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Could you respond effectively to an incapacitated Wheelman situation?
It is 0230 in the morning on a slow watch, as your tow heads up the Tenn-Tom at a steady pace. Your Wheelman calls down to the galley and asks you to come to up to the wheelhouse. He says over the intercom that he is not feeling well and would you bring him some ice. "Ok, no problem, I will be right up."
You fill a pitcher with some ice and head up. As you clear the top of the stairs into the wheelhouse, you find your wheelman motionless, lying on the deck.
"Hey, Bill are you ok? Bill can you hear me?"
Nothing, your Wheelman lies motionless.
What do you do next?
Don't be a hero. Here you have multiple situations around you that require immediate action. You need help!
Sound the General Alarm. In the course of an emergency, there is little time to react. The ability to sound the General Alarm should be well rehearsed and almost automatic. All crew members, not just the Wheelmen, should know how to activate the General Alarm System.
- Do you know where the General Alarm is located on the console? Remember it may be dark up there.
Quickly assess your navigation situation. It may take a minute or two for the off-watch Wheelman to get up to the wheelhouse to take over the piloting. If you are in open water, there may not be a navigation problem so you can quickly attend to your downed wheelman.
But that may not always be the case. If your tow is approaching a bend in the waterway or is about to meet another tow, immediate action is necessary at avert another dangerous situation.
Do you know how to operate the throttles? You may have seen it done a hundred times, but if it is solely in your hands, can you react properly to manage the tow speed.
Do you know how to manipulate the sticks to avert an allision or collision? Steering a six hundred foot tow is an art which is not learned overnight. You can though, learn from your Wheelmen how to take evasive action to keep the tow out of danger. Learn it now and not in the pressure of an emergency situation.
The off-watch crewmen have now arrived in the wheelhouse in response to your general alarm. You have averted a possible collision; now is time to assess the medical situation and administer first aid to your incapacitated Wheelman.
Is your Wheelman conscious? "Bill, are you ok? Can you hear me?"
If he is conscious, ask him to talk. If there is no response, use your first aid training. From the "American Red Cross Adult First Aid Ready Reference":
- "If an unconscious person is face-down, roll face-up, supporting the head, neck and back in a straight line. Tilt head, lift chin. CHECK quickly for breathing for no more than 10 seconds. Note: Occasional gasps are not breathing.
- Check for breathing. If not breathing, begin CPR as trained. Give 30 Chest Compressions. Push hard, push fast in the middle of the chest at least 2 inches deep and at least 100 compressions per minute.
- Give 2 rescue breaths. Tilt the head back and lift the chin up. Pinch the nose shut then make a complete seal over the person's mouth. Blow in for about 1 second to make the chest clearly rise. Give rescue breaths, one after the other. Note: If chest does not rise with rescue breaths, retilt the head and give another rescue breath.
DO NOT STOP....Continue cycles of CPR. Do not stop CPR except in one of these situations:
- You find an obvious us sign of life, such as breathing.
- An AED is ready to use.
- Another trained responder or EMS personnel take over.
- You are too exhausted to continue.
- The scene becomes unsafe.
Once the Wheelman's medical situation is assessed and First aid started, get emergency help.
The responding Wheelman now in the wheelhouse, should be using the VHF radio to contact the USCG for emergency medical assistance through the local vessel traffic system or on emergency channel 16.
Do you know how to transmit of the VHF radio? Non-Wheelmen should also be proficient in operating the VHF radio:
- Do you know how to operate the various VHF radio's in the wheelhouse;"ON/OFF", "Squelch button" and channel selections?
- Do you know what channels to use? "16", "13","14" as per area.
- Do you know how to effectively communicate the vessel's emergency to response personnel?
Calling 911 in many areas of the waterways will be the most effective way to get an emergency response.
A call to the Higman dispatch group is an obvious requirement.
Regular checks must be made on the wheelman on watch, based on the Captains requirements. Higman Policy and Procedure calls for checks to be made every hour when underway. Special check intervals are to be made depending on the navigation situation.
It is best to always be ready for any emergency. Though the thought of an incapacitated Wheelman is not a pleasant one, there is always a remote chance it could happen and you should be ready to respond.
Be prepared in case this ever happens to you and your crew.
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Chase Carriere decked out
for Casino Night!
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2016 Wheelmen's Seminars
Put on your best boys, I'll wear my pearls, and we'll roll some dice. That's right! It's back again this year. We will be having Casino Night. The event will be featured in the Main Ballroom by an outside vendor with real dealers!
Available games include: Blackjack, Craps, Roulette and 3 Card Poker. If you want to "know when to hold 'em," a quick Google search will give you rules and strategy tips. We will have a prize table available to cash in your winnings.
We are encouraging cocktail attire.
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What do all those numbers mean?
Have you ever picked up a can of soup, a box of macaroni & cheese, or a bag of chips and wondered what all those numbers on the back are? Stuff like serving size, amount of servings, and percentages. These numbers are commonly referred to as the "nutritional label". These labels are required on all food packages by The Federal & Drug Administration. These numbers are based on nutritional and daily values included in the product that the government has established as a dietary guideline. This labeling can be a very useful tool for those of us trying to "watch" our weight, or who are just trying to lead a healthier life style by making informed choices. Let's have a look at a label on a large can of soup. All nutritional values are based on a recommended 2,000 calorie diet.
The first thing you will see is the serving size. Most folks who read package labels generally look for the amount of calories, fat, and sodium (salt). That's good, however the key to this is the amount of servings per container. Many of us assume those values are for the whole package, and in this case a can of soup it is not true! As you can see, the can of soup has a serving size of 1 cup with 2 servings per can. How many of us just eat half a can of soup? So, if you eat the whole can you must double all the daily values. 250 calories per serving become 500 calories with 220 calories from fat. Almost half of the calories coming from fat. Total fat goes from 12 grams to 24 grams. Recommend daily value is 65 grams total fat. That's 36% of your total daily recommend fat consumption. Saturated fat (bad fat) becomes 6 grams. Recommended daily saturated fat intake per day is 20 grams. Cholesterol (bad stuff for your heart) goes from 30 mg (milligrams) to 60 mg. Recommended daily value is 300 milligrams. Sodium (salt). Associated with high blood pressure and heart disease. 470 mg to 940 mg. Recommended daily intake is 2400 mg = 1 teaspoon a day. Total sugar goes from 5 grams to 10 grams. Recommended daily intake is 40 grams. One good thing for your health is dietary fiber which you should try to get about 25 grams a day. The can of soup has no dietary fiber at all. So, next time you are shopping check out the label, the serving size, and number of servings in a package. It might surprise you! One last thought. A bag of potato chips has 10 servings. 1 ounce - 15 chips is considered 1 serving. A serving contains 150 calories, 180 grams of sodium, and 10 grams of fat. Bet you can't eat just one.
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Annual Calendar Photo Contest
We need pictures of Higman boats and/or barges for the 2017 Higman Calendar Contest!
Submit a high resolution digital photo. Focus as clearly as possible. Be sure there is sufficient lighting to provide a photo with good exposure. These guidelines are necessary so photos will be of good quality and able to be enlarged for the calendar.
It is important to take your photos in landscape (wide) mode only, not portrait mode. Landscape orientation is necessary for the photos to be wide enough to fit properly in the calendar.
If you submit tall, narrow photos, unfortunately, they cannot be used for the calendar because they do not fit the publishing format.
Please note an important change! This year there is a special email address to send your calendar pictures: calendar@higman.
Thank you for your participation and keep your camera handy!
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We know you are all tough, "grab the bull by the horns" mariners out there on the barges, but, the fact of the matter is, this is not the Wild West. Instead, it's a precision-driven industry. There is nothing less precise than a semi-rigid hose longer than the width of the barge dangling from a crane boom with a 90 ̊ elbow on the end.
Maybe the ranch hands have it right after all. They rope the bull and use rope to control it. The use of taglines is an "old school," but effective, means of controlling anything being moved mechanically. Whether connecting or disconnecting a hose that would otherwise be "in a bind," use the tagline to pull it into a workable position, and then tie it securely. Likewise, when disconnecting a hose that is clearly bent and ready to flip, tie it down before disconnecting, then slack it out just like you would any other line under pressure.
Simply put: If you lose control of the hose, you lose control of the situation and stand a greater chance of an injury or spill. These challenging hook-ups require you to be at the top of your game, thinking ahead and preventing problems. Sometimes you'll have to change your routine to accomplish the task. If a seal doesn't break free, stop and see why not before you take any more steps. Remember, there is a containment area for a reason. Also, remember to remove the rain guards during your hook-ups and disconnects.
You have your JHA's and pre-checks to help remind you what needs to be done and the hazards involved. Please stay safe, so that we don't have to use catchy lines like
"
Cowboy Up
! "
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The Rough Log
The Rough Log has a long tradition in the maritime world.
Commercial ships and naval vessels keep a rough log, a preliminary draft of the ship's course, speed, location, and other data, which is then transcribed as the smooth log, - or official log - the final version of the vessel's record. Changes may be made in the rough log. Entries in a vessel's official log are made on the boats computer and transmitted as a permanent record to the office every day.
The rough log on Higman boats is maintained in the wheelhouse in a journal book issued by the Company. They are retained aboard the vessel for a period of one year after the last entry in the logbook.
Rough Log entries are made as events occur or as soon as possible thereafter:
- Any event that delays the scheduled ETA or ETD of a tow; i.e., groundings, Coast Guard boarding's, traffic, lock closures, weather, accidents, etc.
- Any event that affects the material condition of the tow.
- Orders from Dispatchers or On-Call Persons.
- Change orders or cancellations from Dispatchers or On-Call Persons.
- Any accident, injury or serious illness.
- Any "near-miss incident".
Times of arrival and departure at/from docks, locks, moorings, fuel flats, fleets, etc. are recorded:
- Drills and safety/security meetings.
- Changes in security conditions.
- Security breaches or threats.
- Fuel and lube oil data, including the amount of fuel or lube oil transferred to or from the other vessel.
- Report of any death and cause of death.
- Non-crewmembers carried on board the tow (barges or towboat), their boarding and departure points and the reason or authorization for their being aboard.
- Intermittent operations such as drops or additions of barges, stand-by time, hire of tug and change of river segment, along with notations as to where, by whose orders and for what purpose these operations were undertaken.
- Navigation time, including geographic departure point and arrival point, and reason for trip (deliver cargo, receive cargo, etc.).
- Times of all hose connections, start of transfer operations, disconnect times, and times of any interruption
The rough log is a legal document and it can be used in any litigation.
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USCG RULES OF THE ROAD QUESTIONS
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BOTH INTERNATIONAL & INLAND.....A tug is towing three manned barges in line in fog. The second vessel of the tow should sound __________.
a. no fog signal
b. one short blast
c. one prolonged and three short blasts
d. one prolonged and two short blasts
BOTH INTERNATIONAL & INLAND.....The steering and sailing rules for vessels in restricted visibility apply to vessels __________.
a. in sight of one another in fog
b. navigating in or near an area of restricted visibility
c. only if they are showing special purpose lights
d. only if they have operational radar
BOTH INTERNATIONAL & INLAND.....The Navigation Rules state that a vessel shall be operated at a safe speed at all times so that she can be stopped within __________.
a. the distance of visibility
b. 1/2 the distance of visibility
c. a distance appropriate to the existing circumstances and conditions
d. the distance that it would require for the propeller to go from full ahead to full astern
BOTH INTERNATIONAL & INLAND.....A towing vessel 35 meters in length, with a tow 100 meters astern, must show a minimum of how many masthead lights?
a. 1
b. 2
c. 3
d. 4
BOTH INTERNATIONAL & INLAND.....A vessel being towed astern, where the length of the tow exceeds 200 meters, will exhibit __________.
a. two balls in a vertical line
b. a diamond shape where it can best be seen
c. a ball on each end of the tow
d. no day-shape
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USS Maine & The Spanish American War
The USS Maine was sent to Havana in January 1898 to protect US interests on the island of Cuba which had been dealing with the Cuban War of Independence for almost three years at that point. The ship remained in the harbor of Havana as the US was positioned as a neutral party in the war. Around 21:40 on February 15th the Maine was rocked by an explosion which set off the ship's powder magazines. The subsequent explosion killed 266 of its crew, out of 374, something which infuriated the American public. An inquiry by the US Navy (published on March 28th) declared that an external explosion (most likely a naval mine) beneath the ship had caused the incident. Major US newspaper publishers realized the potential for their sales and capitalized on the situation by engaging in so-called 'Yellow Journalism', the act of writing news articles with eye-catching headlines, but without a proper source.
Eventually President McKinley found himself unable to continue his policy of neutrality and decided to ask Congress for authority to send troops to Cuba to end the civil war. This begun the Spanish American War. The entire country quickly became involved with the War. The Houston Yacht Clubs newly elected president even sent a letter to Assistant secretary of the US Navy, Theodore Roosevelt, offering the services of the Yacht Clubs fleet. Theodore gladly accepted their offer as an auxiliary fleet. No record of the Yacht Club ever being asked to deploy exists.
The wreck of the USS Maine was left in the shallow harbor of Havana until June 1911 when the US started efforts to raise the ship. It wasn't until February 1912 that the Maine was re-floated and finally sunk four miles off the coast of Cuba.
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Vice President Mark Flynn congratulates Capt. David Jones of M/V Calcasieu for earning Higman's H-Boat Award
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Guests had fun during their Ladies' Painting Class
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Pilot Joshua Walker of M/V Baltimore and Relief Capt. Jeff Sanderson of M/V Clifford L. Carraway won some and lost some during Casino Night.
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Dana Jones decorated a truly "decked out"
cake for all to enjoy!
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Sixth Session
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| Complete | Seventh Session
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| Complete | Eighth Session
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| Complete | Ninth Session
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| Complete | 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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| Complete | Second Session
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| May 2-3
| Third Session
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| May 11-12
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HIGMAN
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LEADERSHIP
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First Session
| October 10-11 | |
Second Session
| October 20-21 | |
Third Session
| October 31- Nov 1 |
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First Session
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| Complete | |
Second Session
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| April 28-29 | |
Third Session
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| July 21-22 | |
Fourth Session
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| October 3-4 |
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First Session
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| Complete | |
Second Session
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| Complete | |
Third Session
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| Complete | | Fourth Session |
| July 18-20 | | Fifth Session |
| August 1-3 | | Sixth Session |
| September 12-14 | | Seventh Session |
| Oct 31- Nov 2 |
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To schedule training please email Janis or Austin.
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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: 1607
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Answer to this weeks Nav Gen: A, B, C, B, B
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Sincerely,
GORDIE KEENAN
JANIS ANDERSON
DENNIS ZINK
AUSTIN ZODY
© 2016 HIGMAN MARINE SERVICES, Inc.
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