HIGMAN MARINE SERVICES, INC.
Volume 4, Issue 1
HIGMAN BARGE LINES, INC.
Fall 2013
3 4-5 5 6-15
John McMahan’s Comments One Hand for Yourself, One Hand for the Ship Dates To Remember New Vessels
16
The Role of Intuition in Operational Decision Making
17
New Operations Office
18
Murphy’s Law and Routine Inspections
19
Make Safety Personal
20-21
Crew Change Morning
21
Your Maritime Legacy
22-23
The Next Six Hours
23
Annual Awards
24
Watch for Condensation
25
Action vs. Reaction
26-27
What Makes Your Boat Float?
28-29
Staying Fit
29
Fly It Right
30-31 31
The Floating Warehouse New Faces Ashore
32-33
PPE Power Rankings
34-35
Meet Captain Michael Maneely
36 36-38 39 Fall 2013
Five Year Mark Promotions Employee News 2 of 39
Copyright © 2013 by Higman Marine Services, Inc.
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It’s been a very busy 2013, and thanks to everyone for doing a great overall job, Higman continues as a leader in our industry. Our fleet continues to grow with new boats and barges being delivered. We will continue to take delivery of new vessels into 2014 as we upgrade and enlarge our fleet and expand business with our customers. We are committed to maintaining our quality of service during this time of growth and fleet renewal. As true with any Company, we are constantly seeking to improve our performance. The past nine months we have had several large incidents which could have certainly been avoided if we were focused and used the tools at our disposal. It’s difficult to maintain a repetitive routine and follow the playbook after we have read it so many times, but it’s important to do so. If for no other reason, when a problem occurs it provides the record that all actions required prior to the incident were taken and carried out.
special member of our family and her retirement will be a loss to us at Higman. We all owe her a large debt for her service at Higman. In August we moved into our new Houston Operations Center on the Houston Ship Channel. It’s a facility that should have a very positive impact on our future providing much needed office, warehouse and supply space, and permitting us to add a Training Center. A special thanks and recognition to Kyle and all shoreside management for creating this new environment. This year’s growth brings increased opportunities for those in our training programs, both for Tankermen and Wheelmen. We continue to maintain our staff as essentially ‘home grown’ having come up from our internal ranks and look for that to continue. With our new facility, Gordie and Cliff will be expanding our New Hire orientation for all positions as well as our Steersman program.
At the end of October Beth Laughlin retired and will be sorely missed. Beth has been a
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"One Hand" means more than just holding on The old seaman's adage, "One hand for yourself, and one hand for the ship" has plenty of wisdom in it. In the deep sea world, a rolling ship is an unsteady platform from which to work. The seaman must always be aware of the unstable conditions and act accordingly. Part of his efforts can be directed to completing a job, and part of his efforts must be directed at keeping himself safe by holding on. How does this old adage work in the towboat world? We do not regularly roll in heavy seas; the towboat platform is generally stable. Seas may wash over the bow of a loaded tow when in the Mississippi Sounds, but they are generally localized to that area. Though our working environment may not be as dramatic as the deep sea environment, "One hand for yourself" still applies. When we use the term "One Hand" let us set it in a broader context. "One Hand" should be defined as the part of your thought process that is directed to keeping yourself safe. Self protection in a working environment must go much further than just hanging on. "One Hand" thinking is how you can protect yourself from an injury or incident. Slips, trips and falls are a major source of injury in our industry. "One Hand" in this context means building hazard awareness as you go about your day. Watch where you step; look for overhead hazards; monitor your environment. It is a continual process of thinking, planning and awareness of surroundings throughout the job you are doing and throughout the day. Just as we use our arms and legs to hold on, we use our mind to assess danger and adjust accordingly. To go a step further, making a risk assessment before undertaking a task brings you closer to the spirit of "One Hand". The job hazard analysis that you do before you begin a job, even if only informal, should sharpen your awareness of possible hazards you could encounter once on deck, in the engine room, etc. "One Hand" means taking 'seaman-like measures' to ensure your own safety and the safety of others, for example: cleaning up spills as soon as they occur, properly stowing wires and cables, not leaving stores and equipment lying around the decks, using proper PPE whenever anticipating the need, ensuring a new employee understands all the vessel's important safety features and his specific safety duties onboard. This list can be extensive and should cover every activity on the boat. So take time to perform "One Hand" thinking before you start your next project or task. Plan out each task you have ahead.
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Communicate all aspects of your plan to the others involved: Case in Point: A tankerman decided to service one of the generators without communicating his intentions to the wheelman on watch. During that time the tow was transiting a critical bridge when the running generator starts to act up. Inspect your work area before starting a project or task:
Case in Point: A tankerman washed down aluminum deck plates using an Aluminum Bright type product at full strength (did not dilute according to directions) and did not use proper PPE for foot protection. The product soaked through his leather boots and burned his skin. Let's use "One Hand" thinking to protect yourself and the crew that you work with throughout the day.
Case in Point: A tankerman received a laceration on his head when an unsecured aluminum step ladder sitting on the deck above blew over the rail and hit him. He was washing the main deck at the time. A thorough inspection of the area before starting the wash down could have brought up concerns of the unsecured ladder above, especially on a windy day. Take time to understand all the safety concerns of the product, tools, power sources, etc. that you intend to use. Read and understand Material Safety Data Sheets, instruction manuals and other safety information sources for proper use:
2014 Advanced Wheelhouse Management (Simulator) First Session Second Session Third Session Fourth Session Fifth Session
First Session Second Session Third Session
MAY 12-14 JUN 16-18 JUL 21-23 AUG 18-20 SEP 29– OCT 1
OCT 2-3 OCT 13-14
2014 Steersman Boot Camp First Session JAN 13-14 Second Session APR 21-22 Third Session JUL 24-25 Fourth Session OCT 20-21 Fall 2013
MAR 17-18 MAR 27-28 APR 7-8
2014 Tankerman Seminar
2014 Higman Leadership & Management First Session Second Session
2014 Wheelmen's Seminar
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First Session Second Session Third Session Fourth Session Fifth Session Sixth Session Seventh Session Eighth Session
JAN 17 FEB 20 MAR 11 APR 28 MAY 21 JUN 5 JUL 29 AUG 6
Ninth Session Tenth Session Eleventh Session
SEP 23 OCT 15 NOV 20 The Tow Line
The M/V High Island built by Hope Services began service in 2012!
The Crew:
Specifications:
Captain Ray Sergent Relief Captain Joshua “Bubba” Williams Pilot Michael Ash Steersman Phillip Criswell Tankerman Joshua Battle Tankerman Chris Hunter Deckhand Cory Fleeman
Length ................78’ Beam ..................34’ Hull Depth..........8’ 6” Gross Tons .........177 Total HP .............2,000 Main Engines .....2 x Cummins KTA 38 Generators ..........John Deere 4045 TFM
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The M/V San Marcos built by Southwest Shipyard began service in 2012! The Crew:
Specifications:
Captain James Wiley Relief Captain Nicholas Buruse Pilot Kyle Ewing Steersman Travis Cheramie Tankerman Michael Roach Tankerman Nicholas Jones
Length ................ 78’ Beam .................. 34’ Hull Depth.......... 8’ 6” Gross Tons ......... 177 Total HP............. 2,000 Main Engines ..... 2 x Cummins KTA 38 Generators.......... John Deere 4045 TFM
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The M/V Point Comfort built by Hope Services joins the Higman fleet in 2013!
The Crew:
Specifications:
Captain Ted Magee Relief Captain James Bond Pilot Clifford “DJ” Harper Steersman Deldrick Harrison Tankerman Norman “Tiny” Clemons Tankerman Tyrell Young Tankerman Sidney Phifer
Length ................ 78’ Beam .................. 34’ Hull Depth.......... 8’ 6” Gross Tons ......... 177 Total HP............. 2,000 Main Engines ..... 2 x Cummins KTA 38 Generators.......... John Deere 4045 TFM
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The M/V Pedernales built by Southwest Shipyard joins the Higman fleet in 2013!
The Crew:
Specfications:
Captain Alton Rivero Relief Captain Jules George Pilot James “Neil” Trichell Steersman Elzie Ward Tankerman John Houston Tankerman Kevin Noack
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
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The M/V Gordon A. Keenan built by Hope Services joins the Higman fleet in 2013!
The Crew:
Specifications:
Captain Christopher Jourdan Relief Captain Roy Lunson Steersman Wesley Vineyard Tankerman Desmond Murray Tankerman Jody Ward Deckhand Noah Mitchem
Length ................ 78’ Beam .................. 34’ Hull Depth.......... 8’ 6” Gross Tons ......... 177 Total HP............. 2,000 Main Engines ..... 2 x Cummins KTA 38 Generators.......... John Deere 4045 TFM
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The M/V Colt Clary built by Hope Services joins the Higman fleet in 2013!
The Crew:
Specifications:
Captain Gregory “Greg” Christmas Relief Captain Jeffrey Aldridge Pilot Ben Pearson Tankerman Brandon Benjamin Tankerman James Day Tankerman Jeromy Harden
Length ................78’ Beam ..................34’ Hull Depth..........8’ 6” Gross Tons .........177 Total HP .............2,000 Main Engines .....2 x Cummins KTA 38 Generators ..........John Deere 4045 TFM
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The M/V Red River built by Southwest Shipyard joins the Higman fleet in 2013!
The Crew:
Specifications:
Captain Calvin Hatfield Relief Captain Curtis Lassabe Pilot Daniel Mitchell Steersman Steven Hollomon Tankerman Dustin Istre Deckhand Tyler Crager
Length ................ 78’ Beam .................. 34’ Hull Depth.......... 8’ 6” Gross Tons ......... 177 Total HP............. 2,000 Main Engines ..... 2 x Cummins KTA 38 Generators.......... John Deere 4045 TFM
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The M/V Clifford L. Carraway built by Hope Services joins the Higman fleet in 2013!
The Crew:
Specifications:
Captain David Carriere Relief Captain David Leahy Pilot Lukas Lisenby Steersman Jose Alvarez Tankerman Dalton Ramon Tankerman Daniel Williams Deckhand Brooke Edmonds
Length ................78’ Beam ..................34’ Hull Depth..........8’ 6” Gross Tons .........177 Total HP .............2,000 Main Engines .....2 x Cummins KTA 38 Generators ..........John Deere 4045 TFM
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The M/V Karl G. Andren built by Hope Services joins the Higman fleet in 2013!
The Crew:
Specifications:
Captain Michael “Big Mike” Taylor Relief Captain Clarence Luden Pilot Stacy Sawyer Steersman Apollos Edwards Tankerman Harold Calkins Tankerman Alexis Anderson Deckhand Christopher Jackson
Length ................ 78’ Beam .................. 34’ Hull Depth.......... 8’ 6” Gross Tons ......... 177 Total HP............. 2,000 Main Engines ..... 2 x Cummins KTA 38 Generators.......... John Deere 4045 TFM
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The M/V Rio Grande built by Southwest Shipyard joins the Higman fleet in 2013!
The Crew:
Specifications:
Captain Randy Hopson Relief Captain Michael Campbell Pilot Kenneth “Kenny” Glaze Tankerman Chris Weber Tankerman James Snow Tankerman Bart Klaver
Length ................78’ Beam ..................34’ Hull Depth..........8’ 6” Gross Tons .........177 Total HP .............2,000 Main Engines .....2 x Cummins KTA 38 Generators ..........John Deere 4045 TFM
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Intuition success builds with experience In all our operations, decisions are made constantly. In most situations, there is time to analyze what is coming up, weigh the alternatives and decide on a course of action. For example, a Tankerman gets ready to top off his tanks. He knows that the product is flowing presently at 2,000 bbls an hour and he has been watching the flow into his tanks. Some quick calculations will help him decide when to slow down the flow rate. A rational decision has been made. But often times, your decision making process may be rushed at a critical time and possibly full of doubt. Your tow is down-bound on the Mississippi River in high water with a critical bridge coming up. The tow is lined up properly, but something does not look right. A quick go/no-go decision must be made and both decisions have significant consequences. What do you do? When working under pressure, our brains will switch to an intuitive decision making style that is easier and more natural than the rational analytical approach. Intuition is subconsciously used when there is no time to weigh out each consequence. Our intuition becomes more accurate by our level of experience in the situation and is sharpened by our level of situational awareness. With an emphasis on accurate situational awareness, a Wheelman's intuition helps him see the most important factors and the most likely outcomes of his actions. So what makes intuition work? Your intuition is developed throughout the years by gaining information and storing it in your long term memory. Accumulated years on the water as a Wheelman or a Tankerman bring more and more operational information into our memories. Information we may not actively remember will be used to help make a decision on an subconscious level. You are not aware that your brain is using your stored memories to help make a quick decision, but it is happening all the time. Take for example owning a dog as a kid; you learned how to react to dogs in different situations during your time around them. Later on in life you come across an aggressive dog. Without thinking, you know how to react to that dog. Your stored knowledge comes to the forefront and helps shape your reaction to that dog. You did not have to stop and think, "how do I react to this dog?" No, it was known intuitively. Your situational awareness depends on you constantly gathering information and using it to make decisions. We may not be fully aware of some of this information we are gathering. Your peripheral vision may see something wrong with a navigation situation that may not register in your conscious mind. In this case, your intuition can kick in to warn you something is not right and needs more analysis. Intuition will develop over time and with that comes greater trust in your immediate "hunches". It may not always give the right answer in a critical situation, but it is an important tool your brain will use to provide the answer you need. Fall 2013
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We are pleased to announce that the new Higman office and warehouse location on the Houston Ship Channel is complete and is operational. This facility has many improvements that meet our needs as we continue to expand our fleet. The address is: 16530 Peninsula Blvd, Houston, TX 77015. All phone numbers remain the same.
At this facility there are daily operations including crew changes and scheduling, boat supply deliveries, inventory shipping and delivery, personnel interviews, various training classes, port captain, safety and vetting activities, as well as ongoing purchasing and maintenance tasks. To pass through the gate you must enter a PIN or push the call button for assistance. For afloat employees, the PIN is: *41 [your five digit employee ID number] followed by the pound sign, for example: *41XXXXX# Once you enter the facility you face a large blue building. Maneuver to the right of this building to arrive at the offices. The first green and white building is the warehouse. This is where crew changes report. The next building is the galley; the galley and main office share a porch entry. In the main office you will find Personnel, Purchasing, Port Captains, and Maintenance. The last building is the Training Center. Located in the Training Center is the Training Department and the Safety/Vetting Department. October 30th we celebrated the arrival of two of our newest additions to the fleet, M/V Karl G. Andren and M/V Rio Grande, with a dual christening. Guests were summoned to the waterside service by the deep “boom” from a miniature cannon blast, with formalities officiated by Chaplain Winston Rice of the Seaman’s Church. We are pleased and proud of these two new arrivals and look forward to even more new construction vessels to be delivered in the upcoming year We extend an invitation to come visit us and tour the new facility if you have time when you are in the area.
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Checklists are serious business A Tankerman prepares to complete the DOI before starting a transfer at a dock. He has done it a hundred times before. With little thought, he initials each box, signs the bottom and goes on to the next task before starting the transfer. But is the Tankerman fully aware of what he just signed? Near the bottom of the DOI form is a statement acknowledged by his signature, "I do certify that I have personally inspected this facility or vessel with reference to the requirements set forth in section 35.3530 and that opposite each of them I have indicated that the regulations have been complied with". There are 22 items that the Tankerman has "personally inspected" prior to signing this document. Murphy's Law says that "Anything that can go wrong, will go wrong". A spill on one of our tows several years ago is a perfect example of what happens when the inspection is not taken seriously and the DOI is "Pencil Whipped". Let's look at the details. Prior to going to the dock, the tow was at a stripping facility. That should be Red Flag #1. Let's look at some of the DOI boxes the Tankerman checked off as being "inspected". NO. 4 - Transfer System Alignment. The Tankerman did not completely check line-up. Though this is always important, it is especially critical when coming from a shipyard or cleaning plant. A valve that is normally shut was left open, allowing product to back up into the stripping system. NO. 5 - Transfer System, unused components. A stripping system blank flange had only 3 bolts in place including one not properly tightened. The loose blank flange allowed the backed up product to flow from the loose blank flange to the deck. No. 12 - Scuppers of Drains. Scupper plugs were in place, but not tightened. Product from the leaking flange found the hand-tightened scupper plug and escaped the tank top containment. The Tankerman, by signing the DOI, certified that all the above areas were checked. Obviously they were not. Pencil Whipping resulted in the fulfillment of Murphy's Law and we had a spill on our hands. Let's reinforce with all crewmembers the importance of using checklists completely and most importantly, truthfully. This goes for all checklists that we use, such as Quarterly Crew Vessel Inspections, Change of Watch Checklist, Engine Room Gauge Readings, just to name a few. When you sign or initial any form, you are certifying that all check-off requirements are complete and truthful.
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Safety building blocks begin with each of us During the 2013 Wheelmen's Seminars "Make Safety Personal" was the most important theme discussed. Attending wheelmen and management alike signed a large banner to attest to their agreement with the idea that safety begins with the individual. With their signature, seminar attendees committed to focusing on making safety more than just a slogan. But what does "Make Safety Personal" mean and how does it fit into the overall safety culture? A safety culture adds up to many parts and programs which in our case, is documented throughout the "Higman Safety Management System". It also is made up from sources outside the company, primarily our customers who bring in expectations and requirements to ensure we work in a safe environment. A basic contributor to the effectiveness of these safety programs is the attitude of each of us during our time at work and our time at home. All the rules and all the training in the world do not mean much if the individual does not make safety a personal issue. When the crewman commits to making safety personal, his actions become part of the foundation of an effective safety culture.
Why should safety become a personal issue? First and foremost, is concern for family. Most of us have others that depend on us—a spouse, some kids and maybe a few relatives. They depend on us not only for the paycheck we bring home, but also for our place in the family. Family is a primary motivator to make safety personal. Our own well being also brings home the idea that safety starts with us. Self preservation should be another big motivator to help you make safety personal. When on the boat, each crew strives to work as a team. Teamwork, safe practices, and attention to detail can make a boat stand out. When we make safety personal, that team comes closer to reaching their goals. Think about it, work on it, make safety personal!
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Getting a good start Crew Change day can be a foundation for a safe operation It is a cold, early morning in December and your boat has pulled to a familiar landing for crew change. The off-going crew is anxious to get on the road and the on-coming crew is a bit stiff from sitting cooped up in the truck for the past two hours. There is a load of groceries and supplies in the back of the truck that need to be transferred from the truck to the waiting boat and then stowed aboard. Is this a recipe for an injury or an incident? All the facts point to that possibility unless common sense and foresight is used.
change office is available to you with prior notification to the Personnel Department. The responsibility rests on everyone to return to the boat ready to go to work and be able to safely operate the vessel.
Let's consider a few more points to these scenarios and break it all down.
The most dangerous part of your job may be the drive to and from the boat. In 2011, there were over 32,000 fatalities on US roadways. Always drive aware of the conditions and adjust accordingly. Make sure your crew change vehicle is in good shape and ready to make the trip. Report any problems with the vehicle so the next guy does not get stuck with them. Getting there safely is the best start to your hitch.
To start out, the on-going crew assembled at their crew change office, picked up the truck, loaded groceries and then got on the road to meet the boat. One crewmember stayed the previous night at the local hotel and is well rested; the other left his house at 3AM after attending a family gathering and didn’t get much sleep. One is rested; the other is tired. Higman company policy encourages all crewmembers to be rested when returning to work. If you live more than 100 miles from your assigned crew change location, a local hotel near the crew
On the road, the crew hits some cold morning fog along I-10. Though the visibility is poor, the crew pushes on at a speed that may be unsafe. They have a schedule to meet and they do not want to delay the crew going home.
Your towboat has pulled into a familiar landing which involves climbing down a steep bank to access the boat. It is up to the Captain to select the safest area available to conduct the crew change. This can be a challenge because with the onset of security regulations, many docks are refusing to let crew changes take place. If you are unfamiliar with the area, check with other boats to find a suitable spot. If the skiff is required to make the transfer, make sure all safety procedures are followed; work vests are properly worn, a hand held VHF is onboard, an adequate fuel supply, the weather is suitable, etc. Remember it is easy to overload a skiff. Pay attention to the load limit, which can be found on a reflective sticker inside the skiff. Since you are now at the boat, the on-going and off-going crew gathers. The truck is loaded with not only groceries but spare parts and a coil of line. It is time to transfer from the truck to the boat.
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Here is where some stretching exercises may be in order. After a long truck ride, your muscles need to be warmed up before going into action. Take several minutes to do some stretching exercises to get your body moving.
Use the Crew Change Checklist found in the Higman Policy and Procedure Manual Watchstanding section, as a guide. Some of the items listed are:
Grocery boxes, coolers and supplies can be heavy. Make sure there are enough crewmembers to safely lift each cooler, box, etc. to spread out the load. Lift with your knees not your back. Never turn at the waist, use your feet to turn.
All supplies are removed from the truck. The off-going crew is anxious to leave.
Status of Safety Meetings Traffic concerns Current orders, Cargo specs, dock situation Incidents, accidents and first aid issues from past hitch Maintenance concerns Barge conditions, void inspections
The checklist is thorough and can make the transition conversation complete and efficient.
Turning over the vessel to the oncoming crew involves more than a quick conversation. The status of all equipment, machinery and barges should be discussed.
Make your crew change day the starting point for a safe hitch coming to, and going from, the boat.
Prepare them for the future Do you have a child ready to graduate from high school who is thinking of a maritime career? San Jacinto College, located in Pasadena, TX, has an Associate Degree in Maritime Technology that might be the right path for them. Launched in Fall 2012, the Marine Technology program combines USCG approved maritime training with college level academics required of a two year college degree. Students will merge USCG approved and required maritime coursework with math, science and English preparing them for professional maritime careers, both inland and seagoing. As our industry becomes more complicated each year with federal regulations, customer demands and the upcoming Subchapter M requirements, an associate degree will provide a great start in the field. Go to: http://cpd.sanjac.edu/node/9531 for more information.
Construction rendering of future Maritime & Technology Training Center
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Getting ready to take over the watch What do the next six hours mean to you if you are a Tankerman? The next six hours could have you on a barge, loading a product you have handled a dozen times. It could though, be something totally different; maybe you are given a cargo you have only vaguely heard of. In both cases you will need to be prepared before going on watch. What do the next six hours mean to you as a Wheelman? Maybe you will be transiting the next thirty miles through a portion of waterway that is your normal route. Just maybe though, you are on the upper Mississippi, in an area vaguely remembered from your posting five years ago. Here again, it makes sense to be prepared before going on watch. Lord Baden Powell, the founder of the Boy Scouts, was famous for the motto "Be Prepared". In his thinking, "the meaning of the motto is that a scout must prepare himself by previous thinking out and practicing how to act on any accident or emergency so that he is never taken by surprise." In the towboat world, our lives are compartmentalized into two functions; on-watch and off-watch. The off-watch time is our own and we are free, to a limited extent, to rest, relax and catch up with the outside world. The on-watch time is business first. The transition from off-watch to on-watch is where the work of being prepared must take place. Start with the Higman Policy and Procedure Manual. Section One, Part B of the manual, documents a change of watch procedure. This covers only the basics though, and only an experienced, on-scene crew can really know what to expect in the six hours ahead. Set your watch change routine: In setting your watch change routine, know how much time you personally need to get ready to go Fall 2013
on duty. Does it take you extra time to wake up and be alert? Do you need time to eat? How much overlap time do you need to feel comfortable when relieving the watch? Understand what is going on. The world around you is important at this point. While underway... The Wheelman should look at the chart plotter and mentally map the next thirty miles or so to understand what will be up ahead during the next six hours. Pass that information onto the deck crew so they can anticipate docks, locks, and bridges. Get weather, river level, current, tide etc. information so that you are not caught with drastic changes that may be ahead. Look again at your orders to be sure you know what information may need to be passed on during the watch. The deck watch should find out what is ahead. How cold is it on deck? Is there rain in the forecast? For the boats working the northern routes, could there be snow and ice in the next six hours? What PPE should be anticipated? These, plus many more questions, should be considered, researched and answered before relieving the off-going watch. While at the dock or standing by... Obviously the questions are going to be different before starting a watch when the boat is standing by or is engaged in cargo operation. The maintenance
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operations, delivery of supplies, and crew changes require some forethought before the next crew taking over. You make up the list according to the upcoming operations anticipated. Work the transition... The overlap at the change of watch is the most important part of the day to pass information on to one another. "I got it," does not cut it. All relevant information must be passed on watch to watch. The more thought you put into being ready to take over the watch, the better you will "Be Prepared" for the next six hours.
The Higman Annual Awards are presented each year at the Wheelmen's Seminars. Presented this year: 2013 Flag Captains Flag Captains are awarded based on their 2012 performance regarding crew management, communication abilities, crew training, safety performance, and personal abilities. This years Flag Captains are: Sam McWhorter David Carriere Robert Nealy Alton Rivero Arnold Argullin
M/V BELLE CHASSE M/V CLIFFORD L. CARRAWAY M/V MISS SARAH M/V PEDERNALES
Scott Bryars Wallace Rogers Gerald Casagrand Calvin Hatfield
M/V SPINDLETOP M/V DECATUR M/V SAINT CHARLES M/V RED RIVER
M/V PORT NECHES
2012 “H” Boat
2012 Safest 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.
These boats had the best yearly safety record: Canal Rivers Overall Charter (tie)
M/V MARRERO M/V ARANSAS PASS M/V SPINDLETOP M/V PORT NECHES
M/V ANNAPOLIS M/V ARANSAS PASS M/V MARRERO M/V GREGORY P. FRAZIER M/V MIKEALA LANE DEVALL
M/V ANNAPOLIS M/V SAINT CHARLES
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With cooler weather, condensation can form in cargo systems Recently, one of our boats encountered a rare, but not unheard of problem. As part of every transfer, condensation builds up, either on the cargo tank bulkheads, the sight glass, and even inside the vapor recovery hose (if one is being used). Condensation that builds up in the tank is not a problem. Condensation that forms on the sight glass gets wiped away by the wiper blade. At most docks condensation that forms in the vapor hose runs back in to the vapor line and into the tank. However, at some facilities, the vapor line is not supported, and the belly that forms when it is left draped on the deck creates a good place for condensation to pool and block the vapor line. How does condensation form? Condensation is the result of warm and humid air being cooled. The cooler air cannot hold the moisture and the result is that droplets of water begin to collect. In a vapor recovery load, the vapor recovery system is pulling this warmer air out of the tank as the product begins to fill the space. This is a
closed system in order to keep harmful vapors out of the air, so the vapor system helps to keep the tank pressure down. Several products, especially crude oils, contain some amount of water as the liquid is taken directly from the ground and pumped into our barges. As the vapors are taken from the barge, they are typically brought to a flare which burns them, rendering them harmless. However, during this transit from the tank to the flare, the vapors can cool, and eventually the condensation begins to runback. The Vapor Hose At most docks, the vapor hose is held either straight up and down (think about docks you go to on the Mississippi River) or it is supported by a crane with a strap, which keeps the hose from forming a belly where the condensation can pool. In these cases, the condensation that forms harmlessly falls back into the vapor lines on the barge and eventually finds its way back into the tanks. However, at several docks, no support is given. The hose is left on deck, almost four feet below the vapor header. When this happens, the condensation pools at the belly and a pressure barrier is formed. The dock will think they are pulling a vacuum from the barge. The barge will begin to pressure up. This is because no safe amount of air pressure can overcome the buildup of liquid in the belly of the vapor line. In situations like this, the dock may ask you to open your vent stack. And when under a vapor recovery load, not only is it against company policy, it is against the law. If this does happen, remind the dock of the regulations and ask them to drain the vapor line, which is their responsibility. If you continue to have a problem with this, contact your scheduler.
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Keeping control in your operation For those of you that paid attention in your high school physics class, you will remember Newton's Third Law of Motion which states that for every action there is an equal and opposite reaction. In the Towboat world, this law of physics is easy to see every day. For example, the thrust caused by the turning of the propeller through the water is the "action". In response or reaction, the towboat moves forward. Simple stuff, right? But let's look at action/reaction in a totally different way. Let's look at it as the actions we take every day verses the reactions that happen due to a failure or an incident. Action creates results; reaction can create excuses. In a good operation, each day we plan what actions we are going to take. Working in the engine room may mean an action of changing fuel filters on a defined schedule or at the first hint of engine hesitation. This is an action. The reaction in the same scenario would be the frantic call from the wheelhouse to get below and switch over the filters as the engines start to bog down. Not a bad reaction when out in a broad part of the river; a tough reaction when the tow is about to go through the Morgan City Railroad Bridge. Another example of action/reaction is the pre-docking barge inspections we do before heading in to load or discharge. The good action of doing a thorough walk though of the barge before docking and using the checklist as a guide, keeps the surprises from happening later on. On the reaction side, failure to properly complete the inspection could mean the barge is kicked off the dock. No one is happy then! What about crew training? By taking the action of walking all the crew though the operation of the engine room CO2 fire suppression system, good familiarity of the system can be created. Though the CO2 system is simple to operate, there are a series of actions that must be taken in the right order to make the system effective. A crew that has taken the action of a thorough walkthrough and discussion of the system will know what to do if an engine room fire ever happens. When the Captain gives the command to initiate the system, it will happen with no hesitation. The crew that has to react to the fire by trying to figure out where the control boxes are and how to light off the system may have bad results . Action means having control of a situation. Reaction means cleaning up from a lack of action. Maximizing action time means minimizing reaction time. Fall 2013
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Some simple calculations can make a point At our monthly Tankerman Seminars we had a segment called "States of Matter in a Barge". In the segment we discuss simple concepts of physics that are important basics for Tankermen. One of the topics discussed is buoyancy, which is obviously important to anyone working on a boat. If it doesn't float, we might as well be out of the business. So the discussion always asks, "Why can a steel hulled boat float"? Not a bad question considering your real life experiences tells you that steel is a heavy material. What about cement? During WWI and WWII, there were a number of ships made of cement; they floated just fine. Just off of the Houston Ship Channel east of Pelican Island, you can see the remains of one of those ships, the T/S SELMA. The T/S SELMA was built of steel reinforced cement in 1919 as a tanker. She operated on the Gulf Coast until hitting a jetty while entering Tampico, Mexico. She ended up in Galveston where repairs failed. Back to the real question; why do displacement hulls float? First, what is "displacement"? Displacement literally means the moving of something from its place or position. When we displace water with a boat, we are moving the water out and replacing it with the hull. Salt water weighs about 63.4 pounds per 1 cubic foot. If my boat displaced 1 cubic foot of water, it would have to weigh less than 63.4 pounds to float. Any heavier, it is going to the bottom.
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Every boat depends on the displacement of water to provide the buoyancy for the hull. A towboat sinks into the water until the weight of the surrounding water displaced by her underwater volume is equal to the weight of the entire boat. As additional weight is added to the hull either by equipment, fuel, water, etc., the boat will sink lower and lower. The upward force created by this displacement is the vessel's buoyancy. If additional weight is added to the boat, and the boat sinks below the normal waterline, the additional buoyancy needed to keep the hull from sinking comes from the "reserve buoyancy". This is the difference between the volume of a hull below the designed waterline and the volume of the hull below the lowest opening incapable of being made watertight. Most towboats are no longer watertight once we reach the first deck windows. That then becomes the end of our reserve buoyancy if we ever sank that low.
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OK, how much does a typical Higman towboat displace? Let's do some rough calculations assuming we are floating in salt water that weighs 63.4 pounds per 1 cubic foot.
Back to the calculations. Calculate the engine room volume which is the length, width and height of the space minus some dead rise in the stern: 33 feet long, 34 feet wide and 10 feet high minus the small dead rise; (33*34*10)-((1.5*6*34)/2).
Start with our hull dimensions: Our boat is 78 feet long and 34 feet wide. The hull from the base line to the deck is 10 feet deep. There is a rise from the deepest part to the bow, and another rise from the base to the stern. Here is a ROUGH calculation for the hull volume in cubic feet: 78 x 34 x 10 minus the volume of the 2 cut-outs of the rises; = (78*34*10)((25*34*7)/2)-((18*34*7)/2) This equals 21, 403 cubic feet (I emphasize it is a rough calculation). Now multiply this by the weight of the water that could be displaced by this hull: 21,403 x 63.4 = 1,356,950 pounds. Then divide by 2,000 and we get tons of displacement or......678.5 tons. This says that for our boat to float no deeper than the main deck, all the steel, machinery, fuel, water, equipment, and crew cannot weigh more than this amount, 678.5 tons. Anymore weight and you get wet feet. What about the open spaces in the hull? We all know that the engine room is the largest open space in the hull. What happens if it fills with water?
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This equals 11,067 cubic feet. Use the same calculation to see the weight of the water it could hold and you get....350.8 tons Remember, this is a rough calculation but it highlights the importance of keeping your engine rooms secured while underway. Over half your buoyancy is being provided by that space. If it starts to fill due to down-flooding from an open door, it does not take much for the vessel to start sinking. How about the forward hold? That is another large space located below the waterline. If we do the calculations like the ones above, a forward hold could hold about 100 tons of salt water. This is a critical area since this equals about 15% of your total buoyancy. Fill it with water due to collision or operational failure and overall buoyancy will be critically affected. Towboats are designed for inland waters. They can be safely operated on these waters but, remember, they are vessels constrained by the laws of physics and the realities of buoyancy. Keep your watertight doors shut!
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How does staying fit affect your daily boat life? Joe has been on boats for about five years. He knows how to build tow, tank a barge and how to run an engine room. The barges are in the fleet and they proceed light-boat to the office dock to meet a mechanic. As they approach the dock, Joe gets his lines ready. The Captain pushes the boat against the piling and Joe tosses the line over the kevel. Something pops! Joe doesn't know what it was, but feels this sharp pain running down his back. Joe throws lines frequently, so what happened this time? Staying fit with a regular exercise program can help maintain a healthy lifestyle both on and off the boat. Here are some of the benefits of staying fit:
Regular exercise prevents injury. Fit individuals are less likely to get sick. Regular exercise helps maintain a healthy weight. 10 pounds can be a lot of strain on your body over time. Fit individuals have more energy. Exercise delivers oxygen and nutrients to your organs to help your cardiovascular system work more efficiently. When your heart and lungs work more efficiently you have more energy for daily activities. Regular physical activity can help prevent serious health conditions like: diabetes, stroke, depression, arthritis and more. Fit individuals have more self-confidence. Exercise promotes sleep; a regular fitness program helps you fall asleep faster and sleep better. Fit individuals tend to take on more leadership roles.
For those who work 8-5 Monday to Friday, hitting the gym after work isn't a big deal. For those who work on a vessel, it may be a bit more of a challenge, but it is possible. There are many exercises that can be accomplished in a small space. Here are a few ideas to use while on the boat:
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Resistance Bands: Resistance bands take up little space and they provide resistance during contracting and relaxing of the muscles. Stretching Programs: Yes, I know it's not masculine, but Yoga has a lot of benefits and doesn't take up a lot of space or equipment. Always stretch before and after any physical activity. Walk the barges. Safety First! Always use inboard walkways. 9 trips back and forth is about one mile. Incorporate simple exercises into your watch. 10 squats, 10 pushups and 10 sit ups an hour will really add up.
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Combining exercises is more efficient. (A squat combined with a curl provides more benefit than each separately.) If you are starting an exercise program always check with your doctor, especially, if you have any health issues. Stay safe when exercising; wear proper footwear, drink plenty of water (not sodas - they dehydrate) and watch your heart rate. Need more ideas? There are several creative exercise videos out there. YouTube offers a new exercise program called "Kettlebells". Have you set your New Year's Resolutions yet? If not, maybe an exercise program would be a good way to start off the New Year. Better yet, set the goal for the entire boat. Exercise buddies help keep you motivated.
Towboats and Flags The US flag is an important part of our maritime tradition. The familiar 50-star "stars and stripes" flag is also known as the national ensign when displayed on a vessel. It is the most important flag onboard and identifies her national character. A vessel's character is determined by her national registry. How should the national ensign be displayed onboard? The traditional position of honor on a vessel is at the farthest place aft. On a working towboat, this is not practical with the nature of the steering flat and the low freeboard at the aft rail. With vessels that cannot carry the flag from this aft position, it is acceptable to fly it from the mainmast on the centerline of the boat. No other flag should fly above the national ensign and no flag should fly aft of the national ensign. With the angle of the flag lanyard on most of our vessels, this may not be totally practical if flying a state flag below the national ensign. In this case, height trumps the aft position. Should there be a national ensign aboard our barges? When barges are made up to the boat, the tow becomes a unit. In this case the ensign should fly as far stern as possible which means aboard the boat. There should be no national ensign aboard our barges. The only flag that should be flown aboard the barge should be the company burgee. Flag condition Wind, sun, and soot take a great toll on your flag. Look at the condition on a regular basis and replace as needed. Tattered and faded flags need to be retired. Retired flags can be sent ashore for proper disposal. Fall 2013
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Ideas from the warehouse ashore make sense for towboats operations The great French military and political leader, Napoleon Bonaparte once said "An army marches on its stomach." To be clear, Napoleon understood that the power of his army depended greatly on the flow of supplies and food to his troops in the field. An army running short of basic needs was not one that would win the great victories. The importance of the supply chain could not be under estimated. A big part of the supply chain role and a function used everyday onboard our vessels is inventory control. Businesses large and small understand the importance of keeping their stocks at the proper levels to operate efficiently and without the drama of running out. Inventory control is the supervision of supply, storage and accessibility of items in order to ensure an adequate supply without excessive oversupply. One thing unique about working on a boat is the reality that you just don't go down to the local Home Depot or Wal-Mart every time you need a part or you need a dozen eggs. Vessel supply and grocery needs are carefully planned, ordered and received on the boat normally with crew change. With all the pieces needed to keep a towboat operation running smooth, how do you make it work onboard?
Your boat as a Warehouse. A simple concept is to look at your boat as warehouse and to think of how a person who runs the warehouse keeps the place supplied and running. Most veteran Captains use these techniques on their boats using a variety of methods. Let's look at some of the concepts that are important to a warehouse that relate to a towboat operation. Warehouse (Towboat) Inventory factors: Designate a member of the crew to oversee inventory control. Each boat may be different in who they choose depending on the individual talents of each crewmember. It may be the Captain, Relief Captain, or experienced Tankerman that is charged with controlling what is onboard. There is great value in designating one person to be charged with planning and control of supplies. Understand the frequency of resupply. A tow working cross channels in the Houston area is going to have different logistics than a tow assigned to the Chicago run. By closely planning the frequency of resupply and the lead times for procurement, inventories can be kept at the proper levels. Understand the daily consumption rate by tracking what is used each day, especially consumables. A pattern of consumption will emerge over time. How many pounds of potatoes
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are used between crew changes? How much milk is consumed in a 30 day period? By keeping up with what is used, average consumption will emerge which will help make your ordering more accurate.
make the job easier as long as the file is updated regularly. Operating a towboat requires many skills and warehouse management is just one of them!
Factor in a "safety stock" to your daily consumption rate. Add a cushion to designated items in case of a missed crew change. A change in orders, weather delays and communication lapses all could cause your crew change not to happen. Here is where your "safety stock" comes into play to get you to the next crew change. Rotate your stock. Stock rotation is the practice of moving items that have been onboard to the front of a shelf or refrigerator so they get used before the newer items. Do this on a scheduled basis so that gallon of milk hidden in the back of the refrigerator does not become a homemade cheese spread. Identify "dead stock". Take out items that are no longer useful. As an example, at one time the wheelhouse electronics on Higman boats were powered with individual 12V power supplies. Over the years, the majority of Higman boats have been converted to our proprietary, built in 12V power systems. With individual 12V power supplies no longer needed, any spares should be removed from the boats. Occasionally I will find a stock of the no longer needed power supplies piled up under the wheelhouse. Please consult your Port Captain for advice on items to remove. Create an inventory management system. There are many ways to record what comes onboard, what is used and what is reordered. Develop an inventory management system that designates a minimum and maximum for each inventory spare part or consumable. The min/max designation will help you make resupply order decisions. As an example the Higman boat filter order list on Higmanboats.com has a min/max number for each filter to be ordered.
The Houston office welcomes Donna Flores, Shawn Millay, Destanie Greeson, and Amy Kappes. Amy will be working in the Safety Department. Donna, Shawn and Destanie are joining the Accounting Department. Colby Barrios joins the Covington office as Purchasing Assistant. Capt. Buddy Merritt has moved from Captain of the M/V Empire to Port Captain out of the Channelview office. In the Barge Maintenance Department we welcome Dorian Rocha and William “Jr.� Fincher. Dorian will be working in Channelview and Jr. works out of the Orange Office. Andy Worley has moved from our fleet to Safety Supervisor in Channelview. Chantalle Rojas has joined the Personnel Department in Channelview.
A good practice is to mark a min/max number for each item on the shelf where it is normally stored, Dennis Zink will be our new Training Instructor i.e. pantry, forward hold, etc. If you are computer in the Channelview Training Center. savvy, an electronic spreadsheet like Excel will Fall 2013
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Your PPE should rank high on your list Every football season, writers that follow the sport, come out with their "Power Rankings". In the college football world, typically the top 25 teams are listed based on the writer's opinion of where they belong in the standings. This is especially important in the college football world where there is no national playoff system. Each ranking usually comes with a narrative of why the team is positioned where it is on the list. Crazy as this may seem, it brought to my mind our Personal Protective Equipment or PPE. Yes, I am going to give the PPE we use in our marine operations a "Power Ranking". Though all PPE is important in our operation, some PPE provides greater protection to your welfare than others. The PPE we use each day acts as a barrier between us and the hazards of the workplace. In the marine environment, we encounter many hazards that must be controlled either by engineered solutions (ie, handrails, vapor recovery systems, fixed fire fighting systems) and Personal Protective Equipment. With the PPE, we have direct control over its application and use. My power rankings are based on the consequences of exposure and the frequency of exposure. This is not scientific, but is based on observation and statistical review. OK, here is my PPE Power Ranking for 2012:
1 -Work Vest In my opinion, this is your most important piece of gear on the boat. Is there ever a day when onboard that your work vest is not used? Probably not. The greatest exposure a mariner has to injury and possible fatality is a fall overboard. According to the American Waterway Operator Association statistics, there have been 9 men overboard during the first half of 2012 in the Inland tank barge segment of the industry. A work vest must be worn anytime there is a chance of falling overboard. That covers most operations except when inside the boat. Wear it snugly and ensure it is in good shape. 2 - Safety Boots Uneven surfaces are common on a towboat and barge combination. Narrow steep stairs, spill rails, barge framing all are unavoidable hazards on a tow. Footwear must be chosen based on the hazards that are present. Our company policy requires lace up boots. This selection is based on the frequency of uneven surfaces we encounter. A properly laced up, high-cut boot will provide support against ankle injury. Boots should fit snugly around the heel and ankle when laced. Make sure your boots are in good shape. Non skid decks are tough on the soles. 3 - Full Face Cartridge Respirators In many cases where there is a possible exposure to organic solvents such as benzene, a full face cartridge respirator is required. During hose hookup for cargoes requiring vapor recovery, there is often a possibility of exposure to liquid cargo containing these organic solvents. Opening tank or ullage hatches can create exposures. Cargoes like crude oil, heavy/light aromatics, untreated gasoline and of course benzene all have the possibility for benzene exposure. Make sure your full face respirator fits properly and is regularly serviced. Are the seals tight, has the canister been changed as directed?
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A rigid shell that resists and deflects
4 - Hearing Protection If you go into the engine room when the main engines or generators are running, then you’ll know why hearing protection is needed.
blows to the head. A suspension system inside the hat
that acts as a shock absorber. Some hats serve as an insulator
When we are exposed to harmful noise, sounds that are too loud or loud sounds that last a long time, we can damage sensitive structures in our inner ear, causing noise-induced hearing loss. These sensitive structures, called hair cells, are small sensory cells that convert sound energy into electrical signals that travel to the brain. Once damaged, our hair cells cannot grow back. Ear plugs or ear muffs not only make it more comfortable to work in the engine room, but also prevent permanent hearing loss. And, don't forget hearing protection when chipping that deck. 5 - Safety Glasses Each day about 2000 U.S. workers have a jobrelated eye injury that requires medical treatment. The majority of these injuries result from small particles or objects striking or abrading the eye. Think of the different onboard operations where small particles or chemicals can get into your eyes: chipping, painting, cleaning decks, hooking up hoses, using any type of electric or air powered hand tool. There are many possibilities. On deck, there is usually plenty of wind. Windblown particles account for many eye injuries. Find a good pair of safety glasses you like and get used to wearing them. 6- Hard Hat Over head hazards are possible when hooking up a hose or lowering the skiff. Though theses dangers seem remote, they have happened on our vessels. Hard hats protect you by providing the following features:
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against electrical shocks. scalp, face, neck, and shoulders against splashes, spills, and drips. Some hard hats can be modified so you can add face shields, goggles, hoods, or hearing protection to them. Shields
7 - Skin protection/hand protection Cargo transfers and barge/boat maintenance can expose your skin to chemicals. Some chemicals, such as harsh cleaning agents can do immediate damage you your skin. Other chemicals such as benzene can also lead to long term damage. Don't forget all kinds of other damage to the skin....pinches, abrasions, sunburn and even insect bites. 8 - Safety Harness I am not sure this should be at the bottom of the list, but we may not do many jobs where fall protection is needed. Or do we? Under our policies and procedures, any job where there is a potential fall of over 6 feet, fall protection is required. Think about this the next time you use a step ladder. Will you be higher than 6 ft? When required to use a safety harness for fall protection, make sure the harness is in good condition and is fit properly. Make sure the attachment point is substantial enough to support the load and to properly secure the lanyard. A handrail is typically not a good attachment point. Wrap up Did we talk about all of our PPE? No, we missed a few items, but you get the picture. All PPE is important to a safe operation and to your wellbeing.
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Michael “Mike” Maneely grew up near the Houston Ship Channel and Buffalo Bayou. Going fishing as a small kid at the Texas City Dike, he was fascinated by tugboats and ships passing by. December 1973 he answered an ad in the Houston Chronicle for a job as a Deckhand with Lone Star Cement. He had no idea what he was in for, only knowing that a Deckhand “worked on a boat.” At the young age of 18, he was convinced this was the job he wanted. Mike recalls, “After my first 10-day trip as a Deckhand Trainee, I was hooked!” Next, Mike worked for Mar Ray Towing on Red Flag tows. He made his first trip across the Mississippi Sound in 1976 and soon joined the bigger modern fleet of National Marine Service. Mike credits three men there for setting the tone for who he would become as operator and future boat Captain. Mike emphasizes, “They taught me the importance of never forgetting where I came from. The value of knowledge passed down helps keep things in perspective when the next ‘new guy’ comes aboard.” As a mariner, he finds it “fulfilling to pass along knowledge to those who seek it with intent to better themselves and others”. Mike was a young Pilot when his Captain, Pappy Stephens, took possession of a brand new boat, and Pappy asked Mike to be his Relief Captain. Mike exclaims, “Now, don't get me wrong! I have had a lot of exciting times and been a part of a number of ‘firsts’ in my career. But, I don't really think I am short changing anyone when I say this was one of the bigger highlights of my career. You would have to know Pappy to appreciate what it took for him to make that offer of trust to a young, arrogant pup such as I was at the time. And that is exactly what it was. An offer of trust! He was willing to trust me with his crew, and his boat, while he was at home. He wanted me to be in charge in his absence! I was humbled.” After Mike became a Canal Captain the oil crunch took its toll, creating the dilemma of more licensed operators than working boats. In 1985, Mike’s entire deck crew was licensed. River Pilots had seniority over Canal Captains, so he was bumped as Captain, yet managed to stay Relief Captain until National closed vessel operations. Then, one morning DJ Babin of Higman called Mike looking for a Trip Pilot. Mike was also running a horse boarding stable at the time and answered with ” Delta Creek Farm”. DJ questioned, "Since when do you call a farm to find a towboat Pilot?" Mike replied, “Anytime you are looking for the best of the crop!" And, that encounter is how the Higman opportunity presented itself. Mike’s Higman vessel assignments varied, but he found a home on M/V Mike S. Brown with Captain Pete, and Dutch Spivey. Mike “found he had to change his idea about what was and was not navigable water! They went places where the boat was expected to rise and fall two feet behind an empty barge to get to a dock. If you had jockey wires on, you would stay aground! Once at dock, they would load all of maybe Fall 2013
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2000 barrels of crude oil or condensate into the empty barge and return over the hills and dales! It was easier on the way out because you had the extra weight of cargo to help drag the boat over the bumps and pipeline crossing!” Mike became Relief Captain on M/V George H. Thomas where he also got his first Captain position with Higman. He then rode the M/V John T. McMahan and asserts he and his crew “managed to make that boat look real good in Higman colors.” They were moving finished products now instead of crudes and Higman built two barges to run up north to Lamont, IL. This was the first time Mike had been above Old River Locks in his 13 years with Higman and the first time his crew had been above Old River, ever. Mike credits, “They did an outstanding job of handling the new territory. We made it to Lamont and back without anything more than a few sleepless watches. The boat would have preferred to be somewhere else at times! She was worked very hard on those trips!” Mike worked the Higman Decatur trade a couple years and was then offered the newly built M/V Pimlico in 2005. Five years later, he got the new vessel M/V Baffin Bay where he is currently Captain today. On his days off Mike spends time with his grandchildren and rides his motorcycle. He is a member of Southern Cruisers Riding Club. When not on an organized club event, he rides to Colorado, Arkansas, the Smoky Mountains, Yellowstone, Glacier National Park, The Grand Canyon and to sandstone formations at Bryce, Needles and Arches National Park in Utah. His goal is to ride in all 50 states and travel the perimeter of the continental U.S. Mike’s favorite hobby is photography. He likes to capture waterway views, taking special pleasure in a sunrise or sunset. He gladly points out that from his vantage point in the wheelhouse, he is afforded a view of nature at its very best. After 28 years, and approaching six renewals of his license with Higman, Mike has seen the Company grow from 10 boats to over 60 and counting. He has seen shoreside facilities grow from a single office in Orange to offices in Houston, Channelview, Mobile, Decatur, and Covington. Mike “used to know every person in the company like a next door neighbor. Today we have far exceeded my memory capacity for names. But, I don’t think we have outgrown the term family. That’s an attitude!” Currently, Mike has 39 years in the marine industry and “wouldn’t trade it for anything.”
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Relief Captains
Captains Robert Anderson Mason Carter Mark Damge Jory Eaton Wade Ferguson John Gonzales Rusty Hanson James Lee Josh Martin Carl Millet Dennis Ridley Harley Smith Chris Whitman Justin Wood
M/V POTOMAC M/V PIMLICO M/V SNIPE M/V FREEPORT M/V ANNAPOLIS M/V CAPT JACK HIGMAN M/V GEORGE H. THOMAS M/V CECIL M/V MISS SARAH M/V PELICAN M/V GREBE M/V DECATUR M/V LAVACA BAY M/V MARK E. FLYNN
James Bond Paul Carbo Ben Carpenter Brandon Couch Trey Davis Tommy Dickerson Doug Dunn Sal Ingrande Joseph Johnson David Leahy Cory Ledet Randy Lormand Jason Magaro Robert Marcano Lloyd Robichaux James Shankle Albert Shelton Beau Wilson
M/V POINT COMFORT M/V CHESAPEAKE M/V MISS SARAH M/V CECIL M/V GRETCHEN C M/V CAPT JACK HIGMAN M/V DECATUR M/V GEORGE H. THOMAS M/V CUMBERLAND M/V CLIFFORD L. CARRAWAY M/V PELICAN M/V GUADALUPE M/V FREEPORT M/V PIMLICO M/V JESSE B. GUNSTREAM M/V SANDPIPER M/V LAVACA BAY M/V PRESTON N. SHUFORD
5-Year Mark Higman is pleased to recognize these crew members for achieving 5 years with our company: John Witherington—M/V SPINDLETOP Corey Hopson—M/V ANNAPOLIS DJ Harper—M/V POINT COMFORT Matthew Clark—M/V PRESTON N. SHUFORD Kenny Glaze—M/V RIO GRANDE Brandon Maurer—M/V MISS MARIANNE Robert Lewis—M/V JESSE B. GUNSTREAM JR. Raymond Coomer—M/V BAFFIN BAY Michael Causby—M/V JOHN T. MCMAHAN Jason Ellington—M/V TRINITY BAY Kevin Bingham—M/V BETHESDA Harold Calkins—M/V ERIK SALEN James Wiley—M/V SAN MARCOS Jerry Williamson—M/V ABERDEEN Dustin Horton—M/V MARK E. FLYNN Cody Lindsey—M/V TRINITY BAY Joey Dyess—M/V PORT NECHES Arthur Barnes—M/V GRETCHEN C Billy Coates—M/V SAINT CHARLES
Allen West—M/V ARANSAS PASS Gerry Gower—M/V KYLE A. SHAW Gus Rettig—M/V ROCKFISH James Bond—M/V POINT COMFORT Clint Cartwright—M/V PRESTON N. SHUFORD Jasper Stephens—M/V TRINITY BAY Justin Surdukan—M/V DECATUR Mark Henry—M/V CHESAPEAKE Shane Marks—M/V ARUNDEL Aaron Allison—M/V SAINT CHARLES Cornelius Griffin—M/V BETHESDA Chris Whitman—M/V LAVACA BAY Clifford Cooper—M/V SABINE PASS James Day—M/V COLT CLARY Jacob Penney—M/V ANTIETAM Doug Dunn—M/V DECATUR OJ Griffin—M/V GREBE Rigo Santibanez—M/V BAFFIN BAY Heath Johnson—M/V JOHN T. MCMAHAN
These 38 employees join 98 others that have made our Company home for over 5 years! These 136 crew members have an average of 11.3 years. Congratulations! Fall 2013
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Steersman 2 (Cont)
Master Pilots Billy Coates Ben Hoffman Brandon Maurer Jason Perry Adam Shelton Gary Smith Michael Tomlin Anthony Varela Shannon Whittaker Brian Williams
M/V SAINT CHARLES
Matthew Pittman
M/V KYLE A. SHAW
M/V POINT ISABEL
Jeff Sanderson
M/V CAPT JACK HIGMAN
M/V MISS MARIANNE
Tony Smith
M/V SKIPJACK
M/V GEORGE H. THOMAS
Wesley Vineyard
M/V GORDON A. KEENAN
M/V BELLE CHASSE
Willis Washington
M/V ARANSAS PASS
M/V SANDPIPER
Gabriel West
M/V SNIPE
M/V JESSE B. GUNSTREAM
John Witherington
M/V POINT MALLARD
M/V MISS MARIANNE
Steersman 1
M/V ANTIETAM
Jose Alvarez Arthur Barnes Gregory Bullock Chase Carriere Phillip Criswell Kyle Hardy Deldrick Harrison Steven Hollomon Heath Johnson Sterling Kramer Clifford McDuffie Daniel McElroy Joseph Miller Gus Rettig Jimmie Roby AJ Rodriguez Donnie Williams
M/V MISS CYNTHIA
Mate Pilots Miquel Allen Terry Brittain AJ Folwer OJ Griffin DJ Harper Corey Hopson Cody Lindsey Jason Lovell Sean McDonald Daniel Mitchell Orlando Ramos Coady Root Rigo Santibanez Stacy Sawyer Michael Smith Randall Spann Tiavis Thompson Allen West
M/V SPINDLETOP M/V MARK E. FLYNN M/V PIMLICO M/V GREBE M/V POINT COMFORT M/V ARUNDEL M/V TRINITY BAY M/V BOLIVAR POINT M/V GRETCHEN C M/V RED RIVER M/V COVE POINT M/V ORANGE M/V BAFFIN BAY M/V ERIK SALEN M/V RED FISH M/V SKIPJACK M/V PRESTON N. SHUFORD
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M/V GRETCHEN C M/V BOLIVAR POINT M/V LAVACA BAY M/V HIGH ISLAND M/V DRUM POINT M/V POINT COMFORT M/V RED RIVER M/V JOHN T. MCMAHAN M/V PIMLICO M/V PORT NECHES M/V FREEPORT M/V DECATUR M/V ROCKFISH M/V CAPT JACK HIGMAN M/V MISS SARAH M/V POTOMAC
Tankerman 4
M/V ARANSAS PASS
Steersman 2 Aaron Allison Raymond Bogs Clint Cartwright Matthew Cornelison Bruce Crockett Apollos Edwards Jason Ellington Drew Ezernack Stephen Hampton Dustin Horton Donald Lane Ryan Lormand
M/V CLIFFORD L. CARRAWAY
M/V SAINT CHARLES M/V LOUISIANAN M/V PRESTON N. SHUFORD M/V SPINDLETOP M/V DRUM POINT M/V ERIK SALEN M/V TRINITY BAY M/V PRESTON N. SHUFORD M/V SAN ANTONIO M/V MARK E. FLYNN M/V MATAGORDA M/V SANDPIPER
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Curtis Arms M/V DRUM POINT Joseph Barone M/V EMPIRE Brandon Benjamin M/V COLT CLARY Brandon Bliss M/V POINT ISABEL Kezmond Carter M/V PELICAN Carl Chmelik M/V GREBE Martinez Crenshaw M/V TRINITY BAY Matthias Culotta M/V FREEPORT William Cummings M/V SEVERN Randy Dalhaus M/V GUADALUPE Allen Eaton M/V CECIL Christopher Falkenberry M/V LAVACA BAY Jeromy Harden M/V COLT CLARY Corey Haynes M/V GRETCHEN C Kenneth Hempleman M/V ABERDEEN Christopher Hunter M/V MISS CYNTHIA
The Tow Line
Tankerman 4 (Cont.) Antonio Iglesias Marcus Jackson Waylon Johnson James Lee Jr Christopher Lege Randall Lowrey Taylor Milam William Miller Ryan Mills Terry Moore Bernard Parker Lawrence Pete Willie Rembert Kerry Roberts Tony Rutland Shawn Scott Justin Simmons Doug Simpson Jared Smith Thomas Smith James Snow Robert Stegall Troy Totorico Adrian Vargas Joshua Walker Tyrell Young
Tankerman 3 (Cont.)
M/V CUMBERLAND
Andrew Walker
M/V MISS MARIANNE
M/V FREEPORT
Jody Ward
M/V GORDON A. KEENAN
Curtis Warren
M/V MARK E. FLYNN
Daniel Williams
M/V CLIFFORD L. CARRAWAY
Michael Worsham
M/V ALLIANCE
M/V TRINITY BAY M/V ARANSAS PASS M/V SAN BERNARD M/V LOUISIANAN M/V BAFFIN BAY
Tankerman 2
M/V ALLIANCE
Lance Brunning
M/V JOHN T. MCMAHAN
Jonathan Burkett
M/V GREBE
Stephen Domangue
M/V SAN MARCOS
M/V ALLIANCE
Michael Ford
M/V SANDPIPER
M/V SABINE PASS
Ted Gaspard
M/V SEVERN
M/V CECIL
Andres Mendoza
M/V MISS MARIANNE
M/V BELLE CHASSE
Dalton Ramon
M/V CLIFFORD L. CARRAWAY
M/V ANNAPOLIS
Kelvin Wilson
M/V GUADALUPE
M/V MARK E. FLYNN
Justin Winfield-Beeker M/V SAINT CHARLES
M/V ORANGE
Kenneth Wright
M/V BETHESDA M/V SNIPE M/V ORANGE
Tankerman 1
M/V ORANGE M/V RIO GRANDE
Dean Fickling
M/V TRINITY BAY
M/V SANDY POINT
Tony Glenn
M/V ARANSAS PASS
Sidney Phifer
M/V POINT COMFORT
Dallas Sepulvado
M/V SANDPIPER
Robert Smith
M/V SANDY POINT
Roderick Thomas
M/V POINT MALLARD
M/V GRETCHEN C M/V EMPIRE M/V CAPT JACK HIGMAN M/V POINT COMFORT
Tankerman 3
Deckhand 2
Alexis Anderson
M/V ERIK SALEN
Joshua Battle
M/V HIGH ISLAND
Dedrick Davis
M/V ABERDEEN
Charles Hanna
M/V SAN ANTONIO
Romeo Harriell
M/V SPINDLETOP
Nicholas Jones
M/V SAN MARCOS
Shane Lowden
M/V LOUISIANAN
Darrell McCain
M/V POINT ISABEL
Desmond Murray
M/V GORDON A. KEENAN
Michael Roach
M/V SAN MARCOS
Iry Rogers
M/V ANTIETAM
Blake Spence
M/V SAN BERNARD
Fall 2013
M/V HIGH ISLAND
M/V EMPIRE
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Dillon Berry Caleb Coleman Michael Cypert Earsell Davis Christopher Jackson Noah Mitchem Bryan Oliver Derek Simpson Keevin Smith Gerald Tate John Townsend Austin Willey
M/V ARUNDEL M/V MATAGORDA M/V DECATUR M/V PIMLICO M/V KARL G. ANDREN M/V GORDON A. KEENAN M/V JESSE B. GUNSTREAM M/V DRUM POINT M/V MISS SARAH M/V BETHESDA M/V ANTIETAM M/V SKIPJACK
The Tow Line
Robert McMahan, Boat Maintenance Administrator, is a proud new father of a baby girl. Madeleine Elizabeth McMahan was born October 22, 2012.
Mr. Harold Perkins passed away May 10, 2013. Hank worked many years in the Higman Orange, TX office as the Warehouse Supervisor, and after retirement, Hank filled in as a driver for crew changes.
William “Jr” Fincher welcomed his daughter Claire Brynli Fincher into this world on November 19, 2012. Junior is a Barge Superintendent out of the Orange office.
Ricky Mitchell welcomed his daughter Mackenzie Rae Mitchell into the world on May 17, 2013. Ricky is the Captain of the M/V MATAGORDA.
James Lee and his wife LaQueshia announce the birth of their son Russell Lee on February 1, 2013. James is the Captain on the M/V CECIL.
Captain Ed Authement passed away May 19, 2013 after a long illness. Ed joined Higman in 2002 and served until his retirement in 2012.
Ronnie Gaines, Pilot of the M/V PORT NECHES, is the proud Grandpa of a baby boy. Conner Gaines was born February 18, 2013.
Waylon Johnson, Steersman on the M/V TRINITY BAY, is a proud new father of a baby girl. Alyssa Gwendolyn Johnson was born on May 23, 2013.
Captain Wallace Rogers passed away April 18, 2013. He was a towboat Captain over 30 years, and the last 14 years of his career he was employed at Higman.
Captain Grayson Skaggs retired in June 2013. Grayson was the Captain of the M/V LAVACA BAY. He began his career at Higman in 1996.
Ginger “Gigi” Norwood passed away April 18, 2013. She was the Afloat Personnel Manager at Higman Towing in Orange. She retired after 36 years of employment with Higman.
Greg Christmas welcomes his new grandbaby. Alli Marie Christmas was born on July 14, 2013. Greg is the Captain of the M/V COLT CLARY.
Acknowledgements The Tow Line was written and produced by: Beth Laughlin of the Orange office retired in October. Beth started at Higman with the intention to work only a short while, but over time this lengthened to her tenure of 24 dedicated years! Higman appreciates her faithful employment and wishes her the best in her retirement.
Fall 2013
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Janis Anderson Kelly Cleaver Gordon A. Keenan John T. McMahan
The Tow Line