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FATIGUE AND RISK MANAGEMENT
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Keeping alert and well rested during your time on the boat is key to a safe operation.
A towboat operation, like so many other important endeavors, involves risk management on a daily basis. A good towboat crew routinely identifies, assess and prioritizes risks of the operation. From there, they can apply strategies, resources and common sense to work toward a safe outcome.
One risk factor that may not be talked about enough is fatigue. Incidents related to fatigue do happen and are not always easily apparent as the root cause. In a marine operation, travel to and from the boat with potential for sleep disruption and numerous changes in sleeping patterns, make fatigue a serious issue. Human sleep research has found that 7 to 8 hours of sleep per 24-hour day is required to maintain good levels of alertness, minimize fatigue and permit optimum performance.
Fatigue increases the risk for human error.
The Higman Safety Management System (SMS) includes a section entitled "Crew Endurance Management." Crew endurance management refers to the "ability of a crew to maintain performance within safety limits while coping with job-related environmental, operational, physiological and psychological endurance risk factors."
The Need for Sleep
National Cooperative Freight Research Program, an organization funded by the National Science Foundation, in January 2016 published a study entitled "NCFRP Report 36: Enhancing Sleep Efficiency on Vessels in the Tug/Towboat/Barge Industry." This report looks at effective sleep strategies for the towboat world that is likely to continue with the "square watch" (6 on/6 off) system. Here are some of their findings.
Anchor-Sleep/Nap-Sleep
Recent laboratory data suggests sleep can be obtained in more than one sleep period, referred to as anchor-sleep/nap-sleep, and that as long as the total duration is 7 to 8 hours, performance is comparable between a single sleep period and two separate sleep periods. For example, crews on a split schedule would be sleeping for 4 to 5 hours during their anchor-sleep opportunity and 2 to 3 hours during their nap-sleep opportunity. This sounds familiar to our industry and has traditionally been used by most towboat crews.
Stress Management
Stress in various forms will negatively affect your sleep duration. Remind crew members of benefits available as part of the company's Employee Assistance Program (EAP) (Magellan 1-800-523-5668) for counseling on stress management. Incorporate other stress reduction techniques such as exercise and meditation.
Crew Change Day
Plan your crew change day so there is at least 6 hours of sleep prior to your commute and your work time requires more than 16 hours of wakefulness. Especially on the way home, remember driving while you are drowsy may be the single most risky thing you do during your hitch.
Crew Wellness
Eat right, exercise and cut out the smoking. Common sense, right? Sleep quality increases with a healthy body and mind. Reduced caffeine intake close to bed time. Get extra sleep when possible such as when waiting for dock space.
Sleep Environment
Light management: Avoid light during sleep; use blackout shades.
Noise: Keep voices down in the second-deck hallways.
Throttles: When possible don't be a "Throttle Jockey."
Room temperature: Balance heating/cooling systems throughout the boat to keep rooms comfortable for sleeping.
Bedding: Keep good pillows, sheets and blankets on board.
Treat fatigue like any other risk factor in your operation. Discuss this as a crew and work out problems you encounter.
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"TAKE CARE OF YOURSELF" SURVEY RESULTS
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More results from our survey from the Wheelman Seminars (Kyle Shaw)
3. How do you manage free time? Most of you, 80% feel like you manage your free time pretty well, while 12% are not very happy about it. 8% of you just think it is "okay." For those 25 persons who think they should manage their time better, only you can make that change. One suggestion is to try and learn something new each day, either from a book, a shipmate, or observation. You might be surprised at how positively this effects your attitude.
4. What about Personal Safety Behaviors? The overwhelming majority of you (96%) said you were happy with the way you handled your own safety behaviors. This seems evident in the extremely low injury rate so far for 2016. Keep up the good work and remember, don't just look after your own safety, although that is the primary responsibility of all of us, but look out for your shipmates as well.
A zero injury rate is not only desirable, but absolutely possible.
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AIR CONDITIONER MAINTENANCE
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Keep Cool During Summer Months
(editors note....we were asked to republish this article by several boats looking to make their A/C systems more efficient during these extremely hot days.)
Stopping trouble before it begins is always a great strategy. With outdoor temperatures along the waterways in the mid-90s and higher, make sure the air conditioning system on your boat is up to the task. Let's look at the typical air-conditioning system found on a Higman boat.
A typical air conditioner has two distinct parts, the condenser and evaporator. On most Higman boats they are paired together. The condenser is on the top, and the evaporator serves as the base. Some boats have the condenser and evaporator in separate locations. In this case, they evaporator is usually under the pilothouse.
Condenser
The condenser contains a compressor, tubes connected to cooling fins, and a fan. Inside the tubes is a refrigerant that circulates through the outside unit, to the inside unit, and back again as part of the cooling cycle. The refrigerant arrives at the compressor as a cool, low-pressure gas. Molecules of refrigerant gas are squeezed in the compression process. The closer the molecules are together, the higher its energy and temperature. The refrigerant leaves the compressor as a hot, high- pressure gas and then flows into cooling fins.
As the fan moves outside air across cooling fins, the high-pressure, high-temperature gas is condensed into a liquid and heat is transferred to outside air. The cooled refrigerant liquid then moves by a pipe into the house and into the inside unit.
Evaporator
Below the condenser is the evaporator. This unit contains an expansion valve, evaporator coils and air- mover connected to duct work. The liquid refrigerant flows from the outside condenser unit to the expansion valve. On the way through the valve, the liquid's pressure drops. Then it begins to evaporate into a gas.
Evaporating liquid flows into evaporator coils where it makes the full transition back into a gas. The heat needed is extracted from the inside air flowing over evaporator coils. This air is moved by the blower fan, taking warm air from inside the house through ducts, then passing over evaporator coils. Moisture from the interior air condenses on the cooler evaporator coils and drains through a tube to the outside.
Simple, right? But, to keep it running smoothly, there are a few maintenance items to complete on a routine basis.
Condenser Maintenance
Regularly, clean exterior cooling fins on the condenser unit. Soot from generators and main engine exhaust stacks can be sucked into coils and impede cooling. As soot builds, the internal refrigerant temperature and pressure remain high, making the compressor work harder. Watch out for another typical towboat condenser problem, accumulation of mayflies that can overwhelm the process.
To clean coils
Step 1. Turn off electrical power. Power to the condenser unit is typically found close to the unit. If uncertain, turn off power to the air conditioning at the main electrical panel in the engine room.
Step 2. Use warehouse-supplied coil cleaner and follow directions. Be especially aware of personal protective equipment required, typically eye protection and rubber gloves. Because cooling fins are delicate, rinse with minimal water pressure. Remove the hose nozzle and gently stream water onto fins.
"Koil Foam" is available to order for cleaning cooling fins. Spray on accessible fins and rinse with low- pressure water. PRECAUTIONS: Avoid contact with eyes and skin. Wear rubber gloves and eye protection. Wash thoroughly after handling.
Step 3. Turn power back on. Note: Do not stand on condenser units; they are not designed to take your weight and this may damage cooling fins underneath the cover.
Evaporator Maintenance
Your main task is making sure inlet air filters are clean. A dirty filter can slow flow of air into the system and decrease cooling potential. Typically the washable, reusable air filters should be thoroughly cleaned once each crew rotation.
Make sure the condenser's drain is freely flowing with liquid condensate dripping from evaporator coils. A build-up of condensation in the evaporator coil pan can interfere with heat transfer to the coils. If the drain line gets plugged, use a garden nose to flush the drain line through the vent. A cup of vinegar directly poured into the vent line monthly can keep bacteria and algae from growing.
A small amount of maintenance goes a long way to keep an air conditioning system operating efficiently. If you have questions on how your system works, check with Chuck Harrison in the Peninsula office. Check is certified in HVAC and certainly knows "a thing or two" about A/c units.
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REMOVING AS MUCH AS RISK AS POSSIBLE FROM THE EQUATION
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It seems we are plagued with the same dilemma no matter what we encounter in life. "How do I handle the next problem?"
If I have learned one thing through my life's journey, it's that everyone approaches a task differently. Some people are more focused on productivity and getting the job done as quickly as possible and some opt for a more laid back approach thinking things will take care of themselves if they do it slowly.
Some Wheelmen seem to be stuck in the frame of mind that if they don't hurry up and complete their task they will be looked on as lazy or a bad Captain. On the other hand, we all know doing things too slowly creates its own set of safety and productivity issues. What we should be asking ourselves is, "How can I complete this task in the safest way possible?"
It amazes me how many times I have seen people taking unnecessary risk on evolutions when there was obviously a much safer alternative. The risk of incidents is constantly surrounding us at any given moment. It's like playing Russian Roulette. Sooner or later your luck is going to run out and all your skills and expertise is going to fly right out the window and you'll be at the mercy of the situation. We have one tool we can use to combat the gamble and it's called risk mitigation.
Let's think of it as a reverse lottery. The prize in this dark lottery is 10 million dollars' worth of damage, two crew members dead and your career utterly obliterated. Now, in this lottery, you start off with tickets and each one of those tickets represents an unsafe factor that leads to up to the ultimate catastrophe. For every factor you eliminate you get to tear up one ticket. The outcome for the person holding the most amount of tickets in the end -- game over.
Looking at it this way, how many tickets do you want to be holding? Would you do everything possible to get rid of those unsafe factors? It's not about being brave. It's not about being first. It's about taking as much risk out of the equation as possible so that your chances for disaster are virtually nonexistent.
The way you approach a task might work for you 99.9999% of the time, but there are always factors that can change it into only .00001% success, like losing steering or engine power.
My point is, if there is a safer way to do a task, choose that course of action because you never know what unseen factors you have no control over are going to make their way into the equation. The more risks you have eliminated the greater your chances for avoiding a major incident.
Article written by David Cox, Captain of M/V Skipjack
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WILCOX OIL DEMISTER INSTRUCTIONS
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Wilcox Demister Instructions for Main Engines
If you remember the old days, there was typically an oily film throughout the engine room caused by the accumulation of an oil mist-called "blow-by". Blow-by originates from the crankcase of a diesel engine as a small mixture of combustion gases and lube oil that escapes past the piston rings.
Today we collect these oil particles with a crankcase ventilation system that filters the particulate emissions from the crankcase gasses.
Found on Higman Boats and connected to each main engine, is the Wilcox Oil Demister Breathing System. If properly maintained, the Wilcox system can help keep oil from accumulating on engine room surfaces.
Demister maintenance:
1. Drain canister once a day
2. Change filter element every 500 hours
A. Trim filter element to make sure there is ½" below top of canister
3. Replace gasket on lid every 500 hours.
A. Clean old gasket, scrape off all residue and adhesive, making sure surface on lid is clean
B. Once old gasket & adhesive is removed, clean surface with Brake Kleen
C. Then wipe new gasket with solvent to ensure it is clean
D. Apply a bead of 3M 08008 gasket adhesive to gasket & install
E. DO NOT LATCH COVER FOR ONE HOUR OR UNTIL ADHESIVE SETS
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Use Your First Aid Kits
Accidents are called as such because they happen to people when they least expect it. Thus, the best advice to give is to be always prepared for the inevitable to make its effects less serious and more manageable.
Being prepared for an accident means having a first aid kit fully stocked and up to date. You never know when and where an accident will strike so it is best to be always prepared. The kits are meant to cover a vast array of medical issues that may arise, so it is important not to vary from the original outfit of the kit. In the space provided if there was, for instance Aleve "anti-inflammatory", do not just fill the pouch with extra Ibuprofen "anti-inflammatory" because different medications even of the same classification work differently for everyone. While these two medications are provided to keep an aching body comfortable, other supplies are provided to assist in possibly saving someone's life.
In the towing industry there are no pharmacies to run to in a pinch, you must work with the items you have at hand. From alcohol wipes & antibacterial cream to gauze & sterile dressing these components are kept aboard to ensure that your immediate first aid needs are met. An expired or missing item could mean the difference in a well healed wound and a raging infection.
Seemingly minor items like dental relief gel can become major when there is no other means to sooth a screaming nerve at the bottom of a gaping hole in a tooth, where a filling used to be. While none of these items are meant to replace a healthy lifestyle, they are essential to the function of a towboat when life throws a medical curve ball at you. Do not be complacent about your first aid kit, it is your responsibility to check it often and ensure it is restocked with every crew change. Do not be caught without the one item you might need in an emergency!
Don't forget the door when ordering items. They are on the boat order form.
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2016 Atlantic Hurricane Season
(June 1st- November 30th)
Wheelmen and deck crew, it's that time of the year once again, Hurricane Season is here. This season the experts are expecting a higher than normal season. Because of the El Nino we haven't seen much activity in the past 5 years, this year the El Nino is dissipating a bring on a weather event called a La Nina. La Nina has many effects on weather patterns across the globe, including the Atlantic hurricane basin. The flow during a La Nina event favors weaker wind shear in the tropical Atlantic, due to weaker winds both aloft and near the surface. This will provide a better environment for hurricanes to form. Another contributing factor is that water temperatures in the Gulf of Mexico are warmer than normal. This will increase chances for storms to quickly develop in the Gulf, rather than normal storm formation off the west coast of Africa.
Updated predictions for the 2016 hurricane season are listen in the picture below.
Preparation
- Secure and clear all nonessential and loose gear.
- Remove all products from drip pans, etc. that can be exposed to weather.
- Mooring lines doubled up with due consideration given to the effects of predicted storm surge.
- Ensure all personnel are prepared and equipped to safely maintain the vessel during severe weather.
- Wear personal flotation devices when outside.
- Tend mooring lines and have spare lines readily available.
- Have firefighting equipment ready and in good working order for immediate use.
- Ensure all side ports, hatches, portholes and other openings are closed and secured.
- Maintain a continuous radio watch and monitor severe weather activity.
- Prior to predicted landfall, plan with the Scheduling Dept. possible safe tie-up locations.
- Try to maintain contact with office personnel before, during and after the storm.
- Top off with fuel and water. Get permission from Scheduling before doing so.
- After storm passes be vigilant for debris, missing aids, high water and stronger currents.
- Monitor Coast Guard radio broadcasts.
At your boat's next scheduled safety meeting, discuss these items listed above and other ways to prepare for the potential dangers of Hurricane Season.
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USCG RULES OF THE ROAD QUESTIONS
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BOTH INTERNATIONAL & INLAND....You are in charge of a power-driven vessel navigating at night. You sight the red sidelight of another vessel on your port bow. The other vessel's after masthead light is to the right of her forward masthead light. You should __________.
a. hold course and speed
b. alter course to port
c. stop engines
d. sound the danger signal
BOTH INTERNATIONAL & INLAND....Which statement is TRUE concerning the light used with whistle signals? a. Use of such a light is required. b. The light shall have the same characteristics as a masthead light. c. It is only used to supplement short blasts of the whistle. d. All of the above BOTH INTERNATIONAL & INLAND....Which statement is TRUE when you are towing more than one barge astern at night? a. Only the last barge in the tow must be lighted. b. Only the first and last barges in the tow must be lighted. c. All barges in the tow must be lighted. d. All barges, except unmanned barges, must be lighted. BOTH INTERNATIONAL & INLAND....A power-driven vessel, when towing astern, shall show __________. a. two towing lights in a vertical line b. a towing light in a vertical line above the stern light c. two towing lights in addition to the stern light d. a small white light in lieu of the stern light BOTH INTERNATIONAL & INLAND....Which day-shape must be shown by a vessel 25 meters in length aground during daylight hours? a. One black ball b. Two black balls c. Three black balls d. Four black balls
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The PS Lady Elgin was a wooden-hulled sidewheel steamship that sank in Lake Michigan off Highwood, Illinois after she was rammed in a gale by the schooner Augusta in the early hours of September 8, 1860. The passenger manifest was lost with the collision, but the sinking of the Lady Elgin resulted in the loss of about 300 lives.
The Lady Elgin was built in 1851 in Buffalo, New York, at a cost of $95,000. During her time, the wooden-hulled side-wheeler was one of the most elegantly appointed passenger ships plying the Great Lakes. Rated a first-class steamer, she was a favorite with the traveling public.
Her final voyage was on the night of September 6th, 1860, she was transporting members of Milwaukee's Union Guard to hear a campaign speech by Abraham Lincoln's opponent. They enjoyed music and political speeches aboard the Lady Elgin while the steamer was traversing through gale force winds. A schooner named the Augusta of Oswego accidentally hit her broadside and punched a hole in the Lady Elgin. The Augusta believed they had caused no significant damage to the steamer so they continued on their way to Chicago. Aboard the Lady Elgin, Captain Wilson ordered that cattle and cargo be thrown overboard to lighten the load and raise the gaping hole in the Lady Elgin's port side above water level while the steward was down in the coal bunker trying to stop the leak with mattresses. The Steamer sank which left around 400 passengers to brave the waters 10 miles from shore, only 98 survived.
What was discovered is that the Lady Elgin was unable to see the Augusta, this is because sailing vessels were not required to have running lights. Four years after the disaster, in 1864, a new ruling was made requiring sailing vessels to carry running lights. Since there were still nearly 1,900 ships under sail by 1870 the regulations were long overdue.
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| | The SMART Institute visits Higman for the 3rd year. Welcome back! |
Captain Jarrett Hopson and Deckhand Isai Guiterrez of M/V Capt Pete informed the SMART Institute visitors about our industry
Austin Zody provided an overview of vessel radars
and Rose Point navigation software
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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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| Tenth Session
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First Session
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| Second Session
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| Third Session
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HIGMAN
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LEADERSHIP
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First Session
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Second Session
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Third Session
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First Session
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Second Session
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First Session
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Second Session
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Third Session
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| Complete | | Fourth Session |
| TBD | | Fifth Session |
| TBD | | Sixth Session |
| TBD | | Seventh Session |
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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: 2060
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Answer to this weeks Nav Gen: A, C, C, B, C
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Sincerely,
GORDIE KEENAN
JANIS ANDERSON
DENNIS ZINK
AUSTIN ZODY
© 2016 HIGMAN MARINE SERVICES, Inc.
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