The Tow Line, Fall 2012 by Gordon Keenan

THE TOW LINE HIGMAN MARINE SERVICES, INC.

Volume 3, Issue 1

HIGMAN BARGE LINES, INC.

Fall 2012

TABLE OF CONTENTS 3

John McMahan’s Comments

Dates to Remember

95 Years in the Towing Business

6-13

New Vessels

Onboard Orientation

Making Onboard Training Stick

Crisis Management Onboard

3 year EED TWIC

Sweating the Small Stuff

The Morning Call

20-21

Practical Considerations in a Man Overboard Situation

Spotlight on Fueling

Counting on Success

M/V DRUM POINT Rescues Man Overboard

Annual Awards

The Look-Out Rule in Action

New Faces Ashore

28-29

Wheelman Down

Meet Captain David Carriere

Two Higman Captains Try Out Retirement

Promotions

Five Year Mark

Charles Durio Retires

Employee News

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John McMahan’s Comments It has been a while since our last “Towline” and I personally apologize for not getting a new one out before now.

We are dedicated to performing beyond the expectations of our clients in all areas of the Higman operation. Our shoreside organization is in the process of expanding and focusing their talents on Higman’s growing marine operation. As we close out 2012, we will be relocating to the new Channelview Operations Center, located on the Houston Ship Channel. Every consideration has been made to ensure that the new Operation Center will meet the future needs of our fleet.

2012 has been a busy year so far for the Higman Team and this can be seen with all of the positive happenings around us. First, let me congratulate the following new captains at the helm: Capt. Jory Eaton Capt. Juan Espinoza Capt. Kelvin Harley Capt. Mark Henry Capt. David Jones Capt. James Lee Capt. Tony Wood

While we welcome new personnel joining our shore based staff, we also look forward to mentoring the next generation of wheelmen and tankermen as our team matures. Bringing up the next generation of Towboaters is a proud part of the Higman tradition that is now in its ninety fifth year.

We have completed construction and have taken delivery of five new towboats since December 2011: M/V BELLE CHASSE M/V SANDPIPER M/V POINT MALLARD M/V PORT NECHES M/V GUADALUPE

The M/V EMPIRE was also purchased, overhauled and placed into service. Awaiting completion and delivery between now and the end of the year are three additional towboats: M/V HIGH ISLAND October 20, 2012 M/V POINT COMFORT November 30 2012 M/V SAN MARCOS November 30, 2012 The delivery of these new towboats makes clear the commitment we make each day to our Higman family, to our clients and to our reputation as a quality inland towing company. Fall 2012

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I am also pleased that we have kept our commitment to all employees to maintain our benefit plans; major medical and dental, 401k, and Defined Benefit Pension Plan. We continued to award performance based incentives in 2012 as has been done by our shareholders and management for the past 25 years. Take pride in the flag you fly; not everyone is qualified or invited to be part of the Higman Team. We are a significant Company in a most competitive industry and our success depends on each and every one of us continuing to perform. With that success, we will enjoy the rewards of our diligence and labor. The Tow Line

Dates to Remember 2013 Wheelmen’s Seminar First Session Second Session Third Session

Fall 2012

2012-2013 Tankerman Seminar

FEB 20—FEB 21 MAR 3—MAR 4 MAR 13—MAR 14

Fourth Session Fifth Session Sixth Session Seventh Session Eighth Session Ninth Session Tenth Session Eleventh Session

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October 24, 2012 November 15, 2012 January 21, 2013 February 6, 2013 March 25, 2013 April 11, 2013 May 14, 2013 June 5, 2013

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95 Years in the Towing Business In 2017, five years from now, Higman will celebrate our 100th anniversary. That is quite an accomplishment for a small company. There is a list of companies over 100 years on Wikipedia going back to the year 705AD. In the United States, there are less than 300 companies on that list currently in business that have histories longer than 100 years. Higman's roots go back to 1917 when an Orange, Texas pharmacist, J. W. Higman, and a partner Louis Smaihall, formed Higman Towing Company. The Company was designed to move logs on the Sabine River to an Orange lumber mill and water to various Louisiana locations. The firm started with two small tugs and three barges. When the demand for movement of water and logs waned and the demand for crude oil and

petroleum products grew, the company shifted its focus. In 1953, Higman bought 3 boats and 10 barges, which was the entire marine fleet of the former Pan American Refining Company. Throughout the 1960's - 1980's Higman continuously kept modernizing its fleet, and concentrated on the business of transporting crude oil. Higman was purchased by the present owners in December of 1986 and in 1992 ordered the first fully OPA 90 compliant barges. In 1997, Higman acquired Maryland Marine Inc., which expanded the fleet by 40 percent. Since the late 90’s, Higman has continued building boats and barges, increasing both horsepower and barge capacity. Today we operate 60 tows.

Sailing Ship “CITY OF ORANGE” was constructed across from the original Higman oﬃce in Orange, TX in 1917.

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M/V ORANGE Joins the Higman Fleet The M/V ORANGE, built by Hope Services, began service in November 2011!

The Crew:

Specifications:

Captain Jesse Harris Relief Captain Nicholas Buruse Pilot Douglas Dunn Steersman Sean McDonald Tankerman Stacy Thornton Tankerman Abel Rodriguez Tankerman Bernard Parker

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 SAN ANTONIO Joins the Higman Fleet

The M/V SAN ANTONIO, built by Southwest Shipyard, began service in November 2011! The Crew:

Specifications:

Captain Dwayne Richardson Relief Captain Daniel Winegeart Pilot Christopher Ridley Steersman Stephen Hampton Tankerman Allyn Charpentier Tankerman Brandon Brupbacher Tankerman Donald Crager

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 SANDPIPER Joins the Higman Fleet! The M/V SANDPIPER built by Hope Services, begin service in February, 2012.

The Crew:

Specifications:

Captain James “Bub” Meredith Relief Captain Chris Whitman Pilot Gary Smith Steersman Jason Lovell Tankerman Kenneth Hempleman Tankerman Jerry Williamson Tankerman Michael Ford

Length................78’ Beam..................34’ Hull Depth..........8’ 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 BELLE CHASSE Joins the Higman Fleet!

The M/V BELLE CHASSE built by Hope Services, begin service in April, 2012.

The Crew:

Specifications:

Captain Samuel McWhorter Relief Captain Bill Howes Pilot Mark Damge Steersman Adam Shelton Tankerman Juan Rangel Tankerman Cody Wallace Tankerman Tony Rutland

Length............... 78’ Beam................. 34’ Hull Depth......... 8’ 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 EMPIRE Joins the Higman Fleet! The M/V EMPIRE was acquired in April, 2012! This is the sister boat to M/V POTOMAC & M/V CUMBERLAND

The Crew:

Specifications:

Captain Buddy Merritt Relief Captain Chris Gillis Pilot Kenneth Webb Tankerman Troy Totorico Tankerman Adrian Vargas Tankerman Darrell McCain

Length................72’ Beam..................30’ Hull Depth..........8’ Gross Tons .........181 Total HP.............1,440 Main Engines .....2 x Caterpillar 3412 Generators..........Detroit 471

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M/V PORT NECHES Joins the Higman Fleet!

The M/V PORT NECHES built by Southwest Shipyard, begin service in May, 2012.

The Crew:

Specifications:

Captain Arnold Argullin Relief Captain Eric McLain Pilot Joseph Johnson Tankerman Clifford McDuffie Tankerman David Griffin Tankerman Joey Dyess

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M/V POINT MALLARD Joins the Higman Fleet! The M/V POINT MALLARD built by Hope Services, begin service in August, 2012.

The Crew:

Specifications:

Captain Robert Pepper Relief Captain John Gonzales Pilot Michael Horn Steersman Jeffrey Sanderson Tankerman Cody Hall Tankerman Jesse Fleeman Deckhand Charles Ray

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M/V GUADALUPE Joins the Higman Fleet!

The M/V GUADALUPE built by Southwest Shipyard, begin service in August, 2012.

The Crew:

Specifications:

Captain George Abshire Relief Captain James “Tony” Wood Pilot David Leahy Steersman Robert “AJ” Fowler Tankerman William “Jr” Fincher Tankerman Randy Dalhaus

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Onboard Orientation A new crew member joins the boat and is ready to go to work. Hopefully this person is energetic and anxious to get started, but is he really ready to be part of the team? The answer is no until he has been given a detailed orientation to your boat and to your operation. Seasoned veteran or brand new deckhand, they all need some level of familiarization, tailored to your vessel and their experience level. Let's look at the orientation process: Company policy requires a thorough and specific orientation that is documented by two reports when they first come aboard: The "New Employee Fire Safety Orientation Report", found on HigmanBoats.com, lists topics to be reviewed, instructions on specific emergency actions/testing and fire prevention. A key topic to be reviewed and a good way to start an orientation is a discussion of the Emergency Station Bill. Each crewman knowing their responsibility and reporting area when the general alarm goes off is critical to a safe operation. Sit down and discuss responsibilities with a copy of the Emergency Station Bill in hand. Make sure they understand the significance of the general alarm. You can have the new crewman review in detail these duties by going to the Higman CBT lesson on Emergency Station Bills . Also to be covered in this report are the details of the fire fighting system, pumps, fixed CO2 and fire extinguishers. Where is this equipment located and how is it operated?

Tankermen Teddy Delrosario and Stacy Thornton check out the Emergency Station Bill on the M/V CUMBERLAND

The other required report is the "New Employee Security Orientation report". This report satisfies the requirements of 33CFR 104 which specifies training requirements for Vessel Security. Follow this report closely with the boat's Alternate Security Plan. Other items and discussions during your orientation tour of the boat should include:

        

Locations and operation of all lifesaving equipment such as life rings, life jackets and first aid equipment. A discussion of fall overboard prevention. Location and required usage of work vests, hearing protection, safety goggles, hard hats, etc. Use and operation of watertight doors. Incapacitated wheelman instructions. Launching and retrieving of the skiff. Engine room basics and duties. Use of the internal communication system. Specifics of the routine on your boat.

A tour of the boat with the Orientation Reports in hand will help get your new crewman ready to work safely and to become a valuable member of your boat's team.

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Making Onboard Training Stick How well is your crew prepared to operate and maintain the equipment aboard your boat and barges? If your vessel is like most, the skill levels of those aboard vary up or down. Some know it all, some are just starting, and some need an extra kick in the pants to get the process going. A crew is a group of individuals that have different skills, different talents, and different motivations. Some learn quickly and others may take more time. When onboard training is required, how do we make that training stick so the lessons learned are retained for the future? One method that can be effective onboard is to assign training duties equally around the crew. There may be no better motivation for a person to learn a subject or a procedure, than to be the one that has to teach it to the group. For example: On crew change day, a new Level One Tankerman is assigned to your vessel. He has been around the company for a few hitches on other boats and has a basic knowledge of the operation of the equipment around him. After questioning his experience with engine room operations, you find that he knows little about the mechanical shaft seals and the procedure required to seal them if a leak develops. It is time to make him a trainer. Assign him the duty of briefing the crew on the design and operation of the mechanical shaft seals. Here is a sample of how it can be worded if you want to get formal:  Prepare and lead an onboard training session for the Wartsilla ManeGuard PSE Inboard Seal. Discuss seal design, cooling water application, emergency sealing, how to seal, where the air pump is located, how to block the shaft so it will not turn, and periodic testing of the sump pump. Go to the Higman Training Newsletter Archive for articles that give you all the information needed.  Shaft Seals That Don't Ask For Much - JAN 25, 2012  Mechanical Shaft Seals Revisited - MAY 19, 2010  Water Lubricated Shaft Seals - MAR 12, 2008  Document the training session  Session date:  Names of crew members that attended:  What is the general understanding of the crew on the seals? With the variety of equipment we operate and the different types of operations, from splicing lines to changing the oil in a generator, there are enough subjects to go around for everyone. The Higman Training Newsletter has covered many of these topics in the past and can provide good reference material for the trainer. The Higman Training Newsletter 100th Issue - NOV 02, 2011 indexes topics up to November 2011 and has many articles to help your up and coming trainer.

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Crisis Management Onboard Be prepared with the principles of Crisis Management for an effective incident response. When we use the term "Crisis Management", we normally think about big problems. Having an oil spill, a major collision, or a boat sinking, all bring to mind the need for Crisis Management. Crisis Management involves bringing a team together and solving the problems at hand with a disciplined, goal driven approach. We can use the guiding principles of Crisis Management onboard for problems that may arise in a towboat operation, big or small. The towboat crews in most cases are the first responders to a crisis and will need to be ready to make an initial response as a team.

Emergency Station Bill is an example of an automatic response. It should be well understood by all crewmembers with no hesitation or confusion on who does what if the time ever comes.

Let's look at the principles of Crisis Management: Crisis Management is the art of making decisions to head off or mitigate the effects of an event, often while the event is unfolding. This often means making decisions about the actions of your crew while under stress and while you are lacking pieces of critical information. Crisis Management has a series of activities: Planning - Planning involves having your crew ready to respond if a crisis type event ever does happen. A well executed fire drill or a man overboard drill are examples of crisis planning. Has your crew recently discussed the "Vessel Emergency Response Procedures" section of the Higman Policy and Procedures Manual? This is a good place to start. Incident Response - Once a crisis starts, your crew's response should be part of a process you have already rehearsed or discussed. An incident response is the automatic process that is in place to initially respond to the incident. Your boat's Fall 2012

Incident Management - Once into the response, your crew with the help of shore management will need to make critical plans on scene as the situation unfolds. After the initial response, strategic planning must take place to help the crisis come to an end. In this stage, the Captain should be in discussion with his crew and shore support to best understand the situation and to best decide on the next step. Throughout the incident, the logbook should be kept up to record the response. Continuation of Normal Activity - Though a crisis may be underway, the boat still needs to operate. Especially if a response is prolonged, there needs to be regular activity onboard to keep the show running. The engine room must still be checked, dinner must be made and plans should be put in place to ensure the crew gets proper rest. Command and Control - It is important that the crisis response is unified and centralized. The Captain takes the on-scene role as the initial incident commander. Defined actions must come

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from the Captain. Communications with all crewmembers must remain clear and open at all times. At all times, crewmembers need to relay their activities to the Captain so he will have a clear picture of the unfolding events. This will allow him to make informed decisions throughout the response. A well rehearsed crew is key to any response, either small or big. Let's hope the need never comes, but hope is not enough...be prepared!

3 year EED TWIC Starting August 30, 2012 the TSA started offering a one time 3 year TWIC Renewal. The 3 year TWIC is being called Extended Expiration Date TWIC, or EED TWIC. There are two major advantages to the EED TWIC: 1. It is a $60 Fee, (compared to $129.75 for the five year). 2. You only have to make 1 trip to the enrollment center (compared to 2 trips for the five year TWIC). You can obtain an EED TWIC if you meet all of the following conditions:  You are a US Citizen or US National.  Your current TWIC is not revoked.  Your current TWIC is unexpired.  Your current TWIC expires on or before December 31, 2014. To obtain an EED TWIC: 1. Call the TWIC Help desk (866-347-8942, Mon-Fri, 7am to 9pm Central). They will determine if you may apply for an EED with a few questions. You will pay $60 via Visa or MasterCard. You specify what enrollment center you want to pick up your EED TWIC. 2. The TSA notifies you when your EED TWIC is available for pick up. 3. You go to the enrollment center, turn in your old TWIC and receive a new 3 year EED TWIC. You may make an appointment but it is not required. If you do not qualify or would prefer the 5 year TWIC, the process will be the same as obtaining your original TWIC: 1. You may pre enroll online or via the TWIC help desk. 2. You go to the enrollment center to enroll, getting new finger prints, new photo, your ID's checked and you pay $129.75. 3. The TSA notifies you when you TWIC is ready. 4. You go back to the enrollment center to pick it up and turn in your old one.

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Sweating the Small Stuff Attention to detail is a necessity in the barge world. In the working world there are many operations you can think of where an "attention to detail" is of critical importance. For example, the local tattoo parlor that does not adhere to this principle does not stay in business long. A misspelled word here or there may not seem like much until it is permanently inked into someone's bicep. Our cargo operations are also dependent on "attention to detail" from preparation to finish. Let's look at some seemingly critical details that are dependent on your attention. Subchapter-"D" to Subchapter-"O" Cargoes: In our business, we are subject to cargo changes which in some instances may go from Subchapter "D" type cargo to Subchapter-"O" type cargo. In these cases, most likely your orders will include a trip to a cleaning plant to prepare the barges for the loading. Are you ready to load that Subchapter-"O" cargo? What happens to the cross-over hose?  



The cross-over hose for Subchapter-"D" cargoes should be stenciled with "OIL SERVICE". Your attention to detail will make sure you have available the proper hose for Subchapter-"O" stenciled with "HAZMAT" ready for loading. Both the "HAZMAT" and "OIL SERVICE" hoses must have a band which is secured to the crossover hose and has a number stamped on it. The number must match the hose number on the test certificate. The test certificate should be kept in the mailbox with other barge documents. Have you checked the hose band to the hose test certificate for a match? Don't forget to mark any hose that needs to be taken out of service.

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Firefighting procedures - Precautions to be observed in the event of a fire occurring on or adjacent to the barge, and the type of firefighting systems suitable for use in the case of a cargo fire.

Cargo signs and Cargo information cards: The name of the Subchapter-"O" cargo you are loading needs to be posted above the barge Warning Sign. When loading Subchapter-"O" cargoes, attention to detail means having the proper Cargo Identification Card exposed on the barge. The CIC will have: Cargo identification and characteristics will include an identification of the cargo, its appearance, and odor. A statement of the hazards involved and instructions for the safe handling of the cargo and, as applicable, the need for special cargo environments.

Flip to the proper sign for the designated cargo to be loaded on your barge. These details may seem small, but they need to be taken care of once the type of cargo to be loaded is determined.

Emergency procedures - Precautions to be observed in the event of spills, leaks, or equipment or machinery breakdown and/or uncontrolled release of the cargo into the waterway or atmosphere. Precautions to be observed in the event of exposure of personnel to toxic cargoes .

The Morning Call Those that have been around Higman for any length of time have heard of the "Morning Call". You may know that it involves all the company offices, but what really goes on at this meeting? Here is an insider's view: Each weekday at 0900, a conference call begins connecting the five primary offices: Post Oak, Channelview, Orange, Covington and Mobile. On the call are the company's Owners, Managers, and Port Captains. The call begins with the Port Captains recapping what occurred overnight and during the past twenty four hours. The recap may include incidents, first aid occurrences, and any event that has affected the operations. Throughout this part of the conference call are many questions and discussions. The goal is to keep all informed on the happenings throughout the fleet. The call continues with a quick update from the other managers such as maintenance, personnel, training, scheduling, safety, and purchasing. If extended discussion is needed, a time to discuss is made, pinpointing who needs to participate. During the call, immediate plans are made to address discussed problems with a timetable to report back. On most days the call is over in ten minutes. Communication is vital in all segments of our business and this is one avenue to getting it done. Fall 2012

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Practical Considerations in a Man Overboard Situation What would you do and how would you do it?

Practical Consideration #1

For those who were in the Boy Scouts while growing up, the motto "Be Prepared" is easily remembered. It is a motto that all of us can use in our daily operation while working on the water. Being prepared can be facilitated by planning and practicing your reactions to an emergency situation. Here is a man overboard situation that brought up some questions and considerations that can help us be prepared:

The deckhand was floating about 30' away, amidships from the CUMBERLAND. He was slowly moving his arms and appeared confused. He was conscious, kept his head above water and said his leg was broken. How do you get him to safety?

Recently I participated in a real life man overboard situation with the crew of the M/V CUMBERLAND. The crewâ&#x20AC;&#x2122;s quick actions were instrumental in the rescue of a deckhand from another company's boat who went overboard during a routine operation. This was the situation:

Can he swim toward the boat? Does he need assistance?

From the Channelview office, Capt. JJ Conner and I walked to our dock to visit his boat, the M/V CUMBERLAND. Just as we boarded, there was a commotion off of the port side of the vessel. A nonHigman harbor boat had just eased up, about 20 yards away, to shift a barge from the dock. In a second, the towboat's deckhand fell overboard while transferring himself from the tow knee to the moored barge. The CUMBERLAND's Pilot, Michael Thompson was up at the wheelhouse level and saw the deckhand fall into the water. He quickly assessed the situation and lowered the ring buoy down to the crew on the main deck.

In this case, the first step was to talk to the victim. He was not in immediate danger so there was time to think things through.

Back to my scouting days, the lifesaving adage that I have always remembered was "Reach, throw, row, go". This means reach for the victim first; use a spike pole, a piece of lumber, whatever you can find. If he is too far out to reach with a pole, then throw a ring buoy. Still too far to reach, get the skiff out. The final adage, "go", is a last resort. Company policy states "If an emergency occurs and an employee enters deep water to save a life, he must carry some type of flotation device in addition to wearing one". Think very carefully if it comes to entering the water. Unless you are experienced in lifesaving, leave this one to the experts and find another way. In this case, we threw the ring buoy as close as possible to the victim. The technique is to throw past and as close to the victim as possible so it can be grabbed as you are pulling it in. With this rescue, it took one throw to get the ring buoy to the victim. Practical Consideration #2 Most of our ring buoys have a MOB light attached. A "Jim Buoy" brand MOB light with batteries weighs about 3.3 lbs. With this weight hung on the ring buoy, it becomes difficult to make an accurate throw. Also care must be taken to not hit the victim in the head with the light when trying to get the ring

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buoy to him. A 3.3 lb. light with a hard plastic case when thrown from thirty feet is bound to make more than just a mark on the victim's head.

In this case you may have to tow the person alongside to a nearby bank or to the side of the towboat to continue the rescue. Give careful consideration if using the outboard with a person alongside the skiff. If possible, paddle to the shore or to the towboat.

Some Higman boats have attached the MOB light to the ring buoy with a snap shackle. In a daylight rescue the light can easily be removed.

Practical Consideration #5

How are your ring buoys set up? Practical Consideration #3 In this case, our victim weighted over 200 lbs. He had a leg injury that potentially prevented him in assisting in his own rescue; he was possibly in shock. How do we get the victim onboard? Every situation is different so your ingenuity is important here. In our case, we pulled the victim gently to the boat's side. The crew retrieved a step ladder and secured it to the timberhead on the stern quarter. While the ladder was being rigged, one crewman (me) held the victim above the water and continued to talk to him. With an injury it is important to calm the victim down and continually assess his medical situation. We moved the victim close to the hanging step ladder and explained to him how we were going to get him onboard. With one person lifting on each side of the victim, we coached him to use the good leg on the ladder. With some help from him, we were able to get him over the bulwark. It was not an easy task.

There has always been discussions about using the skiff hoist to bring an unresponsive victim aboard. In reality, a harness would have to be rigged around the victim while they are in the water. How would that be accomplished? Practical Consideration #6 Are you ready to deal with the first aid requirements of the victim? You have now gotten the person aboard; what is the next step? The first consideration is to assess the victim's condition. Are they responsive? Are they injured? Do you need professional medical assistance? Do you call the USCG or do you call 911? This is when your first aid training pays off. In the end, the deckhand in our example was taken ashore by emergency personnel. Thanks to the quick thinking and the positive actions of the M/V CUMBERLAND crew, this deckhand should be able to work again soon. Is your crew ready for action when needed in a emergency?

Practical Consideration #4 What happens if you have to use the skiff to retrieve your victim? It will not be easy to get a fully dressed, wet and unresponsive person onboard. The manpower needed to get the person onboard adds too much weight in one section of the low freeboard boat. The chance of swamping is great.

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Spotlight on Fueling When fueling your boat, go by the plan. Benjamin Franklin once said, "A little neglect may breed great mischief." As you all know, when fueling a boat or a barge, a small mistake or a lapse of attention can quickly develop into a big problem. How have we done in the past? First off, let's begin by looking at our recent fueling history. During the past two years there have been two fueling incidents:  The most recent occurred six months ago. It involved a Higman tankerman who overfilled a barge fuel tank. One half gallon spilled on deck; nothing in the water but a spill none the less. Causes....inattention, watch change, neglect of duty.  The other spill happened during a fueling operation on one of our charter boats. In this case the tankerman was depending on a tank sight glass in the engine room that gave a false reading. Diesel was spilled into the containment area and ultimately into the water. Causes....unreliable equipment, loading too fast, no one on deck monitoring the connection. We participate in thousands of fueling operations per year. Yes, our record is good, but obviously not perfect. A look at the fuel transfer: A successful fuel transfer begins with a well thought out plan that covers all aspects of the operation. Let's go over the highlights of our Fuel Transfer Procedure found in the P&P Manual as a refresher.  Sec 3.b.....Company Personnel involved in the transfer must conduct a "pre-evolution conference". The term "pre-evolution" denotes a pre-programmed task, as in a military maneuver. Here all personnel involved, including the Wheelmen on Watch, discuss every aspect of the transfer. Being well informed of what is about to take place is a first step to success.  Request sounding of supply tanks and verify absence of water through water cutting from the supplier. Sound all receiving tanks on our boat or barge. This protects all involved in the transfer by having good baseline data.  Check your stick gauges. Do they work properly?  Complete the DOI.  Make sure the Captain and/or Relief Captain are notified before starting.  Make sure you understand the capacities of your tanks. At what level do you cut off fueling to stay below 90% capacity? Check your sounding tables if not well understood.  When complete, verify fuel receipt by sounding tanks. Sign off on fuel ticket if within +/- 5%. If there is a discrepancy, note it on the receipt. Call the office if additional help is needed.  Log your fuel receipt.

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Other considerations for a safe fuel/lube transfer:

     

Use two tankermen or tankermen/wheelman when ever possible when fueling the boat. Company policy requires two tankermen when transferring boat to barge. Do not multi-task. The job you are doing is too critical to be distracted by another task. Have spill pads, drip buckets ready if needed to clean up small drips. Any tools needed for the transfer should be out and ready. Having to look for a tool during the transfer is a distraction. Make sure communication lines are open and clear with the fuel supplier. Are you both on the same channel? You may laugh, but it has happened. Make sure you understand any boat specific requirements and procedures. There is little room for error in fueling a boat since tanks are relatively small. Errors are easily magnified when the margins are so small. Follow the procedures, keep alert and your fueling should go smooth.

Counting on Success Breaking down safety into manageable bits will yield positive results! During a recent meeting to discuss Safety Initiatives planned for the coming year, the idea of a "counter" to measure the number of days or watches without an incident was discussed. The thought was to have a living display, similar to those we see at the entrance to a marine terminal, that measures the number of days "without a lost time accident". On November 29, 2011, we posted a counter on Higman Boats that measures and displays the number of successful, incident free watches YOUR vessel has....as well the cumulative number for the FLEET. Every six hours the two numbers will increase accordingly and automatically. However, if a vessel has a qualifying incident the number for that vessel will go to zero....and the number for the fleet will do the same. None of the other vessels will be affected and their number of successful, incident free watches will continue to grow. The following constitutes a qualifying incident: 1. A spill of any amount of product; fuel, lubricants, hydraulic fluid, etc. to water. 2. A man overboard. 3. Any allision, collision, grounding, or similar incident resulting in damage costs of more than $10,000. 4. Any injury that requires medical attention. This is the very same criteria Safety uses in determining whether to initiate a formal investigation or not. I want to assure you that each incident will be reviewed by the Port Captain and Safety to determine if it qualifies. For instance, a mechanical failure that results in a spill to water will not count against the vessel. Before reducing a vessel's number, the Port Captain, Safety, and the vessel Captain/Relief will discuss the incident and come to agreement. Fall 2012

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M/V DRUM POINT Rescues Man Overboard The left hand not knowing what the right hand is doing is not a good idea in a marine operation. The crew of the M/V DRUM POINT came to the rescue of a Man Overboard who did not follow the basic rules. Case in point: On the January 14, 2012, 0200, Pilot Trey Davis was on watch aboard the M/V DRUM POINT. While pushing his empty tow westbound through Pelican Cut, the wind was calm and the air temperature was about 45 degrees. Trey, a recent graduate of the Higman Steersman Program, cautiously monitored the route ahead as he guided his tow through the mooring area. In the distance, he noticed a small light flashing on the north side of the channel. At first Trey thought it was a reflection of his vessel's lights off of the water ahead. He targeted his spot light toward the light and observed a man in the water frantically waving his arms in the vicinity of a mooring buoy. Trey alerted his Tankerman, Willis Washington, who then called the rest of the crew. The tow was brought alongside an adjacent loaded tow that was moored to the buoy and was quickly secured. Also tied to the loaded barges, was another towboat. As they secured the M/V DRUM POINT tow alongside, the tide took the person in the water Fall 2012

from the mooring buoy to the side of the towboat tied to the barges. Tankerman Willis Washington climbed down onto the loaded tow and made his way to the towboat tied to the barges. He climbed aboard the towboat where he was able to reach the victim and pull him aboard. How did this happen? The person that was in the water was a deck crew member off of the towboat moored with the barges. That night, he was the only crew member awake. His tow began to break away from the mooring buoy and he attempted to re-secure the tow by himself. While standing on the mooring buoy trying to position a line, he lost his balance and fell into the water. With no one else awake aboard his towboat, the fall overboard went unnoticed. It was reported that the crewmember may have been in the water for about an hour before being spotted by the M/V DRUM POINT. What are the lessons here? There are many lessons to be reinforced by this situation. Key to being safe, beyond following our policies and procedures, is common sense.  First and foremost, never go out on the tow without checking with the Wheelman on watch. In this case, no one was aware that the crewmember was away from the boat.  This applies not only to deck work, it also applies to engine room and deck checks. Always keep each other informed of your activities!  Communication is key to a safe operation.  If the boat is short handed due to an unusual circumstances and one man has to be up, discuss crew expectations and talk about possible scenarios.

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

Understand your limitations. In this case, one man tried to rescue a tow that was breaking away; not a great idea! Always have a good, waterproof flashlight with you when working on a boat. The light from this person's flashlight was key to his rescue. At least he got one thing right! Review Man Overboard procedures. Remember 80% of the fatalities in our industry can be attributed to a MOB situation.

Annual Awards The Higman Annual Awards are presented each year at the Wheelmen's Seminars. Presented this year were: 2012 Flag Captains Flag Captains are awarded based on their 2011 performance regarding crew management, communication abilities, crew training, safety performance, and personal abilities. This years Flag Captains are: David Box Scott Bryars Calvin Hatfield Dwayne Richardson Grayson Skaggs Jasper Stephens

M/V KYLE A. SHAW M/V SPINDLETOP M/V GEORGE H. THOMAS M/V SAN ANTONIO M/V LAVACA BAY M/V TRINITY BAY

Capt. Dwayne Richardson, Capt. Grayson Skaggs, Mr. George Thomas, Capt. Calvin Hatfield, Capt. Jasper Stephens

2011 Safest Boat

2011 "H" Boat

These boats had the best yearly safety record:

"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.

Canal: M/V CECIL Rivers (tie): M/V KYLE A. SHAW Rivers (tie): M/V JESSE B. GUNSTREAM Overall: M/V GEORGE H. THOMAS Charter: M/V GREGORY P. FRAZIER Fall 2012

M/V GEORGE H. THOMAS M/V KYLE A. SHAW M/V JESSE B. GUNSTREAM

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The Look-Out Rule in Action Rule 5 - It's only one sentence long, but farreaching in importance. Here is a scenario: It is late in October and the fall weather has finally come to the Gulf Coast. Heading west on the ICWW between High Island and Bolivar, your tow encounters a series of rain squalls marching in from the Gulf. Visibility is limited; the radar at times becomes a white out with persistent rain clutter. In this case with limited visibility, how do you comply with the "Look-out Rule", Rule 5 of the Navigation Rules? Let's first look at this rule and how it came to be. Rule 5 of the Inland rules is the same as the International Rule and states: "Every vessel shall at all times maintain a proper look-out by sight and hearing as well as by all available means appropriate in the prevailing circumstances and conditions so as to make a full appraisal of the situation and of the risk of collision." In 1980, the "Inland Navigational Rules Act" was enacted by Congress using the 1972 International Rules of the Road as a starting point. The Act looked at the then separate sets of inland regulations such as Western Rivers, Great Lakes, Inland, etc. and combined them into the rules we know today. All 38 international rules were adopted, in many parts word-for-word, into today's inland rules.

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The first line of the look-out rule starts with "shall at all times maintain a proper look-out". Though this may seem self evident, maintaining a proper look-out refers to all times when the vessel is in a position where other vessels may operate. If your tow becomes weather-bound, pushed into the bank, due to the conditions described, the wheelhouse must remain manned to provide a look-out. You have all heard of the scenario where a tow tied to the bank swings out into the channel and interferes with a passing tow. The follow up investigation often finds that no one was in the wheelhouse of the tied up vessel. Though stationary and parallel to the bank, this tow is still required to have a "proper look-out". Next the text says that a vessel must have a "proper look-out by sight". In the case of towboats, Congress has deemed that a pilot can serve as his own look-out. To do this though, Congress states that the vessel must have an "unobstructed all-around view" from the pilot's station. It goes on to say that the vessel may "not necessarily need a separate look-out other than the pilot" but that a separate look-out may be eliminated only after "all relevant factors" including traffic, weather, etc. are "carefully assessed".

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To begin with, to have an unobstructed all-around view from the pilots station, the wheelman on watch while serving as his own look-out needs to be pro-active. With a general towboat design, there can be visual obstructions if the pilot remains in one place, glued to the seat. In a wheelhouse environment, the pilot station can be defined as the immediate area the pilot uses to navigate the tow. To assess the situation in our fall weather scenario, the wheelman may need to leave his "pilots chair" to best view the areas around him as the rain comes in. Situational awareness dictates that a good pilot is constantly assessing the operation and adjusting accordingly.

Maintaining a proper look-out includes hearing. Constant radio monitoring is part of that job and is considered fulfilling the hearing part of the requirement. Finally, Rule 5 dictates using "all available means appropriate in the prevailing circumstances and conditions so as to make a full appraisal of the situation and of the risk of collision". "All available means" goes beyond human senses and includes all electronic sensors and communications equipment. Radars need to be on the proper scales and tuned for the conditions. Radios need to be turned on and tuned to the correct stations. AIS units should be up to date with the proper output information. Whatever is available to you as pilot to enhance your situational awareness needs has to be used.

New Faces Ashore The Houston office welcomes Cristine Bohacek and Edwin Arriaga. Cristine is working in the Accounting Department. Edwin is our Network Since a pilot can serve as his own look-out only Administrator. after "all relevant factors are carefully assessed", the need to call out a separate look-out may be Patti and Shane Guthrie have opened our Shane is the Area needed more often than not. During times of Covington office. Administrator and Patti will be undertaking reduced visibility such as fog and rain, as licensing and credentials. described in our example, calling out your deck crew to serve as a look-out should always be considered. The courts have ruled that the decision Brian Brown has moved from Relief Captain of to call out the extra look-out should always be left the Miss Marianne to Port Captain out of the up to the wheelman on watch since they are in the Channelview office. best situation to assess the need. Having an extra In the Maintenance Department we welcome Joe set of eyes is never wrong. Weldon and Chad Wilson. Joe is the new Barge The crewmember assigned to look-out duties Superintendent and Chad is a Boat Mechanic. should also be trained in the requirements of his duties. See the March 23, 2011 issue of the Higman Training Newsletter for specific lookout duties. The crewman must be stationed in the area appropriate to the conditions. That could mean in the wheelhouse if weather conditions dictate or on the head of the tow if transiting an area of heavy pleasure boat traffic. Fall 2012

Purchasing welcomes Anthony Scruggs. He is our new Warehouseman/Vessel Supply Buyer in the Channelview office. Rachel Wright has joined Department in Channelview.

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Wheelman Down Can you respond effectively to a incapacitated wheelman? It is 0230 in the morning on a slow watch, as your tow heads up the Tenn-Tom at a steady pace. Your wheelman calls down to the galley and asks you to come to up to the wheelhouse. He says over the intercom that he is not feeling well and would you bring him some ice. "Ok, no problem, I will be right up".

Quickly assess your navigation situation. It may take a minute or two for the off-watch wheelman to get up to the wheelhouse to take over the piloting. If you are in open water, there may not be a navigation problem so you can quickly attend to your downed wheelman. But that may not always be the case. If your tow is approaching a bend in the waterway or is about to meet another tow, immediate action is necessary to avert another dangerous situation.

You fill a pitcher with some ice and head up. As you clear the top of the stairs into the wheelhouse, you find your wheelman motionless, lying on the deck. "Hey, Bill are you ok? Bill can you hear me?" Nothing, your wheelman lies motionless. What do you do next? Don't be a hero. Here you have multiple situations around you that require immediate action. You need help! Sound the General Alarm. In the course of an emergency, there is little time to react. The ability to sound the general alarm should be well rehearsed and almost automatic. All crew members, not just the wheelmen, should know how to activate the general alarm system. Do you know where the general alarm is located on the console? Remember it may be dark up there.

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Do you know how to operate the throttles? You may have seen it done a hundred times, but if it is solely in your hands, can you react properly to manage the tow speed? Do you know how to manipulate the sticks to avert an allision or collision? Steering a six hundred foot tow is an art which is not learned overnight. You can though, learn from your wheelmen how to take evasive action to keep the tow out of danger. Learn it now and not in the pressure of an emergency situation. The off-watch crewmen have now arrived in the wheelhouse in response to the general alarm. You have averted a possible collision; now is time to assess the medical situation and administer first aid to your incapacitated wheelman.

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Is your wheelman conscious? "Bill, are you ok? Can you hear me?"

The responding wheelman, now in the wheelhouse, should be using the VHF radio to contact the USCG for emergency medical assistance through the local vessel traffic system or on emergency channel 16.

If he is conscious, ask him to talk. If there is no response, use your first aid training. From the "American Red Cross Adult First Aid Ready Reference": "If an unconscious person is face -down, roll face-up, supporting the head, neck and back in a straight line. Tilt head, lift chin. CHECK quickly for breathing for no more than 10 seconds. Note: Occasional gasps are not breathing. Check for breathing. If not breathing, begin CPR as trained. Give 30 Chest Compressions. Push hard, push fast in the middle of the chest at least 2 inches deep and at least 100 compressions per minute. Give 2 rescue breaths. Tilt the head back and lift the chin up. Pinch the nose shut then make a complete seal over the person's mouth. Blow in for about 1 second to make the chest clearly rise. Give rescue breaths, one after the other. Note: If chest does not rise with rescue breaths, re-tilt the head and give another rescue breath. DO NOT STOP. Continue cycles of CPR. Do not stop CPR except in one of these situations: You find an obvious sign of life, such as breathing. An AED is ready to use. Another trained responder or EMS personnel take over. You are too exhausted to continue. The scene becomes unsafe. Once the wheelman's medical situation is assessed and first aid started, get emergency help.

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Do you know how to transmit on the VHF radio? Nonwheelmen should also be proficient in operating the VHF radio:  Do you know how to operate the various VHF radio's in the wheelhouse?  Do you know what channels to use for the operating area?  Do you know how to effectively communicate the vessel's emergency to response personnel? Calling 911 in many areas of the waterways may be the most effective way to get an emergency response. A call to the Higman dispatch group is an obvious requirement. Regular checks must be made on the wheelman on watch, based on the Captains requirements. Higman Policy and Procedure calls for checks to be made every hour when underway. Special check intervals are to be made depending on the navigation situation. It is best to always be ready for any emergency. Though the thought of an incapacitated wheelman is not a pleasant one, there is always a chance it could happen and you should be ready to respond. Be prepared in case this ever happens to you and your crew.

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Meet Captain David Carriere Some things that started in 1985 made it in the long run. Other things did not. On the list of those that did not make it:  Coca-Cola during that year introduced New Coke to an overwhelmingly negative response. It lasted less than 3 months and the original formula was placed back on the market.  The band “Johnnie Goes to Hollywood” released the hit “Relax”, never to be heard of again. But 1985 also produced some long lasting result such as:  Microsoft released the first version of Windows, “Windows 1.0”, starting a personal computer revolution.  Captain David Carriere began his career at Higman Barge Lines as a Deckhand at a ripe age of 23. Twenty seven years later, he is still at it. Starting out on Higman boats was Captain David Carriere’s goal early on but the opportunities for him were not initially there. Before Higman, David was out on the water working on strike net boats around the Hackberry, LA area. The work was hard; the crew would look for fish signs and then lay out 2,000 feet of gill net. At 23 years old, David finally got his chance to sign on to Higman. His first start was on the M/V CHARLES E. BROWN where the Captain had a crewing philosophy of “hire them and fire them”. Deckhands needed common sense to survive on that boat. The Captain could go through four to five deckhands in one trip. David fortunately had common sense. The boats were basic and small. On his first assignment, to use the head the crew had to walk outside of the galley and go into the engine room. The washing machine was one of the old “ringer” type which operated semi manually. Fill the tub with water; add the clothes and soap then push the “on” button to start the process. To rinse was the about the same procedure and then the clothes were “put through the ringer”. The final step was to lay your clothes out on the engine room railings to finish the drying process. David became a tankerman after about five months as a deckhand. Training in those days was not much more than a lesson on how to strip the barge with a “you’ll figure it out”. Over the years, David became an expert on tankering Higman barges.

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In 1998, David made his way into the pilot house after a three month training school. His first Pilot assignment was on the M/V KARL G ANDREN. He stayed on the KGA, becoming the Relief Captain in 1999. In 2008, David was named the Captain of the newly built M/V MARK E FLYNN. His experience and dedication to his trade has made him one of the strongest captains in the Higman Fleet. David has been responsible for mentoring many young steersman and pilots as they work their way up like he did. The family tradition continues as David brought his son, Chase into the business in 2010. Chase also began as a deckhand and has worked his way up to a Tankerman 4 position. On his time away from the boat, David loves to hunt and fish. He lives in Sulphur, LA with his wife Becky.

Two Higman Captains Try Out Retirement Captain Perry Rubottom retired from Higman Barge Lines with over 18 years of service. Perryâ&#x20AC;&#x2122;s last assignment was on the M/V ROCKFISH where he served as Captain.

Captain Ed Authement retired from Higman Barge Lines after 10 years of service. His last regular assignment was as Captain of the M/V BOLIVAR POINT.

Captain Perry says he has had no problems adjusting to retirement life and is enjoying the view from the front porch! Occasionally, he has to water the garden but he can live with that. Perry and his wife Janet live in Waring, TX.

Prior to retirement, Ed conducted check rides for new pilots and assisted with fleet logistics. Captain Ed lives with his wife Mary in Covington, LA. When it is not too hot, he can be found out fishing in the Rigolets or out riding his 4-wheeler.

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Promotions September 2011—August 2012 Captains Shawn West—M/V ALLIANCE Luther Beckham—M/V GRETCHEN C David Jones—M/V ROCKFISH Kelvin Harley—M/V JESSE B. GUNSTREAM Juan Espinoza—M/V MISS CYNTHIA Joseph Fabacher—M/V CAPT. JACK HIGMAN Mark Henry—M/V CHESAPEAKE Relief Captains James Bellett—M/V PIMLICO Todd Whittington—M/V ALLIANCE Sylvester Kidd—M/V SAINT CHARLES David Cox—M/V POINT ISABEL Jeff Aldridge—M/V PELICAN Mitchell Gorman—M/V REDFISH Michael Hebert—M/V ABERDEEN Dean Walker—M/V LOUISIANAN Stephen Shepherd—M/V CHESAPEAKE James Forholt—M/V JOHN T. MCMAHAN Richard Orgeron—M/V MISS CYNTHIA Sam Nelms—M/V SPINDLETOP Renis Cheramie—M/V CECIL Master Pilots James Bond—M/V ANNAPOLIS Douglas Dunn—M/V ORANGE James Shankle—M/V BOLIVAR POINT Robert Marcano—M/V KYLE A. SHAW Lance Ramsey—M/V JOHN T. MCMAHAN Daniel Winegeart—M/V SAN ANTONIO Tommy Dickerson—M/V ARANSAS PASS Robert Wilson—M/V PRESTON N. SHUFORD Joseph Johnson—M/V PORT NECHES

Mate Pilot James Carpenter—M/V BAFFIN BAY David Leahy—M/V GUADALUPE Michael Ash—M/V FREEPORT Fall 2012

Billy Coates—M/V SAINT CHARLES Trey Davis—M/V DRUM POINT Ben Hoffman—M/V POINT ISABEL Brandon Thompson—M/V ANTIETAM Gary Smith—M/V SANDPIPER Gerry McCain—M/V CAPT. JACK HIGMAN Michael Thompson—M/V CUMBERLAND Kenneth Webb—M/V EMPIRE Kyle Ewing—M/V BALTIMORE Christopher Ridley—M/V SAN ANTONIO Al Trowbridge—M/V ALLIANCE Michael Horn—M/V POINT MALLARD Jason Perry—M/V ROCKFISH Steersman 2 Tony Gotreaux—M/V PRESTON N. SHUFORD Cody Lindsey—M/V TRINITY BAY DJ Harper—M/V ANNAPOLIS Miquel Allen—M/V SPINDLETOP Terry Brittain—M/V POINT ISABEL OJ Griffin—M/V GREBE Jacob Primeaux—M/V SAN BERNARD Stacy Sawyer—M/V ERIK SALEN Allen West—M/V DRUM POINT Daniel Mitchell—M/V GEORGE H. THOMAS Robert Fowler—M/V GUADALUPE Jonathan Hopson—M/V ANTIETAM Kevin Bingham—M/V BETHESDA Rene Nieto—M/V POTOMAC Coady Root—M/V POINT ISBAEL Tiavis Thompson—M/V SKIPJACK Randall Spann—M/V SPINDLETOP Jason Lovell—M/V SANDPIPER Steersman 1 Michael Smith—M/V SAINT CHARLES Orlando Ramos—M/V BALTIMORE Rigo Santibanez—M/V COVE POINT Danny LeBlanc—M/V LAVACA BAY Todd Turner—M/V ABERDEEN Jeffrey Sanderson—M/V POINT MALLARD Drew Ezernack—M/V FREEPORT

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John Witherington—M/V ARANSAS PASS Dustin Horton—M/V JESSE B. GUNSTREAM Clinton Cartwright—M/V ARUNDEL Jeff Berry—M/V JOHN T. MCMAHAN David Trevino—M/V CAPT. JACK HIGMAN Steven Hollomon—M/V GEORGE H. THOMAS Stephen Hampton—M/V SAN ANTONIO Aaron Allison—M/V KYLE A. SHAW Bruce Crockett—M/V DRUM POINT Travis Cheramie—M/V SNIPE Tankerman 4 Donald Lane—M/V MATAGORDA Wesley Vineyard—M/V ALLIANCE Gary Axton—M/V MISS CYNTHIA Donnie Williams—M/V POINT ISABEL Gabe West—M/V CAPT. JACK HIGMAN Ervin Simmons—M/V SABINE PASS Benjamin Tyson—M/V POINT ISABEL Jeremy Marks—M/V MATAGORDA Kyle Molandes—M/V PRESTON N. SHUFORD Kevin Noack—M/V MARRERO Torrance Jones—M/V ROCKFISH David Bradberry—M/V MARK E. FLYNN Kelley Brupbacker—M/V RED FISH William Fincher—M/V GUADALUPE Preston Mack—M/V ABERDEEN Johnny Pena—M/V ARUNDEL Chase Carriere—M/V LAVACA BAY Kevin Cole—M/V SAINT CHARLES Justin Lawrence—M/V SPINDLETOP Jason Johnson—M/V ANTIETAM Carlan Falkenberry—M/V POTOMAC Andy Worley—M/V MISS SARAH Mark Minor—M/V MISS CYNTHIA Aaron Larsen—M/V SKIPJACK Aaron McWhorter—M/V SEVERN Johnathan Anglin—M/V JESSE B. GUNSTREAM Cody Hall—M/V POINT MALLARD Lance Harris—M/V CECIL Sterling Kramer—M/V PIMLICO John Nelson—M/V SKIPJACK John Houston—M/V PELICAN Clifford McDuffie—M/V PORT NECHES Jarrid Newton—M/V ROCKFISH Fall 2012

Tankerman 3 Kenneth Hempleman—M/V SANDPIPER Taylor Milam—M/V BAFFIN BAY Tony Rutland—M/V BELLE CHASSE Michael Roach—M/V BALTIMORE Kyle Hardy—M/V DRUM POINT Lawrence Pete—M/V ALLIANCE Troy Totorico—M/V EMPIRE James Lee Jr—M/V ARANSAS PASS Justin Simmons—M/V MARK E. FLYNN Martinez Crenshaw—M/V TRINITY BAY Tankerman 2

5 Year Mark September 2011—August 2012 Higman is pleased to recognize the following crew members for achieving 5 years with our company: Trey Davis—M/V DRUM POINT David Jones—M/V ROCKFISH Chris Jourdan—M/V ABERDEEN Drew Ezernack—M/V FREEPORT Danny LeBlanc—M/V LAVACA BAY Ronald Anderson—M/V MARK E. FLYNN Juan Pena—M/V ANNAPOLIS Leon Griswold—M/V BAFFIN BAY Joshua Schovajsa—M/V BOLIVAR POINT Mitchell Gorman—M/V REDFISH Edward Esquivel—M/V CUMBERLAND Tiavis Thompson—M/V SKIPJACK Terry Brittain—M/V POINT ISABEL Carl Millet—M/V ROCKFISH Loranzo McKnight—M/V GUADALUPE Thomason Johns—M/V ARUNDEL These 16 employees join 101 others that have made our Company home for over 5 years! These 117 crew members have an average of 12 years. Congratulations!

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Promotions (Cont.) Charles Durio Retires

Justin Godeaux—M/V GEORGE H. THOMAS William Miller—M/V SANDY POINT Cole Ferguson—M/V GREBE Kenneth White—M/V GEORGE H. THOMAS Zachary Reese—M/V LOUISIANAN Nicholas Jones—M/V BALTIMORE Michael Worsham—M/V ALLIANCE Joshua Battle—M/V FREEPORT Robert Stegall—M/V SANDY POINT Desmond Murray—M/V ABERDEEN Brandon Bliss—M/V POINT ISABEL Romeo Harriell—M/V SPINDLETOP Randy Dalhaus—M/V GUADALUPE Waylon Johnson—M/V TRINITY BAY

Charles Durio knew a good thing when he saw it. Thirty five years ago he joined Higman from Boyce Machinery and stayed with it until his retirement earlier this year.

Tankerman 1 Avalokiea Malveaux—M/V BOLIVAR POINT Blake Spence—M/V SAN BERNARD Curtis Warren—M/V KYLE A. SHAW Daniel Donaldson—M/V PRESTON N. SHUFORD Daniel Williams—M/V MARK E. FLYNN Darrell McCain—M/V EMPIRE Paul Crowson—M/V LAVACA BAY Alexis Anderson—M/V ERIK SALEN Tyrell Young—M/V ANNAPOLIS Michael Ford—M/V SANDPIPER

In 1977, Charlie left Boyce Machinery and started as a mechanic in the Repair Department for the Higman Fleet. He moved up into other roles, working shipyard repairs and the supervision of new vessel construction. Charlie still fills in where needed in Higman shipyard projects.

Deckhand 2

Charlie lives in Lake Charles, LA where his children, Melissa and Brian, keep tabs on him.

In his retirement mode, Charlie has been catching up on traveling with his travel trailer. He is also trying to make a dent in the fishing he missed during his work days.

Iry Rogers—M/V ANTIETAM Jason Evans—M/V POTOMAC Charles Ray—M/V POINT MALLARD Bernard Parker—M/V ORANGE Cody Retherford—M/V TRINITY BAY Ronnie Carter—M/V ARUNDEL Christopher Falkenberry—M/V FREEPORT

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Employee News Harley Smith is the proud father of a baby girl. Autumn Janae Smith was born October 17, 2011. Harley is the Relief Captain on the M/V DECATUR.

Ricky Mitchell is the proud father of a baby girl. Alainah Grace Mitchell was born on April 19, 2012. Ricky is the Relief Captain on the M/V CUMBERLAND.

Aaron Hinton and his wife Amanda announce the birth of their son Abbott Leon Hinton. He was born on November 1, 2011. Aaron is the Warehouse Assistant at the Orange Office.

Allen West announces the birth of his son. Kyler Doby West was born on April 26, 2012. Allen is the Steersman on the M/V DRUM POINT.

Rigoberto Santibanez welcomed his daughter Jenika into this world on November, 16, 2011. Rigo is a Tankerman on the M/V COVE POINT.

Josh Marin welcomed his daughter Madison into this world on June 7, 2012. Josh is the Relief Captain on the M/V BALTIMORE.

Robert Wilson announces the birth of his son. Jake Anthony Wilson was born on November 23, 2011. Bo is the Relief Captain on the M/V PRESTON N. SHUFORD. Phillip Criswell is the proud father of a baby boy. Patrick Allen Criswell was born on January 25, 2012. Phillip is a Tankerman on the M/V ARUNDEL.

Jarrett Hopson announces the birth of his son. Macoy Randel Hopson was born June 29, 2012. Jarrett is the Relief Captain on the M/V SAN BERNARD. Donald Lane is the proud father of a baby girl. Kathleen Nicole (Nikki) Lane arrived on September 21, 2012. Donald is a Tankerman on the M/V MATAGORDA.

Donnie Williams welcomed his son, Lucian Williams, on March 26, 2012. Donnie is a Tankerman on the M/V POINT ISABEL.

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