VOL 9, ISSUE 2
January 20, 2016
Higman Barge Lines Training Newsletter
INCIDENT REPORTING
Why do we make things that are easy to accomplish so difficult?  

INCIDENT MANAGEMENT PROCEDURES in our Safety Management System (SMS) is one that we continue to struggle with.  One may think, "Well, it must be the new personnel that do not comply."  One would like to think that to be true, but it is the furthest from the truth.  We have several employees with many years working at Higman that struggle with getting this policy right.  Because of this reason and the importance of the policy, I feel compelled to review the policy:

SMS Vol. 1, Section F 1.30.2 Incident Management Procedure for Vessel Accidents:

a.    Vessel accidents, no matter how insignificant, are required to be reported to the Dispatcher at 713-552-1101 or Company Duty Officer after business hours/on weekends at 713-552-1101 including Collision, Allisions, Groundings, Fires, Sinking, Flooding, Lost of Steering, Lost of Propulsion, and MOB. 

i.    If pollution occurred or the threat of pollution exists notify the Qualified Individual (QI) or Alternate QI.

SMS Vol. 1, Section F 1.10.0 Incident Reporting Requirements includes:

a.    Evidence of damage from unknown source (water in voids); Damage from       unknown source (notice upon picking up barge at fleet, etc.); Dropping equipment overboard or in tanks; Damage to docks, banks, structures, Aids to Navigation; Wake damage from other vessels; Wake damage to other vessels or shore facilities; Rescues of other vessels or personnel.  

Following the policy requirements above seems simple.  However, we continue to have failures to comply.  Too often we hear excuses:
  1. I did not want to wake anyone.
  2. t was just a minor incident.
  3. I was not sure who to call.
  4. There was no damage.
  5. I thought the captain was going to call.
And the list goes on and on.   There is a simple rule that should be followed by all: When in doubt make the call.  I recall an incident that occurred in the early morning hours.  It went unreported until the daily traffic call.  The incident did not cause any damage to any equipment.  However, because it was not reported in a timely manner, the following consequences occurred:

    1. Dispatch had to contact external interests at a much later time than                     is required.

   2. There were assist boats in the area that were readily available, but did not          know of the incident.  Therefore, an incident that could have been resolved          in 45 minutes lasted three hours. 

   3.  Because we were late reporting to external interests, the paper trail and             attempts to rectify the situation were much greater than needed.

The effects of not following this policy go way beyond the thought of not waking someone.  It is better for us to know right away, get assistance, and properly report rather than face the consequences of having to explain why the policy was not reported properly. Simply put, this is what we get paid to do:  Handle business according to policy!

Old and new employees alike, engrave this phone number in your mind: 
713-552-1101

It is our 24-hour/365 days-a-year hotline that can get you in touch with the right personnel.  

I advise all to review the complete policy on Incident Reporting in full detail well as the highlights above to remind yourself of the importance of following company policy.  

Submitted by Port Captain David Devall
CHEMICAL CORNER    
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:
 
Sweet Crude Oil
 
What is it?
  
Sweet crude oil is a type of petroleum. Petroleum is considered "sweet" if it contains less than 0.5% sulfur, compared to a higher level of sulfur in sour crude oil. Sweet crude oil contains small amounts of hydrogen sulfide and carbon dioxide. High quality, low sulfur crude oil is commonly used for processing into gasoline and is in high demand, particularly in the industrialized nations. "Light sweet crude oil" is the most sought-after version of crude oil as it contains a disproportionately large amount of these fractions that are used to process gasoline (naphtha), kerosene, and high-quality diesel (gas oil).
  
The term "sweet" originated because the low level of sulfur provides the oil with a mildly sweet taste and pleasant smell. Nineteenth century prospectors would taste and smell small quantities of the oil to determine its quality.
 
West Texas Intermediate (WTI), also known as Texas light sweet, is a grade of crude oil used as a benchmark in oil pricing. This grade is described as light because of its relatively low density, and sweet because of its low sulfur content.
 
West Texas Intermediate is a light crude oil, with an API gravity of around 39.6 and specific gravity of about 0.827, which is lighter than Brent crude. It contains about 0.24% sulfur and is thus rated as a sweet crude oil (having less than 0.5% sulfur), sweeter than Brent which has 0.37% sulfur. WTI is refined mostly in the Midwest and Gulf Coast regions in the U.S., since it is high quality fuel and is produced within the country.
 
How is it shipped?
 
Sweet crude oil is typically shipped in bulk via tank bar
ge, rail tank car or ocean going tanker.
 
Amber to green to black liquid, depending on source. Sweet crude oil is volatile and flammable, and may cause flash fires. If ingested, aspiration may occur, causing lung damage or death.
 
What are the concerns?
 
Sweet Crude Oil contains Benzene.  Be sure Benzene precautions are understood by all crew members and communications with dispatch and the loading dock are open to know if the potential levels. 
  
Eye contact: Contact with eyes may cause mild to severe irritation including stinging, watering, redness, and swelling.
 
Immediately flush eyes with plenty of clean water for at least 15 minutes, while holding the eyelids open.  Occasionally lift the eyelids to ensure thorough rinsing. Contact a physician if irritation persists or develops later.
 
Skin Contact: Mild skin irritation including redness and a burning sensation may follow acute contact. Prolonged contact may cause dermatitis, folliculitis, or oil acne.  
 
Remove contaminated clothing. Wash with soap and water. Contact a physician if irritation persists or develops later. Thermal burns may require immediate medical attention, depending on severity and area burned.
 
Ingestion:  The major threat of ingestion occurs from the aspiration (breathing) of liquid drops into the lungs, particularly from vomiting. Aspiration may result in chemical pneumonia (fluid in the lungs), severe Ingestion may cause gastrointestinal disturbances, including irritation, nausea, vomiting and diarrhea, and central nervous system (brain) effects similar to alcohol intoxication. In severe cases, tremors, convulsions, loss of consciousness, coma, respiratory arrest, and death may occur. 
  
DO NOT INDUCE VOMITING. Do not give liquids. Obtain immediate medical attention. If vomiting occurs, lean victim forward to reduce the risk of aspiration.
  
Inhalation:  May cause respiratory and nasal irritation. Central nervous system effects may include headache, dizziness, loss of balance and coordination, unconsciousness, coma, respiratory failure, and death.
 
Remove to fresh air. If victim is not breathing, provide artificial respiration, or provide additional oxygen if trained to do so. Seek medical attention immediately.
 
Fire Fighting Measures:  This material is flammable and can be ignited by heat, sparks, flames, or other sources of ignition. Vapors may travel considerable distance to a source of ignition where they can ignite, flashback, or explode. May create vapor/air explosion hazard indoors, in confined spaces or outdoors.
 
Vapors are heavier than air and can accumulate in low areas. If container is not properly cooled, it can rupture.
 
STAYING FIT
How does staying fit effect your 
daily life on the boat?
 
Scenario: 
   
Joe has been on boats for about five years; he knows how to build tow, tank a barge and how to run an engine room. The barges are in the fleet and they proceed light-boat to the office dock to meet a mechanic. As they approach the dock, Joe gets his lines ready. The Captain pushes the boat against the piling and Joe tosses the line over the kevel.
 
Something pops! Joe doesn't know what it was, but feels sharp pain running down his back. Joe throws a lines frequently, so what happened this time?
 
Staying fit with a regular exercise program can help maintain a healthy lifestyle both on and off the boat. Here are some of the benefits of staying fit:
  • Regular exercise prevents injury.
  • Fit individuals are less likely to get sick.
  • Regular exercise helps maintain a healthy weight. Ten pounds can be a lot of strain on your body over time.
  • Fit individuals have more energy. Exercise delivers oxygen and nutrients to your organs to help your cardiovascular system work more efficiently. When your heart and lungs work more efficiently you have more energy for daily activities.
  • Regular physical activity can help prevent serious health conditions like diabetes, stroke, depression, arthritis and more.
  • Fit individuals have more self-confidence.
  • Exercise promotes sleep; a regular fitness program helps you fall asleep faster and sleep better.
  • Fit individuals tend to take on more leadership roles.
For those that work 8-5 Monday to Friday, hitting the gym after work isn't a big deal. For those who work on a vessel, it may be a bit more of a challenge, but is possible. There are many exercises that can be performed in a small space. Here are a few ideas to use while on the boat:
  • Resistance Bands: Resistance bands take up little space and provide resistance during contracting and relaxing of the muscles.
  • Stretching Programs: Yes, I know it's not masculine, but Yoga has a lot of benefits and doesn't take up a lot of space or equipment. Always stretch before and after any physical activity.
  • Walk the barges:  Safety First! Always use inboard walkways. Nine trips back and forth is about one mile.
  • Incorporate simple exercises into your watch: 10 squats, 10 pushups and 10 sit ups an hour will really add up.
  • Combining exercises is more efficient:  A squat combined with a curl provides more benefit than does each individually.
If you are starting an exercise program always check with your doctor, especially if you have health issues. Stay safe when exercising; wear proper footwear, drink plenty of water (not sodas, they dehydrate) and watch your heart rate.
 
Need more ideas?  There are several creative exercise videos out there. You Tube offers a new exercise program called "Kettlebells."
 
Have you set New Year's Resolutions yet? If not, maybe an exercise program would be a good way to start off the New Year. Better yet, set the goal for the entire boat.  Exercise buddies help keep you motivated.
  
ROSE POINT TIP OF THE WEEK:  RIVER STAGES
The River's Current and Forecast Information is at your Finger Tips with Rose Point

With river stages running high everywhere, here is a discussion about using graphs for current and forecast river stages.  Rose point ECS can show you both the current river stages and forecasts for any river location monitored by the U.S. Army Corps of Engineers.

To see the current river stage, switch your Rose Point screen to Planning Mode.  You can use the "F12" button to easily go between Planning Mode and Cruising Mode.  Make sure, though, that your Rose Point system is connected to the internet so data is up to date.

To see River Stages:
  • Change screen to "Planning Mode" (push F12)
  • Click on "Conditions"
  • On the left hand panel click "River Stages"
    • River stage for your location will appear in top portion of the screen

Reading the chart:
The Blue Line ends on the time line chart at the current stage and the current time.  Follow the line to the left on the time line to see the past stages for the last few days.

The Green Line starts to the right of the Blue Line on the time line chart.  This shows the predicted stages from the USACE typically five days out. 

Color code on the Time Line Chart:
The time line is color coded to easily show where the river stage is in the various flood categories:
YELLOW.....action stage level
ORANGE.....flood stage
RED...........moderate flood stage
PURPLE......major flood stage
SAFETY SPOTLIGHT
Lifting Safety:  Common Sense and You

The nature of the towboat and barge industry can be very dangerous. Working on barges is extremely hands-on and crew members are constantly busy docking barges, building tow or working on the towboat. Crews face possible injury from lifting heavy shackles, chains, heavy wires and lines. Overall, this is a high risk industry!

Back injuries are among the most common injuries suffered by a crew member in the course of their job. Being aware of your surroundings and the hazards they present could prevent injuries and incidents from ever occuring.  Personnel safety is of utmost importance on tugs/barges and it can be taken care of by each person working on board. The bottom line is you must lift safely while following the proper lifting procedure outlined in Higman Policy C.1.70.1 RIGGING AND LINE HANDLING.

Vessel operations are all about team work. A load can be lifted easier by two people and without injury as compared to a single person lifting it.
 
NAV ZONE
Recently we have seen a lot of fog. Why do we see so many foggy days during this time of year? First let's understand how fog is formed.
Fog is formed by water vapors in the air begin to condense forming tiny liquid droplets in the air. There are several ways that this can occur, common types are:
"Sea Smoke" or evaporation fog occurs when cold air passes over a warm body of water. This is a typical occurrence on bays during fall.
If you have ever been to San Francisco you have probably seen advection fog. Advection fog occurs when wind pushes warm moist air over cool waters. Point Reyes just outside of San Francisco is one of the foggiest places with over 200 days of fog per year.
Radiation fog forms after sunset as the ground cools. This fog occurs on calm days and can be a very thin layer over the ground. This fog normally lifts shortly after sunrise the next morning.
Any time you check the forecast and there is a cold front moving in after a series of warm days, you should be prepared for fog. Make sure your radar is properly tuned. Know your upcoming stopping points in the event the fog is too bad. Know the fog signals that you may hear.
USCG RULES OF THE ROAD QUESTIONS
BOTH INTERNATIONAL & INLAND While underway in fog, you hear a prolonged blast from another vessel. This signal indicates a __________.
a. sailboat making way
b. power-driven vessel making way, towing
c. power-driven vessel making way
d. vessel being towed
 
BOTH INTERNATIONAL & INLAND You hear the fog signal of another vessel forward of your beam. Risk of collision may exist. You MUST __________.
a. begin a radar plot
b. stop your engines
c. take all way off, if necessary
d. All of the above
 
BOTH INTERNATIONAL & INLAND A vessel towing in fog shall sound a fog signal of __________.
a. one prolonged blast every one minute
b. two prolonged blasts every two minutes
c. one prolonged and two short blasts every two minutes
d. one prolonged blast every two minutes
 
BOTH INTERNATIONAL & INLAND A power-driven vessel underway in fog making NO way must sound what signal?
a. One long blast
b. Two prolonged blasts
c. One prolonged blast
d. One prolonged and two short blasts
 
BOTH INTERNATIONAL & INLAND When underway in restricted visibility, you might hear, at intervals of two minutes, any of the following fog signals EXCEPT __________.
a. one prolonged blast

b. two prolonged blasts
c. one prolonged and two short blasts
d. ringing of a bell for five seconds
NAUTICAL TRIVIA
The First Europeans to Discover America
 
When you first ask a person who discovered America they will exclaim it was Christopher Columbus! But that has been proven untrue as the first visitors to the Americas were the Vikings. Only 50 years ago tales of the Vikings venturing to the Americas was pure theory. These were told as tales, often filled with epic poems, written roughly between 1190 and 1320. Sagas purported to describe events of a couple hundred years before, from about 930 to 1030, the events of which had previously only been recounted in oral histories.

Whatever the exact truth of the matter, the Icelandic sagas tell us that the famous Viking explorer Erik the Red was exiled from Iceland in the 980s after committing manslaughter. He sailed westward, landing on southern Greenland and setting up a new home there. The sagas say that the Greenland colonists started traveling westward just a few short years after Erik the Red founded the settlement. The story goes that, during a migration voyage to Greenland in 985, a ship commanded by the merchant Bjarni Herjólfsson was blown off course, and after three days of sailing westward he sighted an unknown land. If any of that's true, then Herjólfsson deserves to be remembered as the very first European to ever set eyes on the Americas.

He described his experiences to Erik the Red's son, Lief Ericson, who set off
 around the year 1000 in search
 of these lands. The sagas say Ericson and his crew sailed about 1,800 miles westward, discovering three distinct regions: Helluland, "The Land of the Flat Stones", Markland, "The Land of Forests", and Vinland, which has generally been translated "The Land of Wine" but is now suspected to actually mean "The Land of Meadows." Ericson wintered in Vinland in 1001 and 1002, and the sagas say that squashberries, gooseberries, and cranberries all grew wild in the region. Lief had no great troubles in the Americas, and he sailed back to Greenland to be by his father's side. Lief's brother Thorvald Ericson returned to these lands with 30 men in 1004, but his expedition did not go nearly as well. The sagas say Thorvald attacked nine indigenous people who were sleeping under their canoes. Eight were killed, but the ninth escaped and returned with an attacking force. Thorvald was killed in the skirmish, and the rest of the expedition stayed another winter before finally leaving.

These stories were backed up in 1960 when a couple discovered the ruins the L'Anse Aux Meadows site in the northern tip of Newfoundland. The buildings they discovered matched the same ones from Iceland and Greenland and dated back to the year 1000.

Article contents used from IO9.
STERN SHOTS

What a pretty little princess!  Can you guess who? 


An extra special Higman employee just celebrated becoming 95 years young!  We extend our best wishes and congratulations to Mr. Thomas!
DATES TO REMEMBER
TANKERMAN SEMINARS
Sixth Session

January 26
Seventh Session

February 11
Eighth Session

March 1
Ninth Session

April 7
Tenth Session

May 31
Eleventh Session

June 21
2016 WHEELMAN SEMINARS
First Session

April 20-21
Second Session

May 2-3
Third Session

May 11-12
SIMULATOR
Second Session

February 1-3

New Date 

Third Session

March 21-23
Fourth Session

July 18-20
Fifth Session

August 1-3

Revised Date 

Sixth Session

September 12-14
Seventh Session

Oct 31 - Nov 2
STEERSMAN BOOT CAMP
First Session

February 22-23
Second Session

April 28-29
Third Session

July 21-22
Fourth Session

October 3-4
To schedule training please email Janis or Kelly.
Make sure crewmembers have access to the Training Newsletter
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Answer to this weeks Nav Gen: C,C,C,B,D
 
Sincerely,

GORDIE KEENAN
KELLY CLEAVER
JANIS ANDERSON
DENNIS ZINK
AUSTIN ZODY

© 2016 HIGMAN MARINE SERVICES, Inc.