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NEW WORLD AHEAD: SUBCHAPTER M
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Years in the making, the USCG ruling, Subchapter M is about to kick off.
If you have been working on towboats and marginally awake for last few years, the term "Subchapter M" should ring a bell. More than 10 years in the making by the USCG, Subchapter M is a series of new rules on inspections, certifications, operations, safety and vessel construction that will affect inland towboat operations.
The ruling goes into effect today, July 20, 2016.
The question that now comes from the fleet on a regular basis is, "What does this all mean for me?"
To start with, do not panic. Our company has been building our organization and our safety management system for the last five years in anticipation of the final ruling. Though implementation of the ruling begins today, there is a six-year phase-in period for the inspection and certification of the entire fleet. Actual mandated towboat inspections will not begin for two years.
So what does this all mean for me as an inland towboat operator? Here are some questions overheard on the waterway:
"With all the new regulations, I may just go work in the dry cargo business."
That will not work. This rule applies to all 5,920 US flag towing vessels engaged in pushing/towing and the 1,096 companies that own and operate them. It applies to
all US flag towing vessels 26 feet and longer. Also vessels under 26 feet that move oil or hazardous bulk cargoes are included. Towing vessels not included in the ruling are those inspected under Subchapter I, for assistance towing vessels, certain work boats and recreational vessel towing boats.
"I heard that the US Coast Guard license physical examinations will become much tougher because of Sub M."
There is nothing in Sub M that deals with personal licensing requirements. US Coast Guard licensing will remain the same.
"Will our crew size have to change?"
Now that our boats are becoming "inspected," there will be minimum manning requirements listed on the vessel's Certificate of Inspection (COI). The US Coast Guard will determine the manning requirement per vessel, but does not envision any increase in crew size. Watch standing (6 and 6) will stay the same.
"Will the COI be similar to the ones on our red flag barges?"
A towing vessel's COI describes the vessel, routes it may travel, minimum manning requirements and total persons allowed onboard, as well as safety equipment and appliances required to be onboard, horsepower, and other information pertinent to the vessel's operations as determined by the OCMI. Like a ship, the original COI must be framed under glass and posted in a conspicuous place onboard the towing vessel.
"What is a TSMS?"
Sub M is a new approach to Coast Guard inspection. Instead of CG inspectors coming onboard, most companies will use Third Party Organizations (TPOs) to do audits and inspections. The audit will be based on our Safety Management System, ie. think SIRE inspection.
The Towing Safety Management System (TSMS) is basically our SMS. The system documents what and how we conduct our operations. The audit determines how closely we adhere to what we say we do. TSMS audits will be conducted once a year for management and all vessels listed under the company's TSMS certificate.
"Does that mean I have to memorize every page of the SMS and be ready to recite it if the CG or a TSO inspector comes onboard?"
All crew members need to have reasonable knowledge of the Higman SMS. Does that mean you have to memorize all 500 pages? SUB M says the Captain and crew are responsible for compliance with the company's SMS. It is a good idea, though, to know how to use the "find" command when in the SMS so any policy can be quickly accessed.
"What new training will be required?"
Sub M specifies required training for all crew members which includes topics very close to what we already document in our SMS. One change you will see is the addition of annual refresher training. During the first quarter of each year, the nine required refresher courses will be posted on the Higman CBT system for all to complete.
Much of the hands-on training such as the on board drills are already a part of our SMS.
In conclusion, Higman has a great start on Sub M. With additional discussion in the month ahead, we should be well prepared for our first TSMS audit. With the continuation of SIRE inspections and TSMS audits conducted shoreside by our customers, the transition should go smoothly.
It is a new world for the uninspected fleet, but we are up for the task.
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NEW POLICY
FOR TANKERMAN PROMOTIONS
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Check out the SMS Volume 1 Policy and Procedures (G.2.100.1)
In the most recent change to volume 1 of the SMS that you will find in the 3rd quarter CBT there is a new policy on the promotion of Tankermen. Below is a brief overview of the new policy.
Deckhand to Tankerman Level 1 - Must be a Deckhand 2 with 180 days with the company as a Deckhand, have the required transfers per Coast Guard regulations, attend Tankerman School and be recommended by the Captain for promotion.
Tankerman Level 1 to Level 2 - Must be a Level 1 for 180 days with the company and at least 20 transfers with a minimum of 10 loads. And, the employee must be recommended by the Captain for promotion.
Tankerman Level 2 to Level 3 - Must be a Level 2 for 180 days with the company and have at least 10 transfers with a minimum of 5 loads and a recommendation for promotion from the Captain.
Tankerman Level 3 to Level 4 - Must be a Level 3 for at least 180 days with the company and have at least 10 transfers with a minimum of five loads and be recommended for promotion by the Captain.
There is a provision in the change for a newly hired Tankerman and their first promotion.
These are the minimum requirements for promotion. As always, promotions are at the discretion of the Captain. Just because you have the minimum time at a certain level, and the minimum transfers, does not mean you have to be promoted.
If you any questions about this new policy talk to your Port Captain or call Dennis at 281-684-6018.
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HIGH BLOOD PRESSURE (HBP)
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The Silent Killer
Blood pressure measures the force of blow flow against the walls of your arteries as your heart pumps blood through the body. High blood pressure (HBP) causes the heart to work harder to pump blood. One in three adults has HBP.
Blood pressure readings are given as two numbers, for example, 120 over 80 (written as 120/80 mmHg). Another name for HBP is hypertension.
The top number is called the systolic pressure. The bottom number is called diastolic blood pressure.
- Normal blood pressure is when your blood pressure is usually 120/80 or lower most of the time.
- HBP (hypertension) is when your blood pressure is 140/90 or above most of the time.
- If your blood pressure numbers are 120/80 or higher, but below 140/90 it is called pre-hypertension.
Most of the time high blood pressure has no symptoms, and as time goes by you can develop heart disease and kidney problems. It can also cause loss of vision, heart attack or stroke. Some of the later symptoms of high blood pressure can be headaches, dizziness, blurred vision, and blood in the urine. Most of us find out about our high blood pressure only when we visit a doctor.
You are at a higher risk for high blood pressure if you:
- are African - American
- smoke
- are obese
- are always under excess stress
- drink too much alcohol, more than 1 drink a day for women and more than two drinks a day for men
- have too much salt (sodium) in your diet
- regularly eat processed, canned, or fast foods
- have a family history of high blood pressure
- have diabetes
What can you do reduce high blood pressure and its complications?
- Have your blood pressure checked yearly.
- Eat a heart healthy diet, including fruits, vegetables, and fiber.
- Drink plenty of water.
- Exercise regularly, at least 30 minutes a day, 5 days a week.
- Limit your alcohol intake.
- Limit your salt (sodium) intake to between 1500mg and 2000mg per day; that equals approximately only 1 teaspoon.
- Stop smoking. Find a program that will help you stop. We have a free EAP (Employee Assistance Program) toll free number, 1-800-523-5668, to assist you.
- Reduce stress.
- Stay at a healthy body weight. Find a weight loss program to help if you need help.
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What am I Supposed to Do?
Your tow is in the Houston Ship Channel. It's a beautiful calm day with great weather conditions. But what about this annoying nearby shrimp boat? It has passed back and forth across the channel several times. You can never be quite sure where its next passage will be. You call on the radio, but there's no answer. Besides that, you also hear quite a lot of unintelligible chatter on the radio waves this morning. The shrimp boat doesn't even seem to be aware that you are right here, or if they are, they don't mind ignoring your radio calls and forgetting all about your boat's existence. It's clear they are intent on doing things their way, and that includes being in your way.
You blow the danger signal, but this boat continues its erratic behavior too close for your comfort. What are you to do about this unpredictable vessel ahead of you? What steps can you take to make this situation safer?
According to the U.S. Department of Homeland Security, United States Coast Guard, Navigation Rules-INLAND General-Responsibility RULE 2, it's up to you to do all you can possibly do to be sure no incident or accident occurs.
Rule 2 states: (a) Nothing shall exonerate any vessel, or the owner, master, or crew thereof, from the consequences of any neglect to comply with the Rules of the Road or the neglect of any precaution which may be required by the ordinary practice of seamen, or by the special circumstances of the case. (b) In construing and complying with these Rules due regard shall be had to all dangers of navigation and collision and to any special circumstances, including the limitations of the vessels involved, which may make a departure from these Rules necessary to avoid immediate danger.
After a July 10, 2001 accident involving a wayward shrimp boat, Capt. Eduardo Rendon, who oversaw tugboat operations for Signet Maritime at the Port of Brownsville stated: "Usually when a tugboat is involved (in an accident), it is one of two things. Being alert. That is the most important factor in a tugboat operation. Most tugboat accidents happen when the captain or crew isn't alert." Rendon pointed out that shrimp boats may cause problems if they disregard safety regulations since, "They don't pay much attention to safety guidelines."
We all know a closed ship channel means the loss of time and money, and possibly the loss of life. No one wants to see this happen. Therefore, be alert. Stay alert. Take whatever precautions are needed to avoid an accident, especially when you're around a vessel behaving in an erratic way, such as a shrimp or oyster boat, sailboat, jet ski or other general pleasure craft.
It's your responsibility and duty to take evasive action, to do whatever is needed, to avoid a collision or danger of any kind. So, as a Wheelman, the "monkey is on your back" and you better do what needs to be done.
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GOING TO THE DENTIST, BUT CAN'T FIND YOUR DENTAL CARD?
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Just let the dentist know you have coverage with Guardian, Group #344565. Then, provide them the customer service number, 1-800-541-7846, and they can look up your benefits with your social security number.
That's it!
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SOMETHING NEW! ONLINE CREW CHANGE CHECK-IN!
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The Afloat Personnel Department has implemented an online crew change check-in procedure.
This new process is designed to keep all parties that are involved with crew change up-to-date on all aspects of crew change details. This should also help employees that are off the boat to relay information to the office.
This is not intended to make our process impersonal. You may still call in if you do not have access to the internet. We simply need updated methods to coordinate all hotel rooms, cabs and additional information that is passed back and forth. This way, when certain situations require it, we will have more time to give attention to details.
The day before crew change, each employee getting on or off the vessel will receive an email. The email will be sent to the email address that is in your personnel file at the office. Please be sure to update your email address if you have any changes.
The email will provide a link to login to the online check-in system. The username is your employee ID and the password is the last four digits of your social security number. Once logged in you will see your crew change information. You will also be able to select if you require a hotel room or cab from the airport. You may also visit: www.higmanboats.com/checkin.asp
Once you submit information, you will not be able to change anything unless you call the office and discuss changes with a Crew Change Coordinator.
With this new procedure there may be some bugs to work through. If you have any questions or issues, please reply to the email you were sent, or call Afloat Personnel and let them know.
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Heat Index
Everyone enjoys warm weather, however, during extremely hot and humid weather the body's ability to cool itself is affected. The combination of temperature and relative humidity is expressed as the heat index, a simple number that tells us just how dangerous the heat/humidity combination is at any given time. The higher the heat index, the hotter the weather feels, since sweat does not readily evaporate and cool your skin. For example, if the temperature is 92 F and the relative humidity is 60%, the heat index, or the way it feels, is 105 F.
Heat Index
| Risk Level
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| <91°F
| Lower / Caution
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Provide drinking water
Be prepared to call EMS
Plan ahead for higher heat index
Train personnel on heat-related illness first aid
Remind workers to drink water, about 4 cups/hour
Encourage workers to wear sunscreen
| 91°F to 103°F
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Moderate
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In addition to steps above:
Review heat-related first aid
Schedule frequent breaks in cool, shaded area
Use buddy system; watch workers closely
If workers must wear heavy clothing or perform strenuous activity take added precautions
Schedule activities during cooler times of day
Develop work/rest schedules
| 103°F to 115°F
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High
| In addition to steps above:
Alert workers to high risk
Limit physical exertion
Adjust work activities
Use cooling techniques
Watch/communicate at all times
When possible schedule work for cooler day
| >115°F
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Very High / Extreme
| In addition to steps above:
If possible, move essential tasks to coolest part of day
Strenuous tasks and those requiring heavy clothing should not be conducted
If essential work must be done, alert workers to extreme heat hazards
Monitor pulse, body temperature
Stop work if control methods inadequate or unavailable
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Here's still more on our "Take Care of Yourself" survey from this year's Wheelman Seminar (submitted by Kyle Shaw):
5. Level of Physical Exercise? Not too big a surprise here. Sixty-five of you, or 32%, said you were not happy with your level of exercise (make that 66 - include me). But, about two-thirds of you are satisfied. This tells me that the equipment is there; it's the will that is missing. Exercise, like diet, is something only an individual can improve upon. And don't forget. A little exercise every day is better than a lot of exercise occasionally.
6. Way you are Looking After your Health? Over 75% of you feel like you are taking satisfactory care of your own health. I wish this could have been 100%. So for those 50 people that think they can do better, just do it. Your health is the most important thing you have in life so don't waste it.
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Concrete Removal from at the Causeway Bridge to Begin
USACE has contracted with RLB Contracting Inc. to dredge and remove concrete and other debris from the GIWW between the Galveston RR and Highway 45 bridges. This work is scheduled to begin on 25 July and last about 6 months. Plans are for a deck/crane barge with excavator to remove debris and place it on a barge for transport to a disposal site.
The GIWW will be closed to traffic at the bridges each day from 0700 to 1900 while this work is conducted. Current plans are for RLB to work 12 days on - 2 days off for the duration of the project. During the night, and during the two days off, GIWW traffic will not be impeded. Additionally, RLB estimates that most days they will be finished dredging sometime in early afternoon and will reopen the channel after conducting a survey to ensure no disturbed debris presents a hazard. USCG will work closely with RLB and will inform mariners of changes to the closure schedules.
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USCG RULES OF THE ROAD QUESTIONS
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BOTH INTERNATIONAL & INLAND..... What is NOT a vessel "restricted in her ability to maneuver"?
a. A vessel laying engaged in laying submarine cable
b. A vessel towing with limited maneuverability due to a large unwieldy tow
c. A deep-draft vessel that can only navigate in a dredged channel
d. A towing vessel underway with a fuel barge alongside and taking on fuel
BOTH INTERNATIONAL & INLAND..... A 200-meter vessel is aground in restricted visibility. Which signal is optional?
a. A whistle signal
b. A gong signal
c. A bell signal
d. All of the above are optional.
BOTH INTERNATIONAL & INLAND..... While underway in fog, you hear a vessel ahead sound two short blasts on the whistle. You should __________.
a. not sound any whistle signals until the other vessel is sighted
b. sound only fog signals until the other vessel is sighted
c. sound whistle signals only if you change course
d. sound two short blasts and change course to the left
BOTH INTERNATIONAL & INLAND..... A tug is towing three barges astern in restricted visibility. The second vessel of the tow should sound __________.
a. one prolonged and two short blasts
b. one prolonged and three short blasts
c. one short blast
d. no fog signal
BOTH INTERNATIONAL & INLAND..... What is the identity signal which may be sounded by a vessel engaged on pilotage duty in fog?
a. 2 short blasts
b. 3 short blasts
c. 4 short blasts
d. 5 short blasts
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Confederate Blockade Runners of the Civil War
The Confederate War effort relied on the bravery of the "blockade runners," a small group of sailors who sailed goods in and out of southern seaports under the guns of northern ships. Blockade running in the beginning of the war was crude, and many different types of ships were used; this resulted in many being captured. As time went on blockade runners started to use very sleek and fast steamships. They were described as having speed, invisibility, and handiness, with a certain space for stowage. The typical blockade runner of 1863-64 was a long, low side-wheel steamer from four to six hundred tons, with a slight frame, sharp and narrow, its length perhaps nine times its beam. It had feathering paddles, and one or two raking telescopic funnels, which might be lowered close to the deck. The hull rose only a few feet out of the water, and was painted a dull gray or lead color, so that it could hardly be seen by daylight from two hundred yards. Also, when running the blockades, ships would be doing so under complete darkness to avoid alerting any ships patrolling the area.
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| Here is an example of a well designed blockade runner.
This ship is the Nighthawk. |
These blockade runners were needed to keep supplies and the southern economy flowing. Since the blockade runners couldn't be big enough to transport tons of goods and supplies across the Atlantic they had to find another port close to the south. Nassau, Bermuda became a thriving hub for illicit dealers; the port was where England would buy and sell goods that would make their way onto blockade runner ships to be transported back to key Confederate ports. Without these supplies and income, the south would have lost the war much sooner as they were being squeezed by the north's superior Navy.
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Meet little Nathaniel "Jack"! This new born bundle-of-joy belongs
to his proud parents, Bryan and Laura Smith. Congratulations!
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| | Captain Michael (Mike) Maneely spotted this rascal while in Joliet, IL. |
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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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| Complete
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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
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HIGMAN
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LEADERSHIP
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First Session
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Second Session
| TBD | |
Third Session
| TBD |
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First Session
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| Complete | |
Second Session
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| Complete | |
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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 |
| TBD | | Fifth Session |
| TBD | | Sixth Session |
| TBD | | Seventh Session |
| TBD |
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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: 2520
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Answer to this weeks Nav Gen: C, A, B, D, C
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Sincerely,
GORDIE KEENAN
JANIS ANDERSON
DENNIS ZINK
AUSTIN ZODY
© 2016 HIGMAN MARINE SERVICES, Inc.
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