothing.
Flash Point: > 150°F
Auto-ignition Temperature: >756°F
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BEST PRACTICES - VAPOR HEADER BUTTERFLY VALVE PREVENTATIVE MAINTENANCE
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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 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 best practices developed while operating your tow. Each issue we aim to outline a "Best Practice" sent in by the fleet. Share your Best Practice by sending to Gordie.
This week's "Best Practice" is from Brian "Shaggy" Todd in our Maintenance Department:
Lever Operated Butterfly Valves:
Higman currently has two different types of vapor recovery header valves in our fleet: the lever operated butterfly valve and the worm gear operated butterfly valve. The lever operated valve is the most numerous and is currently being replaced with the worm gear operated butterfly valve when a barge goes in for major maintenance.
With the older lever operated valve the user simply squeezes a locking mechanism attached to the handle and operates the valve by moving the lever left or right 90 degrees. When the lever is 90 degrees from the piping, it is closed. When the valve handle is pointing in the direction of a pipeline, it is open.
There are problems with the lever operated butterfly valve because the lever mechanism is exposed to the weather making it susceptible to corrosion. These valves are being replaced over time with a worm gear valve (internal mechanism). There are a few simple maintenance tips that work to keep valve operation smooth until they can be replaced.
- If needed, spray WD-40 (or similar) on the spring located on bottom side of lever and pivot point where locking mechanism meets lever. Exercise the lock mechanism until it is free and easy to use.
- Pack grease in the spring located on bottom side of lever that keeps locking mechanism in place.
- Pack grease at pivot point where locking mechanism meets lever.
- Repeat steps 2 and 3 quarterly to prevent locking mechanism from seizing again.
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Open enrollment is now through December 15, 2015 to enroll as a new member or change your contribution election.
Your contributions will begin January 1, 2016. Should you miss this opportunity, you must wait until next year for July 1, 2016 to start.
Enrollment
To be eligible, an employee must have reached their six month anniversary by January 1, 2016 and be age 19 or older. To enroll, please obtain a 401k packet from the Peninsula Office or call/email and Mary Kay can send one to the boat or your home. You may also rollover a previous employer's 401k at this time. Complete the enrollment form and the beneficiary form entirely and submit.
Contribution Limits
For 2016, the standard annual maximum IRS limit remains the same at $18,000. If you are age 50 or over by the end of the calendar year, you can make catch-up contributions over the specified limits within the IRS Code and the retirement plan, up to a certain dollar amount. The catch-up contribution amount for 2016 is $6,000.
Changing Contribution Percentage
If you would like to change the percentage you contribute, forms are available at the Peninsula office or www.Higmanboats.com. The first form "401K Catch Up Contribution" is available for those age 50 or older who would like to contribute the catch-up amount. The second form "401K Contribution Change" is to either increase or decrease the percentage you currently contribute. This adjustment cannot be done online.
How the Match Works
The company will match 100% up to 3%, and 50% up to 5% of your elections. The company can make an additional match at its discretion. The match is paid once annually after the end of the plan year. Remember, your elections are pre-tax dollars.
All forms need to be returned to Mary Kay at the Peninsula office by December 15th. You can fax, email, mail or drop them off. Please let her know if you have any questions.
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SOME POLICIES ABOUT REQUIRED TRAINING
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Hotels, Meals, Family Members, Friends
Higman conducts training events throughout the year. All employees are required to attend training meetings for their position when scheduled, and will receive a day's pay for attending. An unexcused absence from training is grounds for dismissal.
Some of the annual training opportunities include:
- Higman Leadership and Management
- Advanced Pilothouse Management (Simulator)
- Route Emphasis Simulator (as needed)
From the Higman Safety Management System, Vol. 1 Policy and Procedures Manual, Training Section H.1.50.0, Attending Company Approved Schools, D. Procedures, 3. Room and Board defined:
"Accommodations for attending assigned schools and training events will be arranged by the Training Department. The following policies shall be followed:
Employees shall be allowed up to $15.00 for an evening meal when required to stay
overnight on company business.
Employees shall be allowed up to $15.00 for a morning meal when required to stay
overnight on company business.
Authorized charges include room, tax and meals as specified in this policy.
Charges for telephone, movies, etc are to be paid by the employee.
Any charges incurred over the authorized amounts shall be deducted from the employee's payroll."
In addition to the policies above, while staying overnight on company business, if lunch is required, in order to be reimbursed for this meal, authorization must first be obtained from a shore side staff employee.
The company furnishes hotel accommodations, however, the employee is required to furnish their own transportation to and from the training school or event. If you need help with transportation, inform the Training Department in advance so they can direct or assist you in the process.
If you bring someone with you, they must check out of the hotel room by the hotels required check out time. For this reason, if you bring a guest, you may want to consider having a vehicle available for them to use during the time you are in training so they can enjoy a different activity on their own. Since we often fill the training room to capacity, the Training Center does not have enough seating to accommodate guests.
Thank you for your assistance and cooperation in these matters so we can make your training sessions the best for your career.
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Intrinsic Safety
Hey Sparky!
The simple fact of the matter is that we float steel in a liquid that by nature causes it to oxidize and deteriorate for a living. Yes, that's right, rust! No matter how well you stay on top of it, you will develop some rust on a steel surface in a wet climate, especially a salt or brackish water environment.
So we have to keep the metal clean, primed and painted right? No big deal! Grab your power tools and grinders and let's get that nasty rust off before it causes a real problem. WAIT A MINUTE!!! It's not that simple, not in our world, a world that includes dangerous cargos that have the risk of explosive fumes.
If your barge has an MSDS that requires intrinsically safe equipment when the hatch is open you cannot use any sort of electrical device (including cordless) to aid in the removal of paint or rust regardless of its power source. These tools use electric spark to turn an electromagnetically rotated shaft to make the tools function. Now, all is not lost; you can still use pneumatic tools if available with non-steel wire brushes or good old fashioned chipping with a brass hammer and hand sanding.
However, the best way to deter rust is to keep a clean barge. Make sure salt doesn't accumulate anywhere and stay on top of small surface rust before it goes deeper. Remember to always read your MSDS and know your cargo. If you're a "Red Flag" tow be especially careful of any possible vapor ignition source and stay safe out there!
Jeremy Ragle, Safety Supervisor
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Any licensed Wheelman or upcoming Wheelman, must have a minimum of 60 twelve hour days upon Western Rivers to renew/receive a Western Rivers endorsement.
Some vessels do not spend a lot of time on the Western Rivers so it is very important that every day you do spend is counted.
Western Rivers sea time is calculated using the payroll system. The selection box at the top of your payroll called "Operating Waterway" where you select "Inland Waters" or "Western Rivers" designates how your sea time is calculated. Western Rivers is not the same as River Pay! As defined in Rules of the Road, Rule 3, Western Rivers is defined as the Mississippi River North of the demarcation line (from Southwest Pass) and its tributaries (any river that flows into the Mississippi River). This includes: - Lower Mississippi (including NOLA area and Alliance)
- Upper Mississippi
- Tennessee
- Port Allen Route
- Atchafalaya above its junction of the Port Allen Route
- Ohio
- Illinois
- Ouachita
- Arkansas
- Missouri
River Pay is a Higman policy not a USCG rule. River Pay does not include all of these waterways, and is paid on some routes that the Coast Guard considers Inland Waters. River Pay will be paid if the tow is North of the Highway 190 Bridge on the Atchafalaya and Mississippi Rivers and on the Ohio River, Tennessee River, Red River, Arkansas River, Black River, Ouachita River, Illinois River and Tenn-Tom Waterway, Warrior and Cumberland Rivers and also when the tow is North of the 14 Mile CSX Railroad Bridge at mile 13.5 on the Mobile River.
There will be some instances where you will get River Pay, but will not be on Western Rivers (i.e. when the tow is on the Tombigbee River). There will also be instances where you will get sea time on Western Rivers, but not receive River pay (i.e. when the tow is in the NOLA area).
Just to clarify the Rules of the Road regarding the Huey P. Long Bridge, this rule only applies to your lighting scheme. The Huey P. Long Bridge is not any indication of the vessel being on Western Rivers.
Any day that your vessel is on a Western River (per Rules of the Road) you need to mark the "Operating Waterway" on payroll as "Western Rivers."
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USCG RULES OF THE ROAD QUESTIONS
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INLAND ONLY Your vessel is proceeding down a channel, and can safely navigate only within the channel. Another vessel is crossing your bow from port to starboard, and you are in doubt as to her intentions. Which statement is TRUE?
a. The sounding of the danger signal is optional.
b. The sounding of the danger signal is mandatory.
c. You should sound two short blasts.
d. You should sound one prolonged and two short blasts.
INLAND ONLY You have made your vessel up to a tow and are moving from a pier out into the main channel. Your engines are turning ahead. What whistle signal should you sound?
a. One prolonged and two short blasts
b. Three long blasts
c. One prolonged blast
d. Five or more short rapid blasts
INLAND ONLY Under the Inland Navigation Rules, what is the meaning of the two short blasts signal used when meeting another vessel?
a. "I am turning to starboard."
b. "I am turning to port."
c. "I intend to leave you on my starboard side."
d. "I intend to leave you on my port side."
INLAND ONLY A power-driven vessel crossing a river on the Western Rivers has the right of way over __________.
a. vessels ascending the river
b. vessels descending the river
c. all vessels ascending and descending the river
d. None of the above
INLAND ONLY Which lights are required for a barge, not part of a composite unit, being pushed ahead?
a. Sidelights and a stern light
b. Sidelights, a special flashing light, and a stern light
c. Sidelights and a special flashing light
d. Sidelights, a towing light, and a stern light
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NAUTICAL TRIVIA - THE FLETTNER ROTOR SHIP
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Using the Magnus Effect
A rotor ship, or Flettner ship, is a type of ship designed to use the Magnus effect for propulsion. The Magnus effect is a force acting on a spinning body in a moving airstream which acts perpendicularly to the direction of the airstream. Rotor ships typically use rotor sails powered by a motor to take advantage of the effect. German engineer Anton Flettner was the first to build a ship which attempted to tap this force for propulsion.
The idea was for two cylinders, each 18.3 metres high and 2.8 metres in diameter, to harness the wind to propel a ship. To experiment with this alternative wind propulsion system, Anton Flettner had the sailing ship "Buckau" rebuilt in 1924.
The underlying principle
When a cylinder rotating around its own axis is exposed to an airflow moving at right angles to that axis, the cylinder experiences a lateral force that acts at right angles to the airflow and the axis of rotation. This force is known as the Magnus force after its discoverer.
A vertical cylinder rotates clockwise
The wind comes from the West
The Magnus force pulls the cylinder to the North
The inventor
Anton Flettner (1885-1961) was a mathematics and physics teacher, but his passion was technology. In the 1920s Flettner began trying to find better ways of improving sails on ships. He tested rigid metal structures to optimize the aerodynamics of a sail to achieve significantly higher efficiency. While engaged in this work he learned that the Aerodynamic Research Facility in Göttingen was working on rotating cylinders to make a quantitative study of the "Magnus effect".
Flettner's invention did not succeed in his lifetime. The gain in wind energy was not enough to compensate for the energy needed to drive the rotating cylinder, so that the propulsion system was not economical.
Today the Flettner rotor is again being tested as a supplemental propulsion system for freighters, competing with other improvements in sailing technology such as kites.
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Students at the Steersman Boot Camp in November
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Capt. Dwight shares his knowledge during Steersman Boot Camp
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Sixth Session
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| January 26
| Seventh Session
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| February 11
| Eighth Session
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| March 1
| Ninth Session
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| April 7
| Tenth Session
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| May 31
| Eleventh Session
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| June 21
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First Session
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| April 20-21
| Second Session
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| May 2-3
| Third Session
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| May 11-12
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Make sure crewmembers have access to the Training Newsletter
- Print a copy of each issue for the crew.
- You may join our mailing list by clicking below:
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Higman CBT Certificates earned year to date: 6,181
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Answer to this weeks Nav Gen: B,C,C,D,C
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For this Veteran's Day Issue we would like to thank all the men and women that have sacrificed so much for our country.
Sincerely,
GORDIE KEENAN
KELLY CLEAVER
JANIS ANDERSON
DENNIS ZINK
© 2015 HIGMAN MARINE SERVICES, Inc.
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