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Higmanboats.com has many forms and checklists to be completed that are more important than ever as we now begin to implement Sub Chapter M.
A towboat operation has many tasks that require completion over and over again. Engine room rounds, barge DOI's and pre-voyage checklists are examples of tasks that consist of numerous small actions or observations that must be completed for the operation to be safe and productive.
As we migrate into the early days of the new Sub Chapter M regulations, documentation of operations are critical to the success of any towboat company. How do we ensure critical tasks common to our vessels are completed and done correctly every time? How do we assure they are documented? A solution used in many fields of business, and in the Higman SMS, is the checklist. As simple as it may seem, a checklist is an efficient tool to help complete routine, multiple, and sometimes complex tasks. The checklist serves double duty by documenting what is going on during barge operations. Properly used, a checklist can help avoid potentially costly and often dangerous mistakes. The reason that checklists are so good is very simple; our brains are easily distracted. In any operation that involves multiple steps, there is a good likelihood that we would forget one or two of our duties. Using the required checklists found on Higmanboats properly ensures we will not forget anything. Besides helping you do your task correctly each time, there are some other benefits to using a checklist: - Instead of worrying about missing the small tasks, you can use your thought process to analyze the bigger picture.
- While completing the tasks on the checklist, you might discover some other nearby part, pipe joint, etc. that needs attention.
- You can save time by knowing right where to go and in proper order.
- Keeping records of gauge readings in the engine room can help you see trends leading to a maintenance requirement.
- You will satisfy regulatory requirements ("think DOI") without having to worry about missing any points.
- You do not need to spend time remembering the steps, so this way you can devote the entire time to doing the task.
Having a checklist can help you delegate tasks much easier and assist with the training of a new crewmember.
Training a new crewmember on a specific operational task requires initial hands-on instruction. Once past the initial instruction, assign them the appropriate checklist to be completed. The checklist will bring them step-by-step through the task completion. A good example of this is the "DAILY INSPECTION / SERVICE GUIDE."
Checklist pit-falls
"Pencil whipping" is an easy way of getting out of the task at hand and could be a weakness of any checklist or crew member. This is the systematic practice in where information is provided without the implied work having been done or the underlying information confirmed.
Those that "pencil whip" typically get caught in the end when a small problem turns into a big problem. Resist the temptation to "pencil whip" at all costs!
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IMPORTANT! PENINSULA OFFICE DELIVERY ADDRESS
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The Higman Peninsula office shares the same address as its next-door-neighbor, the SAS facility. Unfortunately, this has caused some recent delivery issues.
To minimize this problem be sure to adhere to this important guideline. If you are having a package delivered,
SPECIFY THE RECIPIENT'S NAME ON THE ADDRESS LINE AS SHOWN BELOW:
Higman Marine Services, Inc. (or Higman Barge Lines, Inc.)
Attn: [Crew member's name] and [M/V name]
16530 Peninsula St.
Houston, TX 77015
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Diabetes is a condition where the body does not properly process food for use as energy. Most of the food we eat is turned into glucose, or sugar, for our bodies to use for energy. The pancreas, an organ that lies near the stomach, makes a hormone called insulin to help glucose get into the cells of our bodies.
When you have diabetes, your body either doesn't make enough insulin or can't use its own insulin as well as it should. This causes sugars to build up in your bloodstream, and is the reason why many people refer to diabetes as "sugar diabetes."
Diabetes can cause serious health complications including heart disease, blindness, kidney failure, and lower-extremity amputations. Diabetes is the seventh leading cause of death in the United States.
Twenty-nine million people in the United States have diabetes; that's nearly one in 11 people. Diabetes has become an epidemic. One out of 3 people may develop Type 2 diabetes (most common diabetes) in their lifetime. Many people have Type 2 diabetes and don't even know it.
What is Type 2 Diabetes?
- The body prevents the insulin it makes from working properly.
- The body may make insulin, but not enough.
- Most people with diabetes, about 95%, have Type 2.
- Most people with Type 2 diabetes are older and overweight.
What are symptoms of diabetes?
People who think they may have diabetes must visit a physician for a diagnosis. They might have SOME or NONE of the following symptoms:
- Increased thirst
- Frequent urination
- Extreme hunger
- Unexplained weight loss
- Fatigue
- Blurred vision
Risk Factors for Type 2 Diabetes
- Weight: The more fatty tissue you have, the more resistant your cells become to insulin.
- Inactivity: The less active you are, the greater your risk. Physical activity helps you control your weight, uses up glucose (sugar) as energy and makes your cells more sensitive to insulin.
- Family history: Your risk increases if a parent or sibling has Type 2 Diabetes.
- Race: Although unclear why, people of certain races, including African Americans, Hispanics, American Indians and Asian Americans are at higher risk.
- Age: Your risk increases as you get older. This may be because we tend to exercise less, lose muscle mass and gain weight.
Complications
Long term complications of diabetes develop gradually. The longer you have diabetes, and the less controlled your blood sugar, the higher the risk of complications. Eventually, diabetes complications may be disabling or life threatening. Possible complications include:
- Cardiovascular Disease - Diabetes dramatically increases the risk of cardiovascular problems, including coronary artery disease with chest pain (angina), heart attack and stroke. If you have diabetes, you are more likely to have heart disease or stroke.
- Nerve Damage - Excess sugar can injure the walls of the tiny blood vessels that nourish your nerves, especially in your legs. This can cause tingling, burning or pain. Left untreated, you could lose all sense of feeling in the affected limb. For men, it may lead to erectile dysfunction.
- Kidney Damage - The kidneys contain millions of tiny blood vessels that filter waste from your blood. Diabetes can lead to kidney failure or irreversible end-stage kidney disease, which may require dialysis or a kidney transplant.
- Eye Damage - Diabetes can damage the blood vessels of the retina, potentially leading to blindness. Diabetes also increases the risk of other serious vision conditions, such as cataracts and glaucoma.
- Foot Damage - Nerve damage or poor blood flow to the feet increases the risk of various foot complications. Left untreated, cuts and blisters can develop serious infections, which often heal poorly. These infections may ultimately require toe or leg amputation.
Treatment for Type 2 Diabetes (or pre-diabetes)
- Healthy lifestyle choices can help you control your blood sugar and bring it back to a normal level. Maintaining a healthy weight through exercise and healthy eating can help. Exercising 30 minutes a day 5 days a week and losing 5%-10% of your body weight may prevent Type 2 Diabetes.
- Certain medications can control your high blood sugar or Type 2 Diabetes.
- Medications to control cholesterol and high blood pressure help. However, a healthy life style is the key.
If you feel you may have some of the above symptoms, or already have diabetes, contact your doctor for an appointment. There are various tests and blood work that can determine if you are at risk. The key is early detection and treatment.
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Our 3000th CBT was issued only two days ago and we have in total over 3040 certificates completed thus far. The 3000th CBT was completed by Luther Beckham, Captain of the M/V Gretchen C, on August 1st. Please contact Austin to claim your $150 Walmart Gift Certificate.
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Pre-Transfer Conference is more than just filling out a check-off list.
Most Pre-Transfer Conferences are routine. The Dock PIC and the Barge PIC sit down and go through the required checklist. Hook-ups, flow rates and topping-off procedures are all discussed. The DOI (Declaration of Inspection) is filled out, line by line, then signed by both parties.
Not only is this the time to establish the details of the transfer, but it is also the time to build a rapport with your shore side partner, the Dock PIC. There is great value in making the Dockman comfortable with your professionalism and with your knowledge of the operation and equipment.
For the next few hours, that relationship between the Dockman and the Tankerman is the most important one in the operation of the tow. The relationship is critical to a successful transfer. A breakdown in that relationship can open the door to a disaster: a spill, a potential barge structural failure, or worst yet, an injury.
What is critical to making this relationship work? Let's take a look.
How does it begin? Clear, accurate, and uninhibited communication is needed with your shore partner.
How does that start? Your appearance communicates a lot to the Dockman.
A neatly dressed barge representative with the proper PPE tells the Dockman he is working with a professional. Tell me: How would you feel if you went to a doctor and he was dressed in an old stained tee shirt with a ragged pair of jeans? You might think twice about staying in the examination room.
In the same way, the first impression you give to the Dockman is a form of communication.
After that initial encounter, next comes your verbal communication. All your discussions with the Dockman should be professional, to the point and undistracted by non-relevant chit chat.
Are your communication tools up to the task? Is your radio working properly and securely attached to your work vest? Are your discussions with the Dockman clear and accurate? Does the Dockman understand you and do you understand him? In simple terms, are you both on the same page?
I used the term uninhibited communication above. By that I mean that you are not afraid to speak up to the Dockman if something does not look right. You are in charge of the barge. The Dockman is in charge of his dock, but both of you need to work in partnership to safely transfer the product.
Honesty and Integrity
There have been cases where the Dockman shows up to the Pre-Transfer Conference with a pre-filled DOI. The Tankerman questions the Dockman about it who then says, "Don't worry; just sign it."
Is this acceptable? Of course not! But, the Tankerman may feel pressured by the Dockman to sign at the bottom. At this point, as Tankerman, you may want to get your Wheelman involved.
Once you have signed a DOI which was not properly executed, you are party to a fraudulent situation. If anything happens during that transfer, your PIC license could be on the line.
If during your inspection you notice something is wrong -- a hose is out of it's inspection date or your orders are slightly different than the dock's orders -- it is then time to test your integrity. Let the Dockman know.
If you get the brush off and cannot resolve it yourself, then it is time to get your Wheelman involved.
Follow-up
As the transfer progresses, your job as Barge PIC is to continue to keep that communication line open. Continuing follow-up with the Dockman will ensure that you both understand the status of the transfer.
Contingencies
Beyond the "meat and potatoes" of the Pre-Transfer Conference, there should be a discussion of the terminal's emergency procedures. What happens if there is an emergency either on the barge or in the plant? What is your next step? How will you know about a plant emergency? These all need to be discussed prior to transfer.
All duties, responsiblilties, and procedures for transfers can be found in SMS, Vol 1, Policy and Procedures, Section C. Vessel Operations, 2.
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Common sense should be the basis to any rule
In the GENERAL WORK RULES of the Higman SMS, we say No Employee shall:
- Leave the vessel without the Captain's/Relief Captain's and Port Captain's permission
In practical terms, this work rule should say No Employee shall:
- Leave the vessel for any non-operational reason without the Captain's/Relief Captain's and the Port Captain's permission
There will be a change of wording in the Higman SMS during the next quarterly update.
As professionals, common sense is the key to this work rule and it needs to be followed. With the normal fluid status of most refinery's and terminals, you never know when you are going to be called to the dock!
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Needle Gun Safety
A pneumatic (air) needle gun is a tool driven by a compressed air supply. The tool forces needles against the work surface at variable speeds up to 2500-5000 times per minute. It's an excellent tool for stripping rust and paint from metal. The work is done quickly, and it even works well on metal that isn't smooth.
Angle of use
To use a needle gun properly to clean metal, you need to know how to use it correctly. It performs most efficiently when held at a 90-degree angle to the surface. This allows the small pointed chisels to most effectively do their work. If you are not holding the needle gun at a 90-degree angle, you are not allowing the tool to work properly and the area will not be cleaned quickly or completely.
PPE
Tiny fragments of rust and paint will constantly be flying off the surface you're working on. These can easily fly into your eyes unless you wear safety goggles so that your eyes are totally protected. It's best to also wear gloves to protect your hands from these small flying fragments.
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|  | Tankerman William Smith of M/V
Higman Mariner wears proper PPE | |
Vibration exposure
Extended use of a needle gun can cause problems that affect the hand, wrist and arm due to the high levels of vibration. This condition can be painful. The vibration can affect blood vessels, nerves and muscles, as well as joints of the hands, wrist and arm.
What are warning signs and symptoms? - The condition begins with tingling in the fingers, followed by numbness.
- In cold and wet, fingers turn white, then blue, then red and become painful. You can't feel things and have difficulty picking up small objects like screws or nails.
- Loss of strength in your hands may cause you to be unable to pick up or hold heavy objects.
- Due to restricted circulation, you may develop aching wrists and forearms, tingling sensations or numbness, and white fingers or hands.
Controlling vibration exposure - Use the appropriate tool for the job.
- Follow good work practices.
- Take frequent breaks to avoid vibration exposure.
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STEERING FAILURE RESPONSE
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Evasive Actions
If the boat losses steering while underway, follow this set of responses to help stabilize the situation and determine the problem so you can react properly.
If the system is normally on Full Follow Up (FFU), and your steering stops responding, what do you do?
The Wheelman's Response
Alert the crew of the situation.
Switch to Non Follow Up (NFU) and judge the steering reaction.
If the steering works, instruct the deck crew to check the feedback equipment. If the rudder angle indicator has also stopped working, it is probably a problem with the thin rod that connects the steering quadrant with the feedback equipment.
With the rudder angle indicator out, you may have to station a crewmember with a portable radio to relay rudder position to the wheelhouse to get the tow to safe mooring.
If that does not help, prepare to switch to the standby steering motor. If the maneuvering situation is critical, you may have to switch to the standby steering motor without verification of a non-leaking hydraulic system.
Alert area traffic of your steering failure. Prepare to ask for maneuvering help if needed.
The Deck Crews' Response
When alerted that the steering is unresponsive, grab a handheld VHF radio. It will be important that you can communicate quickly with the Wheelman. In the wheelhouse, they should have already tried switching to the NFU control.
If NFU works, head to the back deck (steering flat) and check the feedback box, aft of the rudder quadrant. Look for a possible damaged rod that connects the rudder quadrant to the feedback box. This rod relays the position of the rudders to the system.
Look back at the wake. Is the wake matching the angle of the rudder? Relay information back to the Wheelman.
If the Wheelman says the NFU does not work and the system is still unresponsive, take a quick look at the steering flat for a leaking or broken hydraulic line.
If no leaks, head to the lower deck in the engine room. Look near the steering pumps for obvious hydraulic leaks.
If no leaks are visible, call the Wheelman and tell him he can switch to the stand-by steering pump.
The Wheelman's Response
Switch to the standby steering motor if there is no significant hydraulic leak.
If steering now works, have the deck crew look for obvious first motor problems.
Still no steering? Take actions needed to get to safe mooring.
Follow the decision tree below to help sort out the problem with your steering.
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Voyage Planning Tool for the Chandeleur Sound Alternate Route
SCI's Center for Maritime Education is honored to provide the industry with a Rose Point voyage plan for the Chandeleur Sound Alternate Route.
The plan was developed by Capt. David Abney (ACBL) along with our instructors CAPT. John Arenstam (Paducah) and CAPT. Dave Howell (Houston).
If you would like a copy of this file that can be used in your Rose Point System, contact Gordie. The NOAA charts for Chandeleur Sound have been updated to show the new route buoys installed by the USCG. If you have recently synchronized your ROSE POINT system, the new buoys will be there on both the raster and the vector charts.
If you are a Face Book user, there is a closed group, "Chandeleur Sound Alternate Route Discussion" that can be joined. There is good navigation information by Wheelmen that have crossed the route since it was opened. The group was started and is moderated by Jim Stark of the Gulf Intracoastal Canal Assoc.
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USCG RULES OF THE ROAD QUESTIONS
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BOTH INTERNATIONAL & INLAND.....A traffic separation zone is that part of a traffic separation scheme which __________.
a. is between the scheme and the nearest land
b. contains all the traffic moving in one direction
c. is designated as an anchorage area
d. separates traffic proceeding in one direction from traffic proceeding in the opposite direction
BOTH INTERNATIONAL & INLAND.....In a traffic separation scheme, when joining a traffic lane from the side, a vessel shall do so __________.
a. at as small an angle as possible
b. as nearly as practical at right angles to the general direction of traffic flow
c. only in case of an emergency or to engage in fishing within the zone
d. never
BOTH INTERNATIONAL & INLAND.....You hear the fog signal of another vessel forward of your beam. Risk of collision may exist. You MUST __________. a. stop your engines
b. take all way off, if necessary
c. begin a radar plot
d. All of the above BOTH INTERNATIONAL & INLAND.....A fog signal of one short, one prolonged, and one short blast may be sounded by a __________. a. vessel not under command
b. vessel at anchor
c. vessel towing
d. All of the above BOTH INTERNATIONAL & INLAND.....A towing vessel and her tow are severely restricted in their ability to change course. When making way, the towing vessel will show ONLY __________. a. the masthead lights for a towing vessel
b. the lights for a vessel restricted in her ability to maneuver
c. sidelights, stern light, and towing light
d. All of the above.
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USS Lexington- Timberclad Gunboat, Civil War Era
Lexington was originally built as a sidewheel steamer in Pittsburgh, Pennsylvania. Soon after completion it was purchased from the Union War Department where she was transported to Ohio and converted into a gunboat. The Lexington was a Timberclad gunboat, meaning that timber was its main armor, rather than iron or cotton. And because it was a sidewheel steamer it had much more maneuverability to move forward and backward without need to turn around.
The Lexington was assigned to duty on the Mississippi River and its tributaries, and she took part in several actions with Confederate vessels and land forces during the last four months of 1861 and early 1862. In February 1862, she took part in the capture of Fort Henry and in other operations on the Tennessee River. During the next few months, she continued her activities in that area, participating in the great Battle of Shiloh in early April.
In June 1862, Lexington went up the White River and helped to bombard enemy positions at Saint Charles, Arkansas. She operated on the Mississippi during most of the remainder of 1862 and was formally transferred to the Navy in October. November and December found her on the Yazoo, clearing "torpedoes" and bombarding the Confederates. Lexington was active January-March in 1863 in Arkansas and Tennessee, participating in the capture of Fort Hindman, Arkansasthe defense of Fort Donelson, Tennessee and the burning of Palmyra, Tennessee. In March-May 1864, she took part in expeditions up the Black, Ouachita, and Red rivers in Louisiana, and helped defeat an attack on White River Station, Arkansas in June. Following the end of The Civil War, USS Lexington was decommissioned in July 1865 and sold the following month. |
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| Happy smiles from Captain Glenn Bumpas of
M/V Miss Marianne, with his lovely wife, Evelin |
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| Relief Captain "Trey" Davis passes on information
during watch change on M/V Higman Mariner |
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| | Possibly here we see "Trey" practicing his finger puppetry skills! |
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| Fireworks display captured by Captain "Mike" Maneely of
M/V Higman Mariner working in the Joliet / Chicago area |
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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
| TBD | |
Second Session
| TBD | |
Third Session
| TBD |
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First Session
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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: 3040
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Answer to this weeks Nav Gen: D, A, B, B, D
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Sincerely,
GORDIE KEENAN
JANIS ANDERSON
DENNIS ZINK
AUSTIN ZODY
© 2016 HIGMAN MARINE SERVICES, Inc.
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