THE TOWLINE HIGMAN MARINE SERVICES, INC.
HIGMAN BARGE LINES, INC.
FALL 2014
TABLE OF CONTENTS 3
John McMahan’s Comments
4-5
Take Charge of Your Training
6
The Devil is in the Details
6
5-Year Mark
7
SMART Institute Visits Higman
8-17
New Vessels
18
Shut It Off!
19
Man Overboard (MOB)
20
Close Quarters Maneuvering
21-22 22
Double-Check Mentality Barge Light Side Placement
23-24
Choking First Aid
25-26
Using Bleach
27-28
Ever Wrestled a Monster?
28
1964!
29-30
When the Steering Goes Down
31-32
Lessons from an Incident
32 33-34
First Aid/CPR Classes Available Unsung Tools for Maritime Safety
34
New Faces Ashore
35
Damage by Understatement
36
Meet Captain Elton Jeansonne
37-39 40 Fall 2014
Promotions Employee News/Dates to Remember 2
Copyright © 2014 by Higman Marine Services, Inc.
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John McMahan’s Comments This year has been a year of growth and changes to all of us at Higman. Through October we have taken delivery of 7 new boats and 29 new barges, including the first of three new 3600 HP boats. These boats will be operating 3-barge tows for our client’s river requirements. A second 3600 HP tow will be placed in service in January. Our continuing success, as always, is dependent upon the skill and expertise of our employees. Currently we are well positioned to maintain the level and quality of service our clients require. We will continue to place an emphasis on training all employees with the goal of constant improvement and expertise. Higman wants to provide a positive experience in our workplace and offer employees career opportunities both afloat and ashore. Our shoreside personnel has expanded consistently with our fleet. There are new faces, as well as new responsibilities for others. In July, Cliff Carraway left to pursue new business interests and John Costello was selected to head the Afloat Personnel Department. In the seven years Cliff was with us he successfully kept our manning, crewing, and benefits at the top of the industry. Also in June, Jerry Casagrand moved shoreside to become a Port Captain working out of the Houston Operations Office. Robert Cates joined us as Purchasing Manager in July. Most recently, Tom Peyton was hired to replace Bryan Smith, who moved to the Safety and Vetting group to fill the vacancy left by John Costello. Although 2014 has overall been a successful year, we continue to incur expenses for incidents that are avoidable. We are focused on working with each Port Captain and vessel crew to improve our performance in this regard. We realize there is a lot more traffic on the waterways today and that many of the personnel are fairly new in their licensed position. We want to ensure our personnel are fully trained and supported. Therefore, our Computer Based Training (CBT), bi-weekly Training Newsletter as well as other training courses are addressing current industry challenges. Our goal going forward is to continue to expand our afloat training and to fill new positions in the fleet from within our program. As this issue goes to press we will be preparing for winter and expect it to be similar to weather experienced this time last year. Let’s be ready and not get caught unprepared. Get with your Port Captain, Maintenance, and Purchasing and let’s have a good closure to 2014.
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Take Charge of Your Training Opportunities Abound for Building your Knowledge Base It is time to head home after 20 days on the boat. Here is an important question, “What did you learn during those 20 days onboard?� As a Tankerman, you may have picked up pointers on stripping a particular cargo from the barge. Maybe you learned by talking to a seasoned Tankerman, or maybe you discovered things through trial and error. As a Wheelman, maybe you learned a better way to negotiate a bend on the Tombigbee. The Captain may have suggested making a different approach, or maybe you observed the tow ahead setting up differently than usual. All in all during those 20 days, you undoubtedly informally retained important information that helps you do a better job. The common term for informal learning is "gaining experience." We all gain this regularly and it is an important part of training. Can we better direct this type of informal learning so information gaps get filled? It's up to you to determine important skills missing from your personal experience or which ones need improvement, then find ways to get training and experience in those skills. Filling in the gaps The first step is to develop a personal training plan. What can you learn in the next 20 days that will further your career? If your goal is to become a member of the wheelhouse team, devise a plan to prepare for your Steersman interview. Knowing basics of Rules of the Road and understanding the Higman Safety Management System will go a long way toward a successful interview. These are attainable goals for a 20-day hitch. As a Tankerman there is always something more to learn onboard the boat and barges. What about the barge cargo system? Do you know it thoroughly? Are piping diagrams easy for you to read and understand? Spending 30 minutes each day concentrating on learning a system adds up to 10 hours of expertise on a defined topic at the end of a hitch. There are plenty of resources in the boat's onboard documentation and within the HigmanBoats.com system to provide important information and help with a personal training goal.
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Taking Charge of Your Training (continued from page 4)
Start with short term goals to accomplish in one or two hitches. Ask yourself, “What do I want to master this hitch?” Identify and gather resources to supplement and complete hands-on learning. The Higman Training Department can help find information you need. Find a "training guru" to advise you and answer questions. Look beyond usual sources; for example, a Captain needing better computer skills may find the new Deckhand is a wiz and can make this learning easy. Dedicate a reasonable amount of time daily toward your goal. Work with your Captain if it does not interfere with your watch responsibilities. At the end of your hitch ask, “Did I meet my short term goal? Have I mastered the topic?” Come up with a self-assessment process.
Here are examples of short term topics that can be mastered: Wheelhouse: 12 Volt system - wheelhouse and engine room Radars - beyond only setting the gain Rose Point - ins and outs of the system, including wiring Rules of the Road refresher - think like a lawyer Designated Examiners - how to be an effective trainer Wheelhouse wiring - power, antenna, etc. - where it goes, how it works Boat Operations: Meal preparation - become the best onboard chef in the fleet Engine room details - understanding from bilge to overhead CO2 fire suppression system - learn all details Beyond basic First Aid - learn to be effective during an onboard medical emergency Steering hydraulics - trace all lines and understand how they work These are just a few examples. There are almost unlimited topics. With a little selfassessment you can decide what you want to learn and how to master it. Resources: These days learning resources are all around us. Look for them and use them. Onboard - manuals for just about every piece of equipment on the boat. Some are a bit challenging to read, but the basics are there. Online - a few keystrokes bring up a wealth of information. HigmanBoats.com - boat specific info, navigation references, Higman Training Newsletter Archive, tons of information. Higmantraining.com - home of the Higman Computer Based Training (CBT) system . New courses and older courses are available. Higman Training Department - call us and we can help find resources you need. Ask yourself, “What is my personal training plan?” Fall 2014
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The Devil is in the Details Ramp Up Operations with Attention to Detail A towboat operation can be described as a system of many parts and procedures controlled by the people onboard. There is very little on a boat or barge that does not have some sort of function to help make the system work. Our procedures provide a company foundation with the goal of a safe and productive workplace. In all, there is a lot that needs your attention, detail and precision. There is a saying, "the Devil is in the details," which expresses the idea that whatever one does, it should be done thoroughly. Port Capt Jerry Casagrand discusses Steering system emergency procedures with assembled crews from several Higman boats.
Why? Because details are important.
5-Year Mark Higman is pleased to recognize these crew members for achieving 5 years with our company: Mike Hazelwood—M/V INGLESIDE Johnnie Parker—M/V FREEPORT Jeff Sanderson—M/V SYBIL L. LAQUAY Ben Carpenter—M/V MISS SARAH Arnold Argullin—M/V PORT NECHES Steven Hollomon—M/V JESSE B. GUNSTREAM Ronnie Gaines—M/V ANTIETAM Michael Horn—M/V POINT MALLARD Joseph Miller—M/V DECATUR Carey Hester—M/V HIGMAN LEGACY Michael Smith—M/V SEVERN Kyle Ewing—M/V MISS CYNTHIA Gary Smith—M/V SANDPIPER Jeff Aldridge—M/V CALCASIEU Glenn Bumpas—M/V EMPIRE Clarence Luden—M/V KARL G. ANDREN Bruce Crockett—M/V EMPIRE
Sylvester Kidd—M/V SAINT CHARLES Bobby Smith—M/V BETHESDA Miquel Allen—M/V ARUNDEL Eric Bell—M/V SAN ANTONIO Alton Rivero—M/V PEDERNALES Daniel Mitchell—M/V RED RIVER Ben Hoffman—M/V THREE RIVERS Tony Wood—M/V BOLIVAR POINT Justin Lawrence—M/V SPINDLETOP Timothy Welsh—M/V ARUNDEL Stacy Sawyer—M/V GRETCHEN C Sam Nelms-M/V SPINDLETOP Donald Nunez—M/V PIMLICO Daniel Couvillon—M/V ROCKFISH Chuck McClure—M/V HIGH ISLAND Juan Espinoza—M/V FREEPORT David Leahy—M/V COVE POINT
These 34 employees join 126 others that have made our Company home for over 5 years! These 160 crew members have an average of 10.9 years. Congratulations! Fall 2014
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SMART Institute Visits Higman The Higman Peninsula Office was a scheduled stop for participants in the Southeast Maritime and Transportation Institute (SMART Institute) on June 24. Twenty-four Institute members spent the afternoon learning about inland towing, the waterway system and marine industry opportunities. Two of our Higman San Jacinto College interns, Colton Hendrick from the M/V BELLE CHASSE and Blake Snapp from the M/V ANNAPOLIS, participated in this event and made a positive impression as we educated the group about how we are striving to acquire more educated employees at Higman and in the towboat industry as a whole. Captain Chris Jourdan, of the M/V GORDON A. KEENAN and Steersman Kevin Bingham of M/V CECIL, as well as Captain Dwight Whittington, Evaluator, assisted with the question and answer session. The purpose of SMART is to enlighten and expose high school teachers and counselors, as well as college counselors and faculty, of opportunities for valuable careers in the maritime industry. The Institute is involved with four aspects of the maritime industry: Ports and Logistics, Vessel Operations, Ship Building and Repair, Pleasure Craft.
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M/V Three Rivers Joined the Higman Fleet ! The M/V Three Rivers built by Hope Services began service in December 2013!
The Crew:
Specifications:
Captain Bacil “Jr” Risinger Relief Captain Benjamin Hoffman Tankerman Christopher West Tankerman Joey Alfred Tankerman Brandon Bliss Deckhand Robert Arrazattee
Length ................ 78’ Beam .................. 34’ Hull Depth .......... 10’ Gross Tons ......... 177 Total HP ............. 2,000 Main Engines ..... 2 x Cummins KTA 38 Generators .......... John Deere 4045 TFM
Fall 2014
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M/V San Saba Joins the Higman Fleet!
The M/V San Saba built by Southwest Shipyard joined the fleet in February 2014! The Crew: Specifications: Captain William Elliott Relief Captain Donald Peters Mate Pilot Brett Callaway Steersman Johnathan Anglin Tankerman Matthew Clark Tankerman Johnny Johnson Deckhand Delwin Jackson
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Length ................ 78’ Beam .................. 34’ Hull Depth.......... 10’ Gross Tons ......... 2177 Total HP ............. 2,000 Main Engines ..... 2 x Caterpillar KTA 38
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M/V Timothy W. LaQuay Joins the Higman Fleet!
The M/V Timothy W. LaQuay built by John Bludworth joined the fleet in February 2014! The Crew:
Specifications:
Captain Joshua Thompson Pilot Jason Ellington Steersman James Lee, Jr Tankerman Tyson Tucker Tankerman Justin Burgess Deckhand Kenya Barnes
Length ................ 84’ Beam .................. 32’ Hull Depth.......... 11’ Gross Tons ......... 262 Total HP ............. 2,680 Main Engines ..... 2 x Caterpillar 3512C Generators .......... John Deere 6068 TFM
Fall 2014
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M/V Sybil L. LaQuay Joins the Higman Fleet! The M/V Sybil L. LaQuay built by John Bludworth joined the Higman fleet in February 2014!
The Crew:
Specifications:
Captain John Gonzales Relief Captain Gerald McCain Pilot Jeffrey Sanderson Steersman Joshua Walker Tankerman Andrew Bryant Tankerman Joshua Lambert Tankerman Zerrick Kelly
Length ................ 84’ Beam .................. 32’ Hull Depth.......... 11’ Gross Tons ......... 262 Total HP ............. 2,680 Main Engines ..... 2 x Caterpillar 3512C Generators .......... John Deere 6068 TFM
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M/V Calcasieu Joins the Higman Fleet!
The M/V Calcasieu built by Hope Shipyard joined the Higman fleet in March 2014!
The Crew:
Specifications:
Captain David Jones Relief Captain Jeffrey Aldridge Steersman Anthony Lapaglia Tankerman Javier Rangel Tankerman Michael Carroll Deckhand Jamieson “JJ” Millet
Length ................ 78’ Beam .................. 34’ Hull Depth.......... 10’ Gross Tons ......... 177 Total HP ............. 2,000 Main Engines ..... 2 x Cummins KTA 38 Generators .......... John Deere 4045 TFM
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M/V St. Rose Joins the Higman Fleet! The M/V St. Rose built by Hope Shipyard joined the Higman fleet in May 2014! The Crew:
Specifications:
Captain Jory Eaton Relief Captain Jason Magaro Pilot Rufus Davis Steersman Bernard Parker Tankerman Darion Jackson Tankerman Matthias Culotta Deckhand Sanford Craig
Length ................ 78’ Beam .................. 34’ Hull Depth .......... 8’ 8” Gross Tons ......... 177 Total HP ............. 2,000 Main Engines ..... 2 x Cummins KTA 38 Generators .......... John Deere 4045 TFM
Fall 2014
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M/V Higman Legacy Joins the Higman Fleet!
The M/V Higman Legacy built by Boconco Shipyard joined the Higman fleet in July 2014! The Crew:
Specifications:
Captain Iry Duplantis Relief Captain Ben Pearson Pilot Carey Hester Steersman Gustav Rettig Steersman Daniel McElroy Tankerman Erin Pardon Tankerman Dedrick Davis Tankerman Michael S. Roach Deckhand Kurt Rallinson
Length ................ 114’ Beam .................. 35’6” Hull Depth .......... 12’ 6” Gross Tons ......... 297 Total HP ............. 3,620 Main Engines ..... 2 x Caterpillar 3512C Generators .......... John Deere 4045 TFM
Fall 2014
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M/V Sweeney Joins the Higman Fleet! The M/V Sweeney built by Southwest Shipyard joined the Higman fleet in July 2014!
The Crew:
Specifications:
Captain Keith Parish Relief Captain Bryan “BJ” Smith Pilot Raymond “Bubba” Bogs Tankerman Shane Lowden Tankerman Dexter Neal Tankerman CeeJay Smith
Length ................ 78’ Beam .................. 34’ Hull Depth.......... 10’ Gross Tons ......... 177 Total HP ............. 2,000 Main Engines ..... 2 x Cummins KTA 38 Generators .......... John Deere 4045 TFM
Fall 2014
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M/V Horn Island Joins the Higman Fleet!
The M/V Horn Island built by Hope Shipyard joined the Higman fleet in August 2014! The Crew:
Specifications:
Captain: James “JJ” Connor, Jr. Relief Captain Joseph Johnson Pilot Craig Hurt Steersman Matthew Cornelison Tankerman Edward Esquivel Tankerman Aaron Cordray Deckhand Nicholas Rousse
Length ................ 78’ Beam .................. 34’ Hull Depth .......... 10’ Gross Tons ......... 177 Total HP ............. 2,000 Main Engines ..... 2 x Cummins KTA 38 Generators .......... John Deere 4045 TFM
Fall 2014
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M/V Ingleside Joins the Higman Fleet!
The M/V Ingleside built by Hope Shipyard joined the Higman fleet in October 2014! The Crew:
Specifications:
Captain Michael Hazelwood Relief Captain Edward Uribe Pilot Daniel Austin Tankerman William Cummings Tankerman Darrell Lions Tankerman Joseph Berry
Length ................ 78’ Beam .................. 34’ Hull Depth ......... 10’ Gross Tons ......... 177 Total HP ............. 2,000 Main Engines ..... 2 x Cummins KTA 38 Generators .......... John Deere 4045 TFM
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Shut It Off! Understanding and Operating the Emergency Fuel Shut-Off System USCG Fire Safety Regulations require towboats to have systems to stop the flow of fuel in the event of a break in the fuel line. Higman boats:
Have a positive, remote fuel shut-off valve fitted on the main fuel line that supplies fuel directly to main engines and generators. It is located near the fuel tanks and operable from outside the engine room, just forward of the port engine room door. All crew members need to be familiar and ready to operate the emergency fuel shutoff system.
Parts Start with the actuator valve. The actuator valve is an in-line ball valve connected on the inlet side of the compressed air system. On the downstream side, it is connected to the emergency fuel shutoff valve. There is a small orifice on the outlet side to bleed off air pressure on the downstream side once it is closed. The emergency fuel shut-off valve is located at the base of the fuel tanks. It is spring loaded and actuated by air pressure. Apply a shot of compressed air, and the valve shuts. To reopen, you must manually reset by turning the "T" handle 90° counterclockwise. When open, the "T" handle is in line with the fuel flow.
To Reset Emergency Fuel Shut-Off Valves 1. Secure emergency shut-off actuator valve 2. Air line releases pressure at vent 3. Reset/Open emergency shut-off valve. Turn handle 90° counterclockwise until clicks in place. 4. Hand turn reset handle only! Do not use a wrench. All emergency fuel shut-off valves should be tested monthly by the boat crew.
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Man Overboard (MOB) What Can You do to Make Sure it Doesn’t Happen to You? In our industry working on deck is a daily routine. When washing the boat, catching lines or building tow, crewmembers are constantly at risk. There are many dangers working on a towboat. Unarguably, the most dangerous is "man overboard." Deckhands and Tankermen are especially at risk. Consider these sobering statistics: Over two-thirds of MOB fatalities are crewmembers who work on deck. The number one cause of death to mariners are falls in the water. Leading activities that involve MOB fatalities are line handling and walking on decks alone and unobserved. 90% of MOB fatalities occur in calm weather with less than one foot seas. Most MOB fatalities occur on Western Rivers. A Coast Guard study in 2012 cited 359 incidents of "man overboard" resulting in 205 deaths. That’s almost 60% fatalities. Avoid becoming a statistic: Always wear a PFD on a barge or in a skiff. Always let the Wheelman know before you go out on a tow. Keep someone informed of your whereabouts at all times. Communication is key to a safe operation. Conduct pre-evolution meetings with all hands involved prior to mooring or building tow. Ensure everyone understands the task and how to operate safely. Ask for assistance if needed from a dock hand, fellow crewmember, or Wheelman. Advise the Wheelman of any dangers or obstructions in completing your assigned task. If there is only one man on deck, discuss Fall 2014
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expectations and possible scenarios. Understand your imitations. It may not be wise to throw a wet line 15 feet. Difficult throws greatly decrease stability and balance. Know your surroundings. Are your lines coiled and stowed? Are you standing near a hatch cover while attempting to catch a line? Is it properly dogged? Is the deck wet or slippery? Are there any slips, trips, or fall hazards? Always have a waterproof flashlight. It allows you to see dangers on and can be used as a signaling device.
Drills, Drills, Drills. Practice makes perfect. Conducting MOB and other emergency drills may save a life, and it could be yours. How will your boat handle a man going overboard? Does everyone know and understand their role for MOB according to the Emergency Station Bill? Does everyone know how to operate the skiff? Do you practice putting the skiff over the side? Does your boat have a Jacobs Ladder to retrieve someone out of the water? Are life ring buoys in place and ready to be deployed? Have strobe lights been tested? Can you remove strobe lights quickly if necessary? Are life ring buoy outer shells free of excessive cracks, wear and tear?
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Close Quarters Maneuvering—Sighting Distance Sighting Distance is an Important Skill for Tankerman and Deckhands “Twenty feet below, ten feet wide; you are now five below, five feet wide.” Though it seems simple, this is one of the toughest skills a Tankerman or Deckhand has to master. The Wheelman in the pilot house is depending on your accurate assessment of distance as he guides the tow into a lock or to a dock. You are normally two football fields away from the controls in the wheelhouse; your description of the relative movement and distances are the only accurate indicators your Wheelman has. Depth perception: How do we judge distance? As humans, our eyes are placed in the front of our heads. That allows us to use information derived from different projections of viewed objects onto each retina to judge depth. By using two images of the same scene obtained from slightly different angles, it is possible to triangulate distance to an object with a high degree of accuracy. Our brain does this naturally, but needs help and training in translating distances into useful information. So how do we do that? Using objects with known lengths helps train your brain to describe distances. Start with short distances. How long is a Ford F150 standard cab? It is about eighteen feet long. Use an item in the parking lot for a guide. Look at the length and let your brain record this distance. Now look beyond the truck and imagine twice the length. Your mind is now projecting thirty six feet. A third projection gives you fifty-four feet. Divide the truck in half to nine feet, another half and you are looking at four and a half feet. For longer distances, use your barges. Higman barges are either 54 or 50 feet wide. Look from the port side to the starboard. Again, use your mind to visualize 50 feet. When breasted up, you can visualize 100 ft. For farther distances, again use the length of Higman barges, that are approximately 300 feet long. It takes practice to get it right. At short distances, your accuracy can be within half a foot. Keep trying until you get it right. Your Wheelman will thank you!
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Double-Check Mentality Planning and Follow-Up are Key to a Quality Operation Building quality into a towing operation should be the goal of every crewmember. To run a towboat and push a set of barges, those on the front lines are faced with activities requiring constant decision-making and full participation of everyone onboard. The foundation of a quality towboat operation starts most importantly with each individual crewmember. Our Safety Management System helps foster quality performance by offering guidelines and checklists to keep operations pointing in the right direction. This keeps all personnel working on the same page and helps determine if something is going wrong. Policies are followed by checklists and sign-off sheets that ensure all steps are completed. Most checks, though, are after-the-fact and not always practical in minute-by-minute activities. Therefore, how do we ensure what we do daily leads us to produce high quality, successful outcomes? How about developing a personal doublecheck mentality? Double-check mentality is a deliberate thought process to consciously plan your next move or activity. It means mapping in your mind the next step so it is done correctly. The double-check mentality reminds you to check what you have completed during each step of an operation to ensure everything in your control is done right. This does not mean second-guessing yourself. It means taking time to assure the step you just took is correct and complete, and doing the same for all future steps in your job tasks. Let's look at examples where double-check mentality can help: Real life example #1: The Higman Training Department was building a line handling demonstration area" in the "Big Blue Building" at the Peninsula office. I (Gordie) needed to complete welding of kevels on our moving platform and fabricate a mounting bracket for the 120 volt winch so our Deckhand Academy could start practicing. The distance from my work area to our shop in the warehouse is probably 200 yards. I made that trip at least three times the afternoon I was fabricating these items because I did not use doublecheck mentality. What was lacking in my thought process? I decided a drill and drill bits were required to complete the mounting bracket. I walked to the warehouse, grabbed a couple of drill bits and the drill, but did not do my double-check. I walked all the way back into the “Big Blue Building�, realized I needed a bigger drill bit and the drill chuck was missing, now requiring another long walk back. You get the picture. Taking time to double-check myself during each step to see what was actually needed would have saved time and energy. Fall 2014
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Double-Check Mentality (continued) Real life example #2: This example has a much more serious outcome that could have been prevented by using personal double-check mentality. While taking on fuel at a marine fueling terminal, a Tankerman connected the fuel supply hose to a lube fill line resulting in a spill to the containment area and a contamination of the onboard lube oil tank. How could this happen? The Tankerman connected the fuel hose to the clearly stenciled 15W40 lube fill pipe. Not even a basic check was made here. The Tankerman failed to notify the Relief Captain before starting the transfer. A personal double-check before starting should have told him he was not following company policy. Double-check mentality double-whammy failure happened here. There was no check of the lineup. A mental review of the procedure would have alerted the Tankerman that the Wheelman must be notified before proceeding. Imaginary Life # 1: Doing it right. It is time for you to make a round of the barges while underway. Before walking out on the barge, you mentally complete your double-check. PPE and equipment - Work vest, flashlight, pocket knife, radio, etc. Make a conscious double-check of what you have to bring and what you may need. Have you made your radio check? Safety review - Are you ready to face the barge environment with all consideration for keeping yourself and the rest of the crew safe? Do a “mental double-check" regarding safety requirements. Job assignment - Mentally review your assignment on the barge. Do you have the right tools? Contingency planning - Take a few moments to think about what could occur that has not been anticipated. Think outside the box. Is there something that could use your attention? For example, should you bring WD-40 and spray all hatch dogs while checking the voids? The point of double-check mentality is to plan ahead and then follow up each task with well-thought implementation. From there, Quality will follow!
Barge Light Side Placement What’s wrong with this picture? Plug-in running lights must be set in side screens so the arrow cast in the light housing points forward. If the arrow on the plug-in running light does not point forward, the visible arc required will not be seen by other vessels over the entire range. Are your barge running lights properly positioned?
Fall 2014
This running light shown can only be seen for 90° instead of 112.5°.
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Choking First Aid Clean, Sanitize and Help Prevent Illness Three real life success stories What do Higman employees Gordie Keenan, Andy Worley and Janis Anderson have in common? They are different ages, different sexes, varying heights and weights, yet each one has successfully used a first aid measure known as The Heimlich Maneuver to dislodge an object caught in someone's throat. Andy was on a vessel eating breakfast with a Wheelman when suddenly the Wheelman coughed, convulsed and slumped in his chair. He became unconscious, falling face first to the galley floor. Immediately, Andy's Army First Aid training took over. He laid the victim on his back, checking for breathing. Because the Wheelman wasn't breathing he turned him over onto his stomach, placed his arm around his belly, made a fist, and thrust twice. The second thrust forced food out of the Wheelman's throat and instantly he regained consciousness and started breathing. A bit of breakfast was dislodged from the Wheelman's throat and a life was saved! Gordie and his wife, Ruth, had friends over one evening enjoying wine, cheese and assorted grapes. Ruth began to gasp and clutch her chest. Having recently taken a First Aid refresher course, Gordie recognized signs of choking and quickly got in position to use The Heimlich Maneuver. After several hard compressions, a grape dislodged from Ruth's windpipe and came flying out. Ruth quickly recovered. Grapes are a common choking hazard. Thankfully, this one was sent away with no lasting harm!
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Janis was at Disneyland in line for a ride when a man near her began coughing, became silent, put both hands to his throat, and doubled over. His family gathered around and could only watch in horror, not knowing what to do. Janis took action, saying, "You're supposed to do this," then spun the man around, cupped her hands to make a fist and placed them above the victim's waist, and pushed inward and upward. After a couple movements, a cough drop shot out of the man’s mouth! What actually happens during choking? An object gets caught in the throat or windpipe and blocks the flow of air. Food is often the cause, but with young children, it can be any small object they swallow that gets stuck. Because choking cuts off oxygen to the brain, first aid must be given as quickly as possible. The universal sign for choking is hands clutched to the throat. However, if a person is not giving this signal, look for these other signs: Inability to talk Difficulty breathing or noisy breathing Inability to cough forcefully Skin, lips and nails turning blue or dusky Loss of consciousness For choking first aid, the Red Cross recommends a "5 & 5" back– blow approach. The American Heart Association does not teach the back-blow technique, but only The Heimlich Maneuver and abdominal The Towline
Choking First Aid (continued ) thrust procedure. Back-blows are not essential; either approach is acceptable. Give 5 back-blows. First, deliver five back -blows between the person's shoulder blades with the heel of your hand. Give 5 abdominal thrusts. Perform five abdominal thrusts (The Heimlich Maneuver). Alternate between 5 blows and 5 thrusts until blockage is dislodged. To perform The Heimlich Maneuver on another person: Stand behind the person. Wrap your arms around their waist. Tip the person forward slightly. Make a fist with one hand. Position it slightly above the person's navel. Grasp the fist with the other hand. Press hard into the stomach with a quick, upward thrust, as if trying to lift the person. Perform a total of 5 abdominal thrusts, if needed. If the blockage still isn't dislodged, repeat the 5 & 5 cycle, or continue Heimlich maneuver and abdominal thrusts. If you are the only rescuer, perform back blows and/or abdominal thrusts before calling 911 or other emergency help. If another person is available to assist, one should perform first aid while the other calls for help. To perform The Heimlich Maneuver on yourself: First, if you are alone and choking and have a land line, call 911 or your local emergency number immediately. Even if you cannot speak, the land line number can be tracked to your location. Although you cannot effectively deliver back -blows to yourself, you can still perform Fall 2014
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abdominal thrusts to dislodge the item. Place a fist slightly above your navel. Grasp your fist with the other hand and bend over a hard surface such as a countertop or chair. Shove your fist inward and upward.
Clearing the airway of a pregnant woman or obese person: Position hands a little bit higher than normal for the Heimlich Maneuver, at the base of the breastbone. Proceed as normal, pressing hard into the chest, with a quick thrust. Repeat until food or other blockage is dislodged or person becomes unconscious. If victim becomes unconscious, you must clear the airway: Lower person on his or her back onto the floor. Clear the airway. If there's a visible blockage at the throat, reach a finger into the mouth and sweep out the object, being careful not to push food or another object deeper into the airway. Begin cardiopulmonary resuscitation (CPR) if the object remains lodged and the person does not respond to these measures. Chest compressions used in CPR may dislodge the object. Remember to check the mouth periodically for anything that you can remove. The Towline
Using Bleach Clean, Sanitize and Help Prevent Illness Always read and follow label directions before using cleaning products. (Never use bleach in the Marine Sanitation Device. Only use approved products for cleaning the head.) Bleach refers to a number of chemicals that disinfect, whiten, or remove color. Chlorine bleach can kill 99.9% of bacteria and viruses, kill mildew, algae, and weeds, and even prolong the life of cut flowers. Bleach is most often used in galleys and bathrooms, but use is not limited to these areas alone. Since chlorine bleach is a strong oxidizing agent, it is hazardous if not used properly. You should never mix chlorine bleach with any other household product, because it can react to form hazardous fumes. For example, mixing chlorine bleach with ammonia or vinegar can release poisonous chlorine gas. For thorough surface cleaning on your boat or at home, first wash the area with soap and warm water to remove loose dirt. Next, read and follow label directions to sanitize with bleach. Before use, ask any questions you may have in order to safely use any product. To Make a Disinfecting Solution Per the Higman SMS: "The use of a disinfecting solution containing one part bleach to 10 parts water will destroy virtually all viruses, fungi and bacteria that could be transmitted to crewmembers. However, when using this solution, crewmembers should be careful and take extra precautions to prevent splashing the solution in their eyes or on their clothing."
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Important Safety Guidelines NEVER mix bleach with ammonia, vinegar, or ANY other cleaner! Toxic vapors are produced which can harm your eyes, nose, mouth and most importantly, your lungs and your ability to breathe. Injury from this dangerous reaction can even be fatal. Try not to directly breathe product fumes. If indoors, open windows and doors to allow fresh air to circulate while you work. Wear protective clothing such as rubber or other non-porous gloves, eye protection and rubber boots when needed. First Aid If exposed to fumes from mixed bleach and ammonia, immediately leave the area and get to fresh air. Seek emergency help. Vapors can attack eyes and mucous membranes, but the biggest threat comes from inhaling toxic gases that may damage your lungs and prevent you from breathing. 1. Get away from the site where chemicals were mixed. 2. Shout for help. Poison Control can give advice on handling after-effects of exposure and chemical clean up. 3. If you find someone you think was exposed to these toxic fumes they may be unconscious. If you can, remove the person to fresh air, preferably outdoors. Administer first aid and call for help. 4. Thoroughly ventilate the area before returning to clean any liquids. Open windows or doors and allow time for toxic fumes to dissipate. Only then go back to cleanup. Dilute the chemical mixture with plenty of water. Wear gloves, goggles and The Towline
Using Bleach (continued) rubber boots for protection. You can call Poison Control if needed for specific instructions. The U.S. Poison Control number is: 1-800-222-1222.
When used properly bleach is an inexpensive and effective way to clean your vessel or at home. It will disinfect and whiten. Bleach will sanitize to help prevent illness and disease. Remember to use caution and work safely and wisely.
Bleaching Laundry:
Never Mix Bleaches Dilute for Best Results Wait to Add Bleach Make it HOT. Keep it Fresh (6 month shelf life)
Annual Awards The Higman Annual Awards are presented each year at the Wheelmen’s Seminars. Presented this year: 2014 Flag Captain: Flag Captains are awarded based on their 2014 performance regarding crew management, communication abilities, crew training, safety performance, and personal abilities. This years’ Flag Captains are: William Elliott M/V SAN SABA Randy Hopson M/V RIO GRANDE Raymond Sergent M/V HIGH ISLAND
Jory Eaton Arnold Argullin Bub Meredith
M/V ST. ROSE M/V PORT NECHES M/V SANDPIPER
2014 “H” Boat: “H” stands for Honor. The Honor award is given to any boat that has a perfect SIRE report and does not have any incidents or injuries. M/V ARANSAS PASS M/V COVE POINT/ RIO GRANDE M/V FREEPORT M/V GEORGE H. THOMAS/ RED RIVER M/V LAVACA BAY
M/V MATAGORDA M/V HIGH ISLAND M/V SANDPIPER M/V SPINDLETOP
2014 Safest Boat: These boats had the best yearly safety record: Canal Rivers Overall
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M/V FREEPORT M/V ARANSAS PASS M/V HIGH ISLAND
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Ever Wrestled a Monster, Ridden a Bull or Partied like a Rock Star? You are probably familiar with energy drinks like Red Bull, Rock Star and Monster that have large amounts of caffeine and other stimulants. These drinks are marketed as providing mental and physical stimulation. They may or may not be carbonated, but they all do contain large amounts of caffeine.
is a higher likelihood of an energy "crash-andburn" effect.
Caffeine is a natural substance found in cocoa beans, tea leaves, and kola nuts, and is classified as a stimulant drug. Caffeine in an energy drink ranges from 75 mg. to over 200 mg. per serving. Compare this to 34 mg. of caffeine in Coke and 55 mg. in Mountain Dew.
Caffeine at high doses can cause headaches. The acid in coffee can upset the stomach, worsen ulcers, and raise blood pressure and cholesterol.
Consume energy drinks carefully. Ingredients in these beverages can boost heart rate and blood pressure, sometimes to the point of heart palpitations causing pounding or skipping a beat. Since caffeine is a diuretic, these drinks can cause dehydration, and like other stimulants, may prevent sleep either during the day or at night. To combat ill effects, it is suggested you drink 8 ounces of water for every cup of coffee you drink. Since caffeinated drinks can lead to dehydration, they are not good when working out or doing physical activities. Since most energy drinks do not provide electrolytes, there
Caffeine can cause you to feel jittery and anxious. Too much caffeine makes it difficult to concentrate. If you feel stressed, a cup of coffee can increase this feeling.
When energy drinks are used as mixers with alcohol this is a dangerous combination. Mixing a depressant with a stimulant sends mixed signals to the nervous system and can possibly cause more severe cardiac problems.
Stimulant effects mask how intoxicated you are and prevent you from realizing how much alcohol you consumed, impairing judgment even more.
No matter how alert you feel, your blood alcohol concentration is the same it would be without the energy drink. Once the stimulant wears off, the depressant effects of alcohol remain and can cause vomiting in your sleep or respiratory depression.
Both energy drinks and alcohol are dehydrating. Dehydration can hinder your body's ability to metabolize alcohol and will increase toxicity, worsening the hangover and health risks.
Used occasionally, energy drinks are not necessarily bad. Drinking a single energy drink in a day is okay for most people, but drinking two or more in a single day can be excessive. Beware because one can of an energy drink Fall 2014
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Ever Wrestled a Monster? (continued) may actually contain two or more servings. Be careful so you can correctly monitor caffeine, sugars and other stimulants you ingest. Due to large amounts of sugar and caffeine, energy drinks may give a temporary energy boost, but too much sugar can add extra pounds. Here are three better all natural, ways to boost your energy: Get enough sleep, exercise regularly and eat healthy foods.
1964! Imagine the year 1964 or 50 years ago. It was the year that:
The Ford Mustang was first introduced. The Rolling Stones released their debut album. Mohammed Ali beat Sonny Liston in the World Heavy Weight Title fight. The Beatles first appeared on the Ed Sullivan Show (black and white TV, of course). Plans were unveiled to build the World Trade Center. Captain Pete (Connie O’Neil Peters) began working for Higman.
Wow! Congratulations to Captain Pete for his amazingly long career at Higman. He started 5 years before the first man, Neil Armstrong, walked on the moon on July 20, 1969. Super Bowl I was still three years away (January 15, 1967)! How many people can say they worked for the same company for half a century? Captain Pete has provided a great legacy through the many Wheelmen and Tankermen he has mentored along the way. Their success in the marine industry started with the clear guidance and training given by Captain Pete. Thank you Captain Pete for your 50 years of dedication!
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When the Steering Goes Down Steering Failure Requires Quick Thinking and a Logical Plan A seemingly routine voyage out of a lock and into the river quickly becomes dramatic as the steering system fails to respond. The sticks are hard to port and nothing is happening. The tow tracks across a river that gets narrower and narrower each second. As a Wheelman, what would you do next? Step one should have already happened. In any critical operation, an escape plan always needs to be part of your operational toolbox. How do you react when the status quo changes? Are you ready to quickly assess a situation and make the right decision if something unexpected happens? This escape plan must be included in your situational awareness. When evaluating an upcoming maneuver, gather critical variables (current, weather, traffic, etc.) and monitor surroundings as the maneuver is underway. Through it all, be mentally prepared to respond to any unplanned circumstance. But back to the steering failure— what is the next step? To react properly to any failure, it helps to know the systems forward and backward. Steering controls have changed over the decades of riverboat operation. In early steamboat days, cables attached to the ships' wheel in the pilot house ran via pulleys to the rudder in the stern. The large diameter ships' wheel used mechanical advantage to transmit the pilot's commands to the rudder. Today Higman boats operate with electric over hydraulic steering. What does this mean? Quite simply, movement of the steering stick or the joy stick is converted to an electrical signal sent to a series of open or closed solenoid valves that control hydraulic fluid flowing to or from the steering rams. The system will operate in two modes: Non Follow Up mode (NFU) and Full Follow Up mode (FFU). The modes are selected by the MODE switch on the pilothouse steering console. Primarily towboats operate on the Full Follow Up mode. Fall 2014
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When the Steering Goes Down (continued) FFU Full follow up mode starts with the steering sticks. When the Wheelman changes position of the stick, the rudder begins to move and keeps moving until it reaches the ordered position indicated by the position of the sticks. To return the rudder to amidships position, sticks must be manually positioned to the centerline or zero degree position. The rudder position is sensed by a feedback unit located near the rudder quadrants. This allows the rudders to line up with the wheelhouse stick position. The feedback unit also sends a signal to the rudder angle indicator in the pilothouse. NFU This is the most fundamental steering mode. This mode allows the Wheelman the most direct control of the steering gear pump oil flowing into the steering actuators. NFU uses the joystick control and causes the rudder to rotate port or starboard for as long as the joystick is held in the left or right position. Upon releasing the joystick the rudder remains stationary, holding position until the NFU joystick is again operated, or the steering mode is changed to a follow up mode. Setting the rudder angle to the desired position is achieved by the Wheelman observing the rudder angle indicator and operating the NFU joystick left or right. Evasive Actions If you lose steering while underway, follow this set of responses to help stabilize the situation and determine the problem. With the system normally on FFU, your steering stops responding: Switch to NFU and judge the reaction. If the steering works, check feedback equipment. If rudder angle indicator also stopped working, it is probably a problem with feedback equipment. With rudder angle indicator out, you may have to station a crewmember with a portable radio to relay rudder position to the wheelhouse until you get to a safe mooring. If that does not help, prepare to switch to the standby motor. Alert area traffic and your crew to the steering failure situation. Prepare to ask for maneuvering help if needed. Have your crew check for a broken hydraulic hose and check hydraulic reservoir levels before starting the standby motor. Switch to the standby steering motor if there is no significant hydraulic leak. If steering now works, check the first motor for problems: Check overheating, electrical, connections, circuit breakers, fluid level. Push "reset" button located on the steering pump controller. Place your hand on the steering pump motor that shut down; is it too hot to keep your hand there more than 10 seconds? Still no steering, take actions needed to get to a safe mooring. 80% of steering system losses are caused by electrical failures; connections, breakers, etc. A small percentage of failures are caused by mechanical problems; hose, fitting, ram failures. Follow the Decision Tree on previous page to help determine the problem with your steering. Fall 2014
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Lessons From an Incident Incident Reviews Reinforce Safe Navigation Policies We have all heard about the marine incident that occurred near the Bolivar intersection on March 22, 2014. A loaded, two-barge red-flag tow departing from Texas City was hit by an inbound ship as it was crossing the intersection of the Houston Ship Channel (HSC), the Intracoastal Canal and the Texas City Ship Channel. A ruptured cargo tank on one of the barges allowed a spill of about 4000 barrels of heavy fuel oil. The HSC was closed for about four days during spill cleanup operations.
Rule 6 covers safe speed. It requires the vessel operator to always proceed at a safe speed in the prevailing conditions so effective action to avoid collision can be taken. Two minutes before the collision, the inbound ship was moving at 12.9 kts. At that speed, the ship will cover one nautical mile every 4.6 minutes. With the visibility at one mile, the ship at 607 ft. will cover that distance in 10 lengths. Is that enough time to respond if an unforeseen object comes out of the fog?
An investigation of the cause of the incident is ongoing and the official report from the National Transportation Safety Board will be months, if not years away.
Always operate at a speed that will allow for evasive action to avoid a collision.
But for now with what little we know about the incident, what observations can we make that can help us reinforce safe navigation in our operation?
Whenever underway, a Wheelman must always think ahead. With that comes the responsibility to have an escape plan prepared. Entering a lock, docking in a tight situation or transiting a bridge, what is your plan if something is not right? In the case of this towboat operator, his escape plan was poorly formulated. With a flood tide working against the head of his tow, the chance to make a 90째 turn in a short span was slim to none.
Let's start with a look at the conditions. Reports from several Higman boats in the area described patchy fog, a flood tide through the intersection and light winds out of the east. Visibility reported by the ship pilot, was about a mile just before the collision. What are our lessons? Live by the Rules Rule 2 of the Navigation Rules state that nothing shall exonerate the vessel from complying with the rules and that the vessel must take action to avoid collision even if there is deviation from the rules. Fall 2014
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Have an escape plan
Use all available means Your wheelhouse is loaded with tools that can help you safely navigate. In this collision, avoidance action started way too late to make much of a difference. Were the wheelhouse operators using all the tools at their disposal? Communication between the two vessels started only about two minutes before the The Towline
Lessons from an Incident (continued) collision. How was the radar used onboard? How was the chart plotter used to determine if a safe crossing was possible? Was there any communication with the Houston VTS system to understand the traffic situation and to help make the crossing decision? Understand the area of transit The Bolivar intersection is said to be the second busiest crossing in the world. With five different channels meeting, do we give this area enough respect or is it taken for granted? Develop a tight voyage plan We talk about our voyage plans all the time. This is a reminder that a tight, well researched and well-written voyage plan is always important. Did the towboat crew have a current plan that documented the weather conditions? If a proper voyage plan was available to the Wheelman on watch that day, might he have stayed put until the fog cleared out? Would he have been informed there would be a strong flood tide at the intersection? What other lessons can we learn from this incident?
First Aid/CPR Classes Available Get Certified! The Higman Training Department is pleased to announce we have begun in-house training by our own instructors for First Aid and CPR. Training consists of basic First Aid procedures and "handson" CPR practice. The training is approximately 4 hours and is available to all afloat and ashore personnel. After the course, you will be certified as a First Aid/CPR provider. The certification is good for two years and it fulfills the requirement of certifying our afloat personnel. To register, give us a call. At that time, we will discuss with you the available schedule options.
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Unsung Tools for Maritime Safety Out of the Spotlight Some types of safety gear get all the attention. Go to any safety meeting and you most likely hear discussions of the well-known personal protective equipment. Work vests, hearing protection and safety goggles are high on that list. Don't forget your steel toed boots and a hardhat. You will also discuss the fixed or portable CO2 systems and the fire pump, systems that all crewmembers need be able to operate in an emergency without having to figure it out. But what about the lesser-known safety gear that is found onboard? These safety tools are not often discussed and can easily be overlooked. I am talking about the unsung tools for maritime safety. Here is my list of the safety tools we may not appreciate or we may not fully understand: Fire axe: found on the bow and on the stern of our towboats. When I asked a group of new Deckhands the other day what it was used for, I got a puzzled look. One thought it might be for fighting off pirates. Of course the correct answer is to cut any mooring or rigging lines in an emergency if the boat has to get away from a dock or a barge. Does your axe have a blade sharp enough to sever a heavy line? When was the last time it was checked and the blade inspected? Smoke detectors: quiet and in the background, the smoke detector is one of the most important pieces of equipment for crew safety. Case in point, when a galley fire started on one of our vessels, the smoke alarm went off as designed, alerted the sleeping off-watch and brought them to action. Have the smoke detectors been checked, serviced (new battery) and recorded as per the "Crew Quarterly Towboat Inspection"? Are they being tested monthly? The "Monthly Service/Inspection Guide" requires a monthly Fire Alarm Test. This is a good time to locate and test each smoke detector. Emergency lighting: there is nothing darker than an engine room in the middle of the night when the generator decides to quit. That is unless of course you have a properly operating emergency lighting system. As per the "Crew Quarterly Towboat Inspection" they should be tested. The light bulbs can be directed so they illuminate critical areas, such as the ladder well. Life ring: located in strategic locations around the exterior of the boat. They should be ready to deploy if a man overboard situation should occur. Fall 2014
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Unsung Tools for Maritime Safety (continued) Are all your Life Ring Buoys ready to be launched? Have the MOB strobe lights been tested? Are they attached in a way that allows quick removal of the strobe if it hinders the ability to accurately throw the ring to the victim?
Other unsung tools for maritime safety:
Check the round molding plug found in the body of the life ring. If it is loose or missing, the life ring may not pass inspection during a SIRE exam. Make sure the outer shell of the life ring is not excessively cracked or faded from the sun. Portable fire extinguishers: the portables are the first line of defense typically in any fire situation. Are all crewmembers knowledgeable in operating a portable fire extinguisher? When I say knowledgeable, I mean can someone grab the extinguisher, pull the pin and effectively deploy it without too much thinking? Are all crewmembers familiar with the location of all portable fire extinguishers around the boat?
Pocket knife: all mariners should carry a pocket knife ready for emergency use. Working flashlight: always keep one by your bunk ready to turn on if the lights go out and there is an emergency. First aid supplies: a first aid kit missing critical supplies will not do any good when needed. Make sure yours is filled with the required supplies and the medications are not out of date.
There are other unsung tools that should be considered and discussed to ensure all crewmembers know how and when to use them. Let's not overlook all the parts we need to run a safe operation!
New Faces Ashore The Houston office has added Reba Karimi, Kate Pham, Ana Soliz, and Dianne Villarreal in the Accounting and Payroll Department, as well as Mark Licciardi in IT and Chase Matt in Scheduling. The Peninsula Office has grown to include Robert Cates, Rodney Dominguez and Sam Marano in Purchasing, Hillary Padgett, as Receptionist , Mary Kay Cole in HR, and Thomas Peyton as the new Barge Maintenance Administrator. The Boat Maintenance Department in Orange has welcomed Bryant Burr. The Decatur office now includes Justin Smith. Josh Almanza joined us as a Shore Tankerman.
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Damage by Understatement “Understatement” has No Place in an Incident Report How many times have you heard, "That's an understatement!"? An understatement is defined as the presentation of something being smaller or less important than it really is. During World War I the British Navy engaged the German fleet at the Battle of Jutland on May 31, 1916. The British fleet was commanded by Admiral Sir David Beatty. Admiral Beatty aggressively positioned his battle cruisers to engage with the German ships but was drawn into a trap. During the fight, two of the Admirals' battle cruisers, the HMS
damage they may have caused and human nature leads us to understate the reality of the matter. Here is an example of an understatement from a recent Vessel Incident Report Description of how incident occurred: CAME OUT OF LOCKS INTO RIVER WENT TO MAKE TURN NOT (north) BOUND AND STEERING DIDNT RESPOND Description of damage: BUSTED ALL WIRES ON BARGES, AND CAUSED DAMAGE PILING ON DOCK In this report there is not much to be evaluated by:
INDEFATIGABLE and the HMS QUEEN MARY,
exploded and quickly sank.
The Admiral commented soon afterward with the famous understatement, "There seems to be something wrong with our bloody ships today."
In the end, the British lost three battle cruisers, three armored cruisers, eight destroyers, along with the lives of 6,094 sailors. Incident reports Incident reporting is the last place we want to find an understatement. A thorough and well thought out incident report gives an accurate account of what happened without skimping on the uncomfortable details or leaving out important facts. No one wants to report on
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the Port Captain who has to determine what response action is needed. the Safety Department that may need to bring in a marine surveyor, has to deal with the dock owner and may need to work with the USCG. the Repair Department that has to fix any damages to Higman equipment. the Scheduling Group that has to contact the customer to explain what happened and to work out contingencies.
In this case, the lead barge was heavily damaged requiring a dry dock. The damaged piling cited was much more than a simple push -over and will require extensive repair with expensive dock delays. Because of the understatement of damage, the USCG was not informed in a timely manner, exposing the company to possible fines.
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Meet Captain Elton Jeansonne In 1974, the National Maximum Speed Law was passed by Congress and signed by President Richard Nixon. In an effort to conserve fuel a nationwide speed limit was set at 55 mph and not fully repealed until 1995.
Elton's goal back then was to go from the deck to the wheelhouse. Prior to the USCG regulations that set up the Steersman programs we know today, a Tankerman learning to steer was typically on his own. Training in the wheelhouse was done on your off watch and there was 1974 was also the year that no TOAR to guide and Elton Jeansonne started document the skills needed. working on the inland Sea time, three Wheelman waterway system where he recommendation letters and can still be found today as a Higman Pilot. 14 days of school were all that was needed to get Elton has been with Higman almost 25 years. a Coast Guard Wheelman’s license. Having just graduated from high school in 1974, Elton got his waterway start with Toups Marine Transport, Inc. on the M/V LEONA B. TOUPS. The LEONA was a 1000 HP boat that had only one bunk room for its four-man crew. Air conditioning was available in the wheelhouse and in the one bunk room, but was left out of the galley.
With a newly printed license in 1981, Elton started his first days behind the sticks having never made a lock, having never made up a tow and having only docked a tow a few times. Back then there was a “learn as you go” mentality. Elton learned fast.
Elton next signed on with Barge Transport Company in 1976. There he started at $27 a day as a Deckhand. He quickly learned how to load and discharge black oil barges and earned his Tankerman ticket in 1978.
Away from the boat, Elton spends much of his time fishing and camping. He lives in Oakdale, LA.
Elton joined Higman in 1990 as a Pilot and has filled every position in the wheelhouse. As a new Deckhand with little in the way of Presently, he serves as Pilot on the M/V maritime skills, Elton at least could cook a bit; MATAGORDA. hamburgers and fried chicken were his specialties. The Captain told him to learn a new Having worked on the waterway for over 40 dish from his momma every time he went home years, he has seen many changes. The biggest and bring it back to the boat. In that era, it was change is the serious emphasis on safety and not unusual to trade fuel with the local fishermen protection of the environment. Today’s for shrimp or fish. The food was not bad! operations are a far cry from the way it was done in the 70’s and 80’s. Back then, as long as the Toups Marine Transport, Inc. lasted only for two Captain was happy, there was no contact with more years before they went out of business. the office.
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Thanks Captain Elton for your 25 years of Higman service! The Towline
Promotions Captains Michael Campbell David Cox Jarrett Hopson Wesley Horton Sylvester Kidd Glenn Labit Eric McLain Jacob Penney Joshua Thompson Timothy Upshaw Timothy Welsh Richard Whitney Todd Whittington Bryan Williams Joshua Williams
Master Pilots OJ Griffin DJ Harper Corey Hopson Craig Hurt Steven Prince John Stultz
M/V POINT ISABEL M/V SKIPJACK M/V COVE POINT M/V MISS CYNTHIA M/V SAINT CHARLES
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M/V POINT COMFORT M/V ANNAPOLIS M/V HORN ISLAND M/V FREEPORT M/V KYLE A. SHAW
M/V ARANSAS PASS
Mate Pilots
M/V CUMBERLAND M/V ANTIETAM
Joshua Asbury Kevin Bingham Raymond Bogs Gregory Bullock Jason Ellington Drew Ezernack Currin Glover Anthony Gotreaux Stephen Hampton Quintin Keys Shawn LaPoint Joseph Miller Rene Nieto Matthew Pittman Jack Ratley Jeffrey Sanderson Tony Smith Tommy Thornton Wesley Vineyard Willis Washington Gabriel West Donnie Williams
M/V TIMOTHY W. LAQUAY M/V PRESTON N SHUFORD M/V ARUNDEL M/V MISS MARIANNE M/V ALLIANCE M/V CHESAPEAKE M/V ERIK SALEN
Relief Captains Michael Ash Billy Coates Kyle Ewing AJ Fowler James Glover Cheyenne Halloran Omar Hingle Benjamin Hoffman Michael Horn Cody Lindsey Gerald McCain Roy McGraw Scott McKey Reese Meeks Joseph Mickey Jason Perry Lance Ramsey Gary Smith Jackie Stelly Al Trowbridge Allen West
M/V GREBE
M/V ANNAPOLIS M/V COLT CLARY M/V MISS CYNTHIA M/V SKIPJACK M/V KYLE A. SHAW M/V PORT NECHES M/V MATAGORDA M/V THREE RIVERS M/V POINT MALLARD M/V TRINITY BAY M/V SYBIL L. LAQUAY M/V MISS MARIANNE M/V RIO GRANDE
M/V CHESAPEAKE M/V CECIL M/V SWEENEY M/V ANTIETAM M/V TIMOTHY W. LAQUAY M/V BELLE CHASSE M/V LOUISIANAN M/V GUADALUPE M/V DRUM POINT M/V POINT ISABEL M/V BOLIVAR POINT M/V DECATUR M/V RED FISH M/V ROCKFISH M/V MISS MARIANNE M/V SYBIL L. LAQUAY M/V SKIPJACK M/V BALTIMORE M/V COLT CLARY M/V CAPT. JACK HIGMAN M/V EMPIRE M/V CUMBERLAND
M/V ERIK SALEN M/V CAPT. JACK HIGMAN M/V GEORGE H. THOMAS M/V JOHN T. MCMAHAN M/V SANDPIPER M/V SAN BERNARD M/V ALLIANCE M/V SPINDLETOP
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Promotions (Cont.) Steersman Arthur Barnes Brandon Benjamin Shane Bradberry Chase Carriere Travis Cheramie Ryan Cook Carlan Falkenberry Kyle Hardy Deldrick Harrison Steven Hollomon Heath Johnson Johnathan Knotts Anthony Lapaglia Christopher Lege Clifford McDuffie Ethan Pierce Ray Preciado Jimmie Roby AJ Rodriguez Terrell Swinton David Trevino AJ Vargas Justin Willingham
Tankerman 4 M/V SPINDLETOP M/V ROCKFISH M/V MARK E. FLYNN M/V MARK E. FLYNN M/V SAN MARCOS M/V PRESTON N. SHUFORD M/V POTOMAC M/V DRUM POINT M/V HIGH ISLAND M/V JESSE B. GUNSTREAM M/V CAPT. JACK HIGMAN M/V SKIPJACK M/V CALCASIEU M/V BAFFIN BAY M/V PORT NECHES M/V SAN BERNARD M/V CALCASIEU M/V POINT ISABEL M/V POINT MALLARD M/V CHESAPEAKE M/V PIMLICO M/V GEORGE H. THOMAS M/V ORANGE
Steersman 1 Johnathan Anglin Curtis Arms Antoine Binder Randy Dalhaus Jesse Fleeman Lance Harris John Houston Andrew Jones Aaron Larsen Justin Lawrence James Lee Randall Lowrey John Ramirez Michael Roach Jared Smith Justin Surdukan Troy Totorico Joshua Walker Cody Wallace
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M/V SAN SABA M/V GUADALUPE M/V LOUISIANAN M/V GUADALUPE M/V COVE POINT M/V CECIL M/V CAPT. JACK HIGMAN M/V ANNAPOLIS M/V MISS MARIANNE M/V SPINDLETOP M/V TIMOTHY W. LAQUAY M/V SEVERN M/V ABERDEEN M/V SAN MARCOS M/V ALLIANCE M/V DECATUR M/V BALTIMORE M/V SYBIL L. LAQUAY M/V BELLE CHASSE
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Alexis Anderson Joshua Battle Jason Berry Bradley Bishop Cory Clark Aaron Cordray
M/V KARL G. ANDREN
Henry Daigle Chris Falkenberry Michael Ford Ted Gaspard Justin Godeaux Charles Hanna Romeo Harriell Joseph Hartwell Noel Hood Reico Hopkins Felix Jackson Johnny Johnson Nicholas Jones Shane Lowden Darrell McCain Gary Medcalf William Moseley Desmond Murray Jerome Myles Joseph Pahnka Erin Pardon Joshua Peters Dalton Ramon Shaun Riley Iry Rogers George Schrader Keevin Smith Jared Snyder Blake Spence Andrew Walker Curtis Warren Lendal White Daniel Williams Justin Beeker Michael Worsham Kenneth Wright
M/V ROCKFISH
M/V BETHESDA M/V PIMLICO M/V LOUISIANAN M/V ARUNDEL M/V HORN ISLAND M/V LAVACA BAY M/V SANDPIPER M/V MISS MARIANNE M/V RED RIVER M/V SAN ANTONIO M/V SPINDLETOP M/V SKIPJACK M/V COLT CLARY M/V FREEPORT M/V CHESAPEAKE M/V SAN SABA M/V SAN MARCOS M/V SWEENEY M/V ROCKFISH M/V POINT ISABEL M/V MISS CYNTHIA M/V GORDON A. KEENAN M/V FREEPORT M/V JESSE B. GUNSTREAM M/V HIGMAN LEGACY M/V ERIK SALEN M/V CLIFFORD L. CARRAWAY M/V PRESON N. SHUFORD M/V ANTIETAM M/V ERIK SALEN M/V EMPIRE M/V MISS SARAH M/V SAN BERNARD M/V HIGH ISLAND M/V MARK E. FLYNN M/V ORANGE M/V CLIFFORD L. CARRAWAY M/V SAINT CHARLES M/V ORANGE M/V MISS CYNTHIA
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Promotions (Cont.) Tankerman 3
Tankerman 2 (Cont.)
Joseph Berry
M/V INGLESIDE
Daniel Boudreaux
Michael Roach
M/V HIGMAN LEGACY
M/V PORT NECHES
Lance Brunning
M/V JOHN T. MCMAHAN
John Sjostrom
M/V TRINITY BAY
Caleb Coleman
M/V LOUISIANAN
Gerald Tate
M/V BETHESDA
Michael Cypert
M/V DECATUR
Tyson Tucker
M/V TIMOTHY W. LAQUAY
Chazsman Easton
M/V GREBE
Christopher West
M/V THREE RIVERS
Dean Fickling
M/V TRINITY BAY
Andrew Westbrook
M/V BOLIVAR POINT
Cory Fleeman
M/V MISS MARIANNE
Andres Mendoza
M/V HIGH ISLAND
Noah Mitchem
M/V COLT CLARY
Justin Bell
M/V CECIL
Bryan Oliver
M/V JESSE B. GUNSTREAM
Justin Burgess
M/V TIMOTHY W. LAQUAY
Percy Payton
M/V GRETCHEN C
Tyler Crager
M/V GREBE
Sidney Phifer
M/V POINT COMFORT
Darrion Jackson
M/V ST. ROSE
Dallas Sepulvado
M/V SANDPIPER
Jeremiah Johnson
M/V MISS SARAH
Derek Simpson
M/V DRUM POINT
Drew Pattillo
M/V MARK E. FLYNN
Robert Smith
M/V PEDERNALES
Jamaal Peeples
M/V PORT NECHES
Roderick Thomas
M/V POINT MALLARD
Kenneth Robinson
M/V SAN MARCOS
Stephen Tuttle
M/V ROCKFISH
Christopher Taylor
M/V POINT ISABEL
Cameron Wagner
M/V BALTIMORE
Austin Willey
M/V SPINDLETOP
Tankerman 1
Tankerman 2
Deckhand 2
Brent Biskey
M/V LAVACA BAY
Justin Bilbo
M/V ARUNDEL
Colby Byrne
M/V ALLIANCE
Michael Carroll
M/V CALCASIEU
Wesley Dickerson
M/V JOHN T. MCMAHAN
Zachary Duplantis
M/V LOUISIANAN
Brooke Edmonds
M/V CLIFFORD L. CARRAWAY
Matthew Fitzpatrick
M/V SAINT CHARLES
Steele French
M/V DRUM POINT
Zachary Garrett
M/V CHESAPEAKE
Jeffrey Hebert
M/V GUADALUPE
Christopher Jackson
M/V GRETCHEN C
Steven Keenright
M/V MATAGORDA
Evan Lamkin
M/V ABERDEEN
Colin McCoy
M/V RIO GRANDE
Patrick Millet
M/V ARANSAS PASS
Fall 2014
39
Jeremy Alleman Robert Arrazattee Vernon Evans Keigan Istre Dominique Jones Paul Kyles Dillon LeBlanc Frank Marmolejo Justin Patton Joseph Prado John Saunders Austin Stephens Michael Stokes Troy West
M/V ROCKFISH M/V THREE RIVERS M/V FREEPORT M/V COVE POINT M/V GEORGE H. THOMAS M/V KARL G. ANDREN M/V ALLIANCE M/V BELLE CHASSE M/V BETHESDA M/V BAFFIN BAY M/V CHESAPEAKE M/V PRESTON N. SHUFORD M/V ORANGE M/V GREBE
The Towline
Employee News Colt Clary, Scheduler, Houston Office, and his wife, Annie, welcomed their sweet bundle of joy, Allie Grace, on November 4, 2014.
Carter James Lormand was born August 4th to Danielle and Ryan Lormand, Steersman, M/V
In July 2014, William “Junior� Fincher, Barge Superintendent, welcomed his second child, Aubri.
Captain Darrell Crain, M/V LOUISIANAN, welcomed his new baby, Hayden Chayne Crain, on December 30, 2013.
D J Harper, Pilot on the M/V POINT COMFORT, became the proud father of his son, Colton Dwayne Harper, in July.
SEVERN.
Felton Billiot, M/V GREGORY P. FRAZIER, welcomed his new granddaughter, Sophia Rose Billiot, in January.
Allen
Preston Shuford, Vice President-Maintenance, welcomed his granddaughter, Rachel Lynn Shuford, in April.
Matthias Culotta, Tankerman on the M/V ST. ROSE, became a proud daddy of a baby boy, Braxton Leonard, born July 15, 2014.
Captain Ray Sergent peacefully passed away October 22. Ray joined Higman in 1996 as a Tankerman and served until retirement in 2014 as Captain of the M/V HIGH ISLAND.
West, Relief Captain, M/V SPINDLETOP, welcomed his son, Lukas Allen, to their family on July 15, 2014.
Dorian Rocha, Barge Superintendent, was married to his sweetheart, Helen.
Dates to Remember 2015 Advanced Pilothouse Management (Simulator) First Session
April 27-29
Second Session Third Session Fourth Session Fifth Session Sixth Session
June 1-3 June 15-17 July 20-22 August 10-12 September 21-23
Acknowledgements The Towline was written and produced by: Janis Anderson Kelly Cleaver Gordon A. Keenan Dennis Zink John T. McMahan
2015 Wheelmen's Seminar First Session Second Session
March 18-19 March 30-31
Third Session
April 8-9
Fall 2014
40
The Towline
M/V Gretchen C finds snow near Chicago, by Captain Luther Beckham
M/V Baffin Bay, is west bound, at mile 182 ICWW, by Steersman Taylor Milam
Fall 2014
41
The Towline