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Building a crew is like building a boat; you have to know the strengths and weaknesses of all the parts.
It is easy to have a successful crew when the weather is mild, the sun is shining and the waterway is on its' best behavior. It is not so easy though, when the wind is blowing, the snow is flying and a barge coupling has to be made in the middle of a freezing cold night. When the going gets tough, the real strength of your crew is most apparent and is most critical to the success of the operation. Crew Strength Everyone on the crew starts out with different skills levels. The job of a good captain as team leader, is to evaluate the crew's strengths and to recognize their weaknesses. Start with an Assessment New assignments mean new crewmembers coming onboard to become part of the crew. What do you know about this person? They may be a level 3 or 4 Tankerman, but how much do they really know about the operation. Most Higman boats are similar, but there are always a few differences that must be learned. How about barge operations? Is a new crewmember ready to load and discharge the barges in your tow? Are they comfortable with engine room operations? How will they respond in an emergency? Start with the New Employee Safety Orientation Report. The Orientation report is a good basic place to begin, but the session must go farther than a check off sheet. Through your initial discussions, find the strengths of the new crewmember and focus on those strengths. How do the strengths of this crewmember fit into the mix? When you discover those natural talents and abilities of the new person coming aboard, they are more likely to succeed: The good cook; use those skills in the galley. The gearhead; let him take the lead in the engine room and with barge maintenance. The organizer; let them learn the paperwork and manage supplies, groceries, etc. The volunteer fireman; let him organize and run the safety drills. Place crew in positions that leverage their strengths and use them to teach other crewmembers new skills that make them more effective and flexible crewmembers.
Focus on Training
It is easy to become complacent and assume that each member of the crew will respond in an effective way if an emergency ever happens. In the real world, it rarely works that way and only though training and drills are the crew really ready for the big one.
I often ask crewmembers to describe in detail what they would do if the general alarm got them out of bed in the middle of the night. The captain orders them to activate the engine room CO2 system because the engine room has an out of control fire. Describe the actions you will take. Most can describe the proper sequence of response, but there is a shocking few that cannot. This is where training and drills must kick in.
December is a good month to build crew strengths with training and drills. Especially if the tow is waiting dock space or cargo, use the down time to sharpen crew competence. Use this time to discover the strengths of each individual.
Here are some examples of drills but I am sure you can come up with many more creative ones: Man overboard....be creative and develop real life scenarios to practice recovering a man overboard. Obviously conduct in an area where it is safe to deploy MOB practice buoy and the skiff. Steering Failure....How would the wheelhouse respond and use the steering failure decision tree? How do the tankermen respond to assess mechanical failure or system leaks? .... ( see TNL June 25, 2014 When the Steering Goes Down). Security Breach...How well can the crew follow the ASP to respond to a simulated security problem? Hull Breach....How well can the crew respond to a serious leak in the engine room? Can they efficiently operate the bilge and ballast system? Can they creatively use materials at hand to stop a leak that is flooding the bilge?
To be successful on the inland waterways, a crew needs to know the strengths and weaknesses of each of its members. Crew development comes by working and training closely with one another, which with time, can turn the tow into a well oiled machine.
Photos by Capt. Mike Maneely (top) and Pilot Taylor Milam (bottom)
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CHEMICAL CORNER - PX LIGHT AROMATICS
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For the next few months, the Higman Training Newsletter will highlight products carried aboard our Higman Barges. The information below is general and 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 that interests you.
PX LIGHT AROMATICS are a by-product produced during the manufacture of para xylene in petroleum refineries. As a by-product, it contains an assortment of hydrocarbon chemicals, such as benzene (75%), toluene (16-23%), ethylbenzene (0-3%), xylenes (1-14%), pentane (2-8%), trimethylbenzene (0-3%).
PX LIGHT AROMATICS is a colorless liquid with an aromatic odor. The auto ignition temperature is typically 475°F. The flash point is typically below 80 degrees F. It has a boiling point of 120 degrees F to 350 degrees F and a specific gravity of 0.86 (water = 1).
PX LIGHT AROMATICS are used in the petrochemical industry for extraction of benzene. Benzene is then shipped to other refineries to create styrene. Styrene is then turned into plastic signs such as what you see at McDonald's and other establishments.
Many refineries produce different forms of PX LIGHT AROMATICS. Each comes with its own material safety data sheet (MSDS) providing specific information about its chemical composition, handling precautions, health risks, and so forth. It is important to read this information carefully to confirm that one is as knowledgeable as possible before loading/discharging.
How is it shipped?
PX LIGHT AROMATICS are typically shipped in bulk via tank barge, rail tank car or pipeline. Tanks must typically be clean and stripped almost liquid free before loading as per the shipper's instructions. Normally, PX LIGHT AROMATICS will be closed loaded while connected to a vapor recovery system at the dock.
What are my concerns?
PX LIGHT AROMATICS contain benzene. Adhere to all benzene policies when working with this cargo. Wear all recommended PPE.
In the event of a release, evacuate personnel to safe areas. Remove all sources of ignition. Response and clean-up crews must be properly trained and utilize proper protective equipment.
Emergency Overview: Danger! Flammable! Can cause eye and skin irritation. Can be fatal if high concentrations inhaled. Harmful or fatal if swallowed and/or aspirated into lungs.
Eye contact: Can cause eye irritation. Remove contact lenses. In the case of contact with eyes, rinse immediately with plenty of water and seek medical advice.
Skin Contact: Brief contact may cause slight irritation. Skin irritation leading to dermatitis may occur upon prolonged or repeated contact. Can be absorbed through skin.
In case of contact, immediately flush skin with plenty of water. Take off contaminated clothing and shoes immediately. Wash contaminated clothing before re-use. Contaminated leather, particularly footwear, must be discarded. Note that contaminated clothing may be a fire hazard. Seek medical advice if symptoms develop or persist.
Ingestion: Aspiration hazard if liquid is inhaled into lungs, particularly from vomiting. Aspiration may result in chemical pneumonia, severe lung damage, respiratory failure and even death.
If swallowed Do NOT induce vomiting. Never give anything by mouth to an unconscious person. Seek medical attention immediately.
Inhalation: Cancer hazard. Inhalation causes headaches, dizziness, drowsiness, nausea and may lead to unconsciousness. Can be fatal if high concentrations are inhaled.
If inhaled, move to fresh air. If not breathing, give CPR. If breathing is difficult, give oxygen. Seek medical attention immediately.
Fire Fighting:
Small fires - Use any extinguisher suitable for Class B fires, dry chemical, CO2, water spray, firefighting foam. Do not use a solid water stream as it may scatter and spread the fire.
Unusual Fire and Explosion Hazards: Flammable liquid. Vapor may explode if ignited in enclosed area.
Firefighting Equipment: Firefighters should wear full bunker gear, including a positive pressure self-contained breathing apparatus.
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San Jacinto Maritime Moves to La Porte
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January 2016 classes will be held at new location
Please be informed that the new San Jacinto College Maritime Technology and Training Center at 3700 Old Highway 146 in La Porte will open in January 2016. The Maritime Center will no longer be located off Hwy. 225 in Pasadena. If you are attending classes starting in January, you will be a student at the new location in La Porte.
The new Center will serve as the site for certificate and associate degree maritime training through U.S. Coast Guard required and approved course work. Sitting 14 feet above ground, the first level showcases a training dock complete with lifeboats, davits, fast rescue craft and a separate industry dock for crew changes. This will allow for vessel-specific training for local maritime companies and serve as an aquatic training facility for sea survival and life raft training.
The new facility will have 15 classrooms, engineering simulators, and a multipurpose area for industry conferences and corporate partner meetings. Highlights of the new facility include three full-mission ships' bridge simulators donated by the Houston Pilots in 2013. These room-sized replicas of ship control bridges will be part of a 3,748 square-foot simulation suite, complete with instructor stations, debrief classrooms and development stations.
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Q: Can I stay onboard if my TWIC Card expires?
A: NO! Your TWIC card becomes invalid the day it expires. You cannot operate under your MMC without a valid TWIC. You cannot obtain unescorted access to any red flag vessel without a valid TWIC.
Q: Can I stay onboard if I lose my TWIC card?
A: If you lose your TWIC card you must report it lost within 24 hours. You can call the TWIC help desk or log on to the UEC website for replacement. Once you obtain a receipt for replacement, you may remain onboard for 7 days with the receipt and a valid ID (driver's license).
Q: How do I renew my TWIC?
A: Log on to the Universal Enrollment Center (UEC) website. Follow the link for "TWIC Pre Enroll". They will ask for your personal information, set up an appointment, required identity at the TWIC center, and method of payment. Then you show up to the TWIC center on the day of your appointment with the information you provided. This process only takes a few minutes. The TSA will then mail you one envelope with your TWIC and one envelope with your PIN.
Q: How far in advance should I renew my TWIC?
A: Higman Marine is currently recommending that you apply 60-90 days in advance. Remember if it expires you cannot return to work!
Q: What is the phone number for TWIC?
A: 855-347-8371 is the TWIC Help Desk. The individual TWIC centers do not publish phone numbers. You may do everything associated with your TWIC online at the UEC website at http://universalenroll.dhs.gov
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The Holidays can bring a lot of cooking. The fastest way to ruin your holiday meal is to have a kitchen accident. Here are a few tips to remember while preparing a meal for the crew.
Safety
Raw meats can contain salmonella. To avoid contamination always wash hands before and after meal preparation with hot water and antibacterial soaps + 1 teaspoon bleach). Surfaces and Utensils - It is important to wash all surfaces, such as cutting boards and counter tops after each use. A simple rinsing is not enough to kill bacteria and viruses.
Utensils, cutting boards, and counter tops should be washed with hot soapy water after each use. Surfaces can also be cleaned by mixing of teaspoon of unscented liquid bleach per quart of water and flooding the surface with the bleach solution and letting it stand 10 minutes.
Stove tops and ovens should never be left on unattended. When fats (or oils) are on the stove, PAY ATTENTION. Fats ignite quickly and are a great fuel for a fire. Should you have a grease fire, the best way to put it out is to smother it or to use a dry chemical fire extinguisher.
Give yourself enough time to prepare your meal. Do not be in a hurry and try to cook everything on the stove top and oven at one time. Slow down and be aware of what you have going on in the galley or kitchen.
Try not to become distracted or preoccupied with something else when you are cooking.
When using sharp knives always cut away from your body and fingers.
Preparing Turkeys:
Turkeys if fresh should be cooked in 1-2 days of buying.
Refrigerator thawing: refrigerate in the original package on a tray to collect liquids. Allow about 24 hours per 5 pounds of whole turkey.
Cold water thawing: place the whole turkey, in original packing (with no holes) in the sink or a large container filled with cold water. Change the water frequently. This method takes about 30 minutes per pound of turkey.
Microwave thawing: Remove all packaging and place in a large uncovered container. Make sure to use the "Defrost" function on the microwave.
Once thawed, it may be refrigerated up to 2 days before cooking.
Once thawed, remove the turkey from its wrappings. Remove the package of giblets from the neck cavity and discard. If you will be using the giblets for stuffing or gravy place them in a container and store them in the refrigerator until you are ready for them.
Rinse the neck and body cavities with cool water. Pat dry with paper towels.
Prepare the turkey with seasonings or stuffing.
Fasten neck skin to the back with skewers. Fold the wings across the back and tuck under the band of skin at the tail (or tie with string or pin with skewers).
Roasting Your Turkey
Set your oven temperature no lower than 325 °F.Place your turkey or turkey breast on a rack in a shallow roasting pan.
For optimum safety, stuffing a turkey is not recommended. For more even cooking, it is recommended you cook your stuffing outside the bird in a casserole. Use a food thermometer to check the internal temperature of the stuffing. The stuffing must reach a safe minimum internal temperature of 165 °F.
If you choose to stuff your turkey, the ingredients can be prepared ahead of time; however, keep wet and dry ingredients separate. Chill all of the wet ingredients (butter/margarine, cooked celery and onions, broth, etc.). Mix wet and dry ingredients just before filling the turkey cavities. Fill the cavities loosely. Cook the turkey immediately. Use a food thermometer to make sure the center of the stuffing reaches a safe minimum internal temperature of 165 °F.
A whole turkey is safe when cooked to a minimum internal temperature of 165 °F as measured with a food thermometer. Check the internal temperature in the innermost part of the thigh and wing and the thickest part of the breast. For reasons of personal preference, consumers may choose to cook turkey to higher temperatures.
If your turkey has a "pop-up" temperature indicator, it is recommended that you also check the internal temperature of the turkey in the innermost part of the thigh and wing and the thickest part of the breast with a food thermometer. The minimum internal temperature should reach 165 °F for safety.
For quality, let the turkey stand for 20 minutes before carving to allow juices to set. The turkey will carve more easily.
Remove all stuffing from the turkey cavities.
Conventional Oven Open-Pan Method Timetable for Roasting a Turkey at 325
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8 to 12 pounds
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2-3/4 hours
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12 to 14 pounds
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3 to 3/4 hours
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14 to 18 pounds
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3 3/4 to 4 1/4 hours
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18 to 20 pounds
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4 1/4 to 4 1/2 hours
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20 to 24 pounds
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4 1/2 to 5 hours
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8 to 12 pounds
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3 to 3 1/2 hours
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12 to 14 pounds
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3 1/2 to 4 hours
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14 to 18 pounds
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4 to 4 1/4 hours
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18 to 20 pounds
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4 1/4 to 4 3/4 hours
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20 to 24 pounds
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4 3/4 to 5 1/4 hours
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Now That's a Holiday Dinner!
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Working at Heights
Working at heights can be very dangerous if safety precautions are not taken. You should know that even a drop of a few inches can cause serious injury and that work requiring the use of ladders or scaffolding should be evaluated in order to eliminate as much risk as possible to our employees.
Fall arrest systems (body harnesses) are used to stop workers in mid-fall to prevent them from hitting the surface below. Full body safety harnesses attached to secured lanyards are available for use at Higman. But, in order to be effective, they must be fitted properly to each worker. Although a poorly fitting harness will stop a fall, it can injure the worker dangling in mid-air if the straps and metal supports are not contoured to the individual's shape. A typical personal Fall Arrest System incorporates three components often described as the ABC's of fall protection. The Anchorage/anchorage connector, Body support and Connecting device, when used together, form a complete fall arrest system for maximum worker protection.
All boats need to check expiration dates on their harnesses and deceleration straps. Each of these components has an expiration date. If the equipment is nearing expiration, add it to your boat's supply order so you can receive the new safety equipment before the old gear expires.
Below is an example of the correct full body harness and its proper use.
For more information, in the SMS please review Higman policy B.2.70.0, FALL ARREST PROTECTION.
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Radio Operator Permits from the FCC are now available to print online. This does not relieve you of your responsibility to have your FCC license onboard. If you do not have your FCC license, please contact Mrs. Patti Guthrie, and she can assist you with the process of reprinting. It is slightly complicated process of printing, so she can walk you through it.
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USCG RULES OF THE ROAD QUESTIONS
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BOTH INTERNATIONAL & INLAND The maximum length of a power-driven vessel which may show an all-round white light and sidelights instead of a masthead light, sidelights and a stern light is __________.
a. 6.9 meters
b. 9.9 meters
c. 11.9 meters
d. 19.9 meters
BOTH INTERNATIONAL & INLAND Which vessel may combine her sidelights and stern light in one lantern on the fore and aft centerline of the vessel?
a. A 16-meter sailing vessel
b. A 25-meter power-driven vessel
c. A 28-meter sailing vessel
d. Any non-self-propelled vessel
BOTH INTERNATIONAL & INLAND The duration of a prolonged blast of the whistle is __________.
a. 2 to 4 seconds
b. 4 to 6 seconds
c. 6 to 8 seconds
d. 8 to 10 seconds
BOTH INTERNATIONAL & INLAND The lights shown mean that another vessel should pass no closer than__________________. (DIAGRAM 68 )
a. 500 meters
b. 1000 meters
c. 1500 meters
d. 2000 meters
BOTH INTERNATIONAL & INLAND The stern light shall be positioned such that it will show from dead astern to how many degrees on each side of the stern of the vessel?
a. 135.0°
b. 112.5°
c. 67.5°
d. 22.5°
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NAUTICAL TRIVIA-
Shipbuilding across from the original Higman office in 1916, Orange, TX.
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The excerpt below is from a Galveston Daily News article, dated December 17, 1916, describing the booming shipbuilding business along the Gulf Coast. Orange, TX, original home of Higman Marine, was a prime spot to build ships with its' abundant supply of yellow pine brought down on the Sabine River.
While the shipbuilding industry in Orange, TX have for more than half a century played a part in the history of the City of Orange, no one seems to realize until the past few months that it was to become a chief industry in that section. Today there are nearly 500 men employed at the Orange ship yards at wages said to aggregate $2000 a day.
Years ago sloops, tugboats and a few schooners were built by pioneer shipbuilders at Orange as they were needed on the Sabine River and the nearby Gulf Coast. Several years ago, Captain Joe Weaver established a shipyard at Orange and did a good business in both repairing and building lines. Four years ago he put a set of modern ways and equipment.
10 years ago a New York concern build a floating dry dock at Orange where there is plenty of suitable timber and lumber available. Later on, a couple of dredges were built for Galveston concerns by Captain Fred Swailes who several months ago closed a deal with Henry Plaggio of Gulfport, Ms, to construct a five-masted schooner. On November 20, 1916, this big schooner was launched with elaborate ceremonies and was christened City of Orange.
Captain Swailes will have two more schooners ready to launch in Orange by February 1, 1917. One of these is an exact duplicate of the City of Orange which is 226 feet long 43 feet wide and 22 feet depth of hold. More than 1,000,000 feet of yellow pine lumber manufactured by Orange saw mills will be worked into this five-masted schooner, which amount also went into the City of Orange. The schooner will have a capacity for carrying 1,400,000 feet of lumber. It is to be equipped with two -110 hp gasoline engines for auxiliary power.
The third schooner now in course of construction at Orange will be three-masted vessel and will have a single deck, but otherwise to be of the same type of vessel as the five-masted vessels. These schooners are being built at the Swailes Shipyard, Number Two, on the opposite side of the Sabine River from the city of Orange. This shipyard is in full view of the business section of the city, although on the opposite side of the Sabine River.
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Taylor Milam, Pilot, behind the sticks at Houma Twin Bridges
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3-Day Simulator training (left - right): Capt. "Big Mike" of M/V Karl G. Andren, Relief Capt. Corey Hopson of M/V Belle Chasse, Pilot Apollo Edwards of M/V Karl G. Andren, Steersman Troy Totorico of M/V Higman Tradition and Steersman AJ Vargas of M/V Miss Marianne
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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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First Session
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January 18-20
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Second Session
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| March 21-23 | |
Third Session
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| TBD | |
Fourth Session
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| July 18-20 | |
Fifth Session
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| August 15-17 | |
Sixth Session
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| September 12-14 | |
Seventh Session
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| Oct. 31- Nov. 2 |
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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: 6,586
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Answer to this weeks Nav Gen: C,A,B,B,C
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Sincerely,
GORDIE KEENAN
KELLY CLEAVER
JANIS ANDERSON
DENNIS ZINK
© 2015 HIGMAN MARINE SERVICES, Inc.
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