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Table of Contents 3 4-5 6

John McMahan’s Comments Assessing Crew Strength 10 Things that Require Zero Talent / The 5-Year Mark


New Vessels


Removing as Much Risk as Possible from the Equation


In Memory of Marianne Hays Thomas


Driving To and From Crew Change


2016 Devlin Awards


Simple Hydrodynamics


Using Your Stop Work Authority


Fatigue and Risk Management

18 19-20 20

Look How Far We’ve Come Staying Fit Hydration is Key


Fuel, Oxygen and Heat Onboard


Good Communication Skills


SMART Institute Returns


New World Ahead: Subchapter M


Meet Captain Dennis Ridley


Shell Goal Zero Hero


New Faces Ashore


The Importance of an Accurate Log


Annual Awards



Copyright © 2016 by Higman Marine Services, Inc.

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John McMahan’s Comments 2016 developed into a year full of many challenges for our industry and Company. Market forces brought us headwinds throughout this year and May’s weather brought us floods followed by oppressive heat for the balance of this summer. George and I thank all of you for your support and perseverance this year. Our ability to continue to deliver the quality of service our clients’ demand continues thanks to your dedication, effort, and hard work. I know we have all spoken about the finalization of the new towboat regulations – Subchapter M. We are once again at the forefront of addressing changes thanks to our management and staff. Amy has successfully delivered our new SMS (Safety Management System) well ahead of U.S. Coast Guard’s deadlines and their own ability to review and approve this major component. So Higman is pleased to again be in a position of compliance with new regulations before the regulators themselves are prepared. Many thanks for all who have made this happen! In addition to coming to the forefront of regulation M, all departments have presented themselves and the Company well in our operations and participation in the various client audits. I am regularly complimented on all our personnel, afloat and ashore, as well as the programs and execution of these programs in our culture and business. September 2016 is landmark date as it marks the beginning of our 100 th Anniversary! That’s right – September 1917 was the birth of our Company which has remained in continuous operation and service ever since. We’ve come a long way from wooden vessels moving logs and water and I hope all our employees take pride in being part of an organization that has persevered through two World Wars, the Great Depression, the development of the Oil and Petro Chemical Industry and five different ownerships. These past 30 years have been big ones for those of us who have made Higman our life’s work since 1986. Our success to date has been achieved because of the ability of all of us to perform and deliver as a team. We are all saddened by the recent loss of a member of the Higman family. In August, Gee Scruggs fell victim to a heart attack while on vacation in Europe. Gee’s passing is a somber reminder to all of us to enjoy what life brings us when she brings it. Gee enjoyed life and his interaction with all of us at the Company over these past two decades and will be missed. We are also deeply grieved by the recent passing of another member of the Higman family, Randy Laughlin. Randy unexpectedly passed away October 17, just three days before his 62 nd birthday. Our most Senior Barge Superintendent gave 43 years of service to Higman and will be truly missed, not only as an employee but as a friend to everyone. Our sympathy is extended to Beth, his wife, who is also a former Higman employee, and to his entire family. As I write this, Charles Durio is recovering from another major heart attack suffered later in August. Charles was another important pillar in Higman’s history during his thirty odd years in the Mechanical and Boat Maintenance areas, especially when this was centered in Orange. Please keep Charlie in your prayers. I expect the next several years will continue to be challenging in the market. We have a solid core group of clients and business, a loyal and long term client base, as well as strong management and afloat personnel. Higman is in a position going forward to further assert itself in our industry during these times and the sacrifice and hard work of all of you is greatly appreciated and respected. 2016


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Assessing Crew Strength Building a crew is like building a boat. You have to know strengths and weaknesses of all the parts. It is easy to have a successful crew when the weather is mild, the sun is shining and the waterway is on its best behavior. It is not so easy when the wind is blowing, the snow is flying and a barge coupling has to be made-up in the middle of a freezing cold night. When the going gets tough, the real strength of your crew is most apparent and is most critical to the success of vessel operation.

Crew Strength Everyone on the crew starts out with their own skill level. The job of a good Captain as team leader is to evaluate the crew's strengths and to recognize their weaknesses. Start with Assessment New crew members may come onboard to become part of the crew. What do you know about this person? They may be a level 3 or 4 Tankerman, but how much do they really know about the operation? Most Higman boats are similar, but there are always a few differences that must be learned. How about barge operations? Is a new crew member ready to load and discharge the barges in your tow? Are they comfortable with the engine room operation? How will they respond in an emergency? Start with the New Employee Safety Orientation Report. This Orientation Report is a basic place to begin, but evaluation must go further than a check-off sheet. Through initial discussions, find the strengths of the new crew member and focus on those. How do strengths of this crew member fit into the mix with the entire crew? When you discover natural talents and abilities of the new person coming aboard, they are more likely to succeed if you utilize these traits. See some examples below.    

The good cook — Use those skills in the galley The gearhead— Let him take the lead in the engine room and with barge maintenance The organizer — Let them learn paperwork and manage supplies, groceries, etc. The volunteer fireman — Have him organize and conduct safety drills

Place crew members in positions that leverage their strengths and use them to teach other crew members some new skills that will make everyone more effective and flexible. (con’t.)



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Assessing Crew Strength (con’t.) Focus on Training It is easy to become complacent and assume each member of the crew will respond in an effective way if an emergency ever happens. In the real world, it rarely works that way, and only through training and drills is the crew really ready for “the big one.” I often ask crew members to describe in detail what they would do if the general alarm sounded and got them out of bed in the middle of the night. The Captain orders them to activate the engine room CO2 system because the engine room has an out-of-control fire. I tell them to describe actions they will take. Most can describe the proper sequence of response, but there are a shocking few that cannot. This is where training and drills must take place in order to kick in. December is a good month to build crew strengths with training and drills, especially if the tow is waiting for dock space or cargo transfer. While waiting, take some time to sharpen crew competence. Discover the strengths of each individual. Here are some examples of drills. You can come up with many more. 

 

Man Overboard - Be creative and develop real-life scenarios to practice recovering a man from the water. Obviously, conduct in an area where it is safe to deploy the MOB practice buoy and the skiff. Steering Failure - How would the wheelhouse respond and use the steering failure decision tree? How does the Tankerman respond to mechanical failure or system leaks? (See TNL June 25, 2014: When the Steering Goes Down.) Security Breach - How well can the crew follow the ASP to respond to a simulated security problem? Hull Breach - How well can the crew respond to a serious leak in the engine room? Can they efficiently operate the bilge and ballast system? Can they creatively use materials at hand to stop a leak that is flooding the bilge?

To be successful on the inland waterways, a crew needs to know the strengths and weaknesses of each of its members. Crew development comes by working and training closely with one another, which with time, can have the tow operating like a well-oiled machine.



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10 Things that Require Zero Talent What is Your Grade? These 10 qualities do not require any special talent or training. To the best of our ability, we can all live up to these ideals. Strive to be deliberate about your actions and habits. Work on areas you need to improve. Before long, you may earn A+ in all 10 areas. 10 Things That Require Zero Talent 1. Being on Time 2. Good Work Ethic 3. Extra Effort 4. Really Listening 5. Energy for the Task at Hand 6. Positive Attitude 7. Passion about What You're Doing 8. Being Coachable 9. Doing More Than Expected 10. Being Prepared

M/V HIGMAN LEADER taking spray

The 5-Year Mark Higman is pleased to recognize these crew members for achieving 5 years with our Company during 2016. Robert Anderson - M/V BOLIVAR POINT Johnathan Anglin - M/V SAN SABA Joshua Battle - M/V CHESAPEAKE Raymond Bogs, Jr. - M/V GUADALUPE David Shane Bradberry - M/V CAPT JAMES Brandon Couch - M/V JOHN T. COSTELLO Donald Crager - M/V SEVERN Martinez Crenshaw - M/V PRESTON N. SHUFORD Phillip Criswell - M/V CHESAPEAKE Mark Damge - M/V COVE POINT Stephen Hampton - M/V LAVACA BAY Romeo Harriell - M/V SPINDLETOP Michael Hebert - M/V POINT ISABEL Donald Lane - M/V PORT NECHES Cory Ledet - M/V LOUISIANAN James Lee, Jr. - M/V ERIK SALEN Ryan Lormand - M/V SEVERN Jeremy Marks - M/V BETHESDA Clifford McDuffie - M/V BETHESDA

Shawn McGill—M/V KYLE A. SHAW Eric McLain - M/V PELICAN Joseph Mickey - M/V CALCASIEU William Miller - M/V ALLIANCE Joseph Mongonia, III - M/V CAPT JACK HIGMAN Desmond Murray - M/V GORDON A. KEENAN Kevin Noack - M/V MATAGORDA Jason Perry - M/V GEORGE H. THOMAS Lawrence Pete, Jr. - M/V CLIFFORD L. CARRAWAY Matthew Pittman - M/V GRETCHEN C. Michael Roach - M/V PELICAN Tony Rutland - M/V SANDY POINT Tony Smith—M/V HIGMAN LEGACY Blake Spence - M/V SAN BERNARD Christopher Spivey - M/V SABINE PASS Robert Stegall - M/V CAPT JAMES David Trevino - M/V ABERDEEN Timothy Upshaw - M/V PRESTON N. SHUFORD Wesley Vineyard - M/V SAINT CHARLES Donnie Williams - M/V INGLESIDE

These 39 employees join the 168 others that have made our Company home for over 5 years! Congratulations!



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M/V Capt Calvin Hatfield Joins the Higman Fleet! M/V Capt Calvin Hatfield built by Southwest Shipyar d began ser vice J anuar y 2016. The Crew:


Captain Calvin Hatfield Relief Captain Daniel Mitchell Pilot Justin Willingham Steersman Adrien Heifner Tankerman Austin Stephens

Length ................... 78’ Beam ..................... 34’ Hull Depth ........... 10’ Gross Tons .......... 177 Total HP ............... 2,000 Main Engines...... 2 x Cummins QSK 38 Generators .......... John Deere 4045 TFM



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M/V Capt David Carriere Joins the Higman Fleet! M/V Capt David Carriere built by Hope Ser vices began ser vice Febr uar y 2016. The Crew:


Captain David Carriere Relief Captain Lukas Lisenby Pilot Steven Hollomon Steersman Daniel Williams Tankerman Kelvin Wilson Tankerman Caleb Elliott

Length ................... 78’ Beam...................... 34’ Hull Depth ........... 10’ Gross Tons .......... 177 Total HP ............... 2,000 Main Engines ...... 2 x Cummins QSK 38 Generators .......... John Deere 4045 TFM



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M/V Capt Randy Hopson Joins the Higman Fleet!

M/V Capt Randy Hopson built by Westpor t Or ange joined the fleet in Febr uar y 2016.

The Crew:


Captain Randy Hopson Relief Captain Gabriel West Pilot Kenneth Glaze Steersman Daniel McElroy Tankerman Christopher Weber Tankerman Colin McCoy Tankerman Bart Klaver

Length................... 78’ Beam ..................... 34’ Hull Depth ........... 10’ Gross Tons .......... 177 Total HP ............... 2,000 Main Engines ..... 2 x Caterpillar C32 ACE Generators .......... John Deere 4045 TFM



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Removing as Much Risk as Possible from the Equation It seems we are plagued with the same dilemma no matter what we encounter in life: “How do I handle the next problem?” If I have learned one thing through my life’s journey, it’s that everyone approaches a task differently. Some people are more focused on productivity and getting the job done as quickly as possible, and some opt for a more laid back approach thinking things will take care of themselves if they do it slowly.

Let’s think of it as a reverse lottery. The prize in this dark lottery is 10 million dollars’ worth of damage, two crew members dead and your career utterly obliterated. Now, in this lottery, you start out with tickets and each one represents an unsafe factor that leads up to the ultimate catastrophe. For every unsafe factor you eliminate you get to tear up one ticket. The person holding the most amount of tickets in the end…game over!

Some Wheelmen seem to be stuck in the frame of mind that if they don’t hurry and complete their task they will be looked upon as lazy or as a bad Captain. On the other hand, we all know doing things too slowly creates its own set of safety and productivity issues. What we should be asking ourselves is, “How can I complete this task in the safest way possible?”

Looking at it this way, how many tickets do you want to be holding? Would you do anything possible to get rid of those unsafe factors? It’s not about being brave. It’s not about being first. It’s about taking as much risk out of the equation as possible so that your chances for disaster are virtually nonexistent. The way you approach a task might work for you 99.9999% of the time, but there are always factors that can change it into only .00001% success, like losing steering or engine power. My point is, if there is a safer way to do a task, choose that course of action because you never know which unseen factors you have no control over will make their way into the equation. The more risks you eliminate, the greater your chances for avoiding a major incident.

It amazes me how many times I have seen people taking unnecessary risk on evolutions when there was obviously a much safer alternative. The risk of incidents is constantly surrounding us at any given moment. It’s like playing Russian Roulette. Sooner or later your luck is going to run out and all your skills and expertise is going to fly right out the window and you’ll be at the mercy of the situation. We have one tool we can use to combat the gamble and it’s called risk mitigation.

(article written by Higman Captain David Cox)

In Memory of Marianne Hays Thomas Our Higman family mourns the passing of Marianne Thomas, Oct. 25, 2016, at the age of 95. Marianne was married for 70 years to the President of Higman, Mr. George Thomas. She is survived by her husband George; her daughter, Georganne; son, Greg and wife, Rita; grandchildren, Nikki and husband Aldo; Jessica and husband Alberto, Stephanie and husband John, Anthony and wife Tylere, Michael and fiancee Ashley; and six great grandchildren, Emma, Matteo, Cira, Emilia, Eugenia and Federico. During their life together, Marianne and George lived all over the world including Venezuela, California, Santa Maria, Dallas, Costa Rica, Holland, Rome, London and Houston. They took many ocean cruises, sailed on all river boat cruises in Europe, made four trans-Atlantic crossings and three flights on the Concorde, went on safaris in Egypt, Kenya and S. Africa, and toured the Andes by car, bus and boat. Marianne belonged to the River Oaks Country Club and was an avid golfer. She volunteered at Bayou Bend and Blue Birds. The family requests that memorial contributions in her name be directed to The First Tee of Greater Houston or Texas Children’s Hospital, Office of Development.



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Driving To and From Crew Change The goal of every crew change should be to minimize your risk on the road Almost every day of the week Higman crew changes are underway. Vessel personnel are going to, and returning from, boats stretched all along the inland waterway system. For our vessel personnel, it can mean hours behind the wheel of a truck. A Higman crew change truck typically logs an average of 55,000 miles per year.

30 percent of traffic accidents that result in fatalities. The faster you drive, the slower your reaction time will be if you need to prevent an auto accident. The faster you drive, the tougher it will be to recover control of the vehicle if a dangerous situation or condition arises. Need a nap? Another risk to safe driving we can all relate to is that sleepy feeling you get during a monotonous drive. The National Traffic Safety Administration estimates more than 60 percent of adults reported driving while drowsy in the last year and one in six fatal crashes involves a drowsy driver. With the "round the clock" operation of a towboat, the importance of being well rested before going to or from crew change cannot be underestimated.

With so much time behind the wheel, there is heightened exposure to the risk of having a traffic accident. Your question should be, "How can that exposure be minimized?" Has this ever happened to you? While driving through the neighborhood you take a quick look down to change the radio station. It takes only a second, but when you look back up, "Oh _ _ _ _!" You must apply the brakes hard, and maybe even swerve to the shoulder. You just missed hitting the car that suddenly stopped ahead of you. This time you missed a rear end collision; the next time could be different.

If you get that feeling where it is hard to keep your eyes open, pull over and get some rest.

Distracted driving is the number one cause of vehicle accidents in the United States today. A distracted driver is a motorist that diverts his or her attention from the road. There are many ways to be distracted while driving, but today cell phone use is the number one reason. Of all cell phone related tasks, texting is by far the most dangerous activity. The National Safety Council estimates that texting while driving raises the likelihood of a crash by 800%, and that crashes involving texting or talking on a cell phone account for 27 percent of all accidents.

Company Policy Company policy on operating crew change vehicles is written to ensure the safety of Company drivers and passengers and the security of Company vehicles. It states that the attitude you take behind the wheel is the single most important factor in your driving safely.

Speeding Time off from the boat is a precious commodity. The drive from the boat to your crew change location, and then home, takes time. And, that time could be better spent doing anything else. It is an easy temptation to try and shorten that unproductive time by speeding.

 


Your family appreciates your getting home safely. Approach your crew change with the same seriousness and dedication you do when safely operating your tow!

Speeding is the second greatest cause of accidents in the US. It is also a factor in about 2016

Follow all traffic regulations Use of cell phones is prohibited. Common sense says pull over if you have to use the cell phone. Keep alert


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2016 Devlin Awards Higman boats win big time at the 2016 Devlin Awards The 2016 Jones F. Devlin Awards, sponsored by the Chamber of Shipping of America, went this year to 58 Higman boats with a total of 453 years of accumulated service. Jones F. Devlin Awards are awarded to all self-propelled merchant vessels that have operated for two full years or more without a crew member losing a full turn at watch because of an occupational injury. This year's awards go to: 1. M/V Aberdeen - 16 years

30. M/V Lavaca Bay - 6 years

2. M/V Alliance - 7 years

31. M/V Louisianan - 9 years

3. M/V Antietam - 13 years

32. M/V Mark E. Flynn - 7 years

4. M/V Aransas Pass - 5 years

33. M/V Marrero - 17 years

5. M/V Baffin Bay - 5 years

34. M/V Matagorda - 8 years

6. M/V Baltimore - 16 years

35. M/V Miss Cynthia - 14 years

7. M/V Belle Chasse - 5 years

36. M/V Miss Marianne - 11 years

8. M/V Bethesda - 10 years

37. M/V Orange - 3 years

9. M/V Bolivar Point - 9 years

38. M/V Pelican - 11 years

10. M/V Capt. Jack Higman - 8 years

39. M/V Point Comfort - 3 years

11. M/V Cecil - 13 years

40. M/V Point Isabel - 8 years

12. M/V Chesapeake - 16 years

41. M/V Point Mallard - 3 years

13. M/V Clifford L. Carraway - 2 years

42. M/V Port Neches - 3 years

14. M/V Colt Clary - 2 years

43. M/V Potomac - 19 years

15. M/V Cove Point - 10 years

44. M/V Preston N. Shuford - 7 years

16. M/V Cumberland - 14 years

45. M/V Red River - 2 years

17. M/V Decatur - 11 years

46. M/V Rio Grande - 2 years

18. M/V Drum Point - 10 years

47. M/V Rockfish - 9 years

19. M/V Freeport - 9 years

48. M/V Sabine Pass - 8 years

20. M/V George H. Thomas - 8 years

49. M/V Saint Charles - 5 years

21. M/V Gordon A. Keenan - 2 years

50. M/V San Antonio - 4 years

22. M/V Gretchen C. - 8 years 23. M/V Grosbec - 13 years 24. M/V Guadalupe - 3 years

51. M/V San Bernard - 4 years 52. M/V Sandpiper - 3 years 53. M/V Sandy Point - 11 years

25. M/V High Island - 3 years

54. M/V Severn - 13 years

26. M/V Jesse B. Gunstream - 7 years

55. M/V Skipjack - 12 years

27. M/V John T. McMahan - 7 years

56. M/V Spindletop - 4 years

28. M/V Karl G. Andren - 2 years

57. M/V Three Rivers - 2 years

29. M/V Kyle A. Shaw - 6 years

58. M/V Trinity Bay - 5 years



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Simple Hydrodynamics Physics Makes it Happen Hydrodynamics is the science of liquids in motion. In simple terms, it describes the properties of flowing liquid that we see in water. Hydrodynamics can be used in a wide variety of applications such as determining the flow rate in a petroleum pipeline, determining the thrust of a propeller and predicting weather patterns. There are applications found all around us. One of the principles of hydrodynamics is Bernoulli's Principle. Bernoulli's Principle states that for non -viscous flow, an increase in the speed of the fluid occurs simultaneously with a decrease in pressure. How does that apply to restricted channel maneuvering situations such as bank suction? In towboat operation, you deal with hydrodynamics and Bernoulli's Principle all the time. Let's look at your operation and see how it is affected by these principles. Bank Suction Bank suction starts when a vessel strays too close to a bank, restricting water flow on its bank side. Assume two gallons of water start at the head of the tow at the same time; one goes to the port and one goes to starboard. To keep equilibrium, the water rushing down the bank side of the tow needs to reach the stern at the same time as water flowing down the open side of the tow. Because there is less space on the bank side, that gallon of water has to speed up in the restricted space to reach the stern at that same time as the open-side water. This increase in speed, as described in Bernoulli's Principle, causes a decrease in pressure. That decrease in pressure will cause the vessel to slide toward the bank. If the tow gets too close to the bank, it can be forced sideways into land. The same effect occurs between two vessels passing close to one other. The bank suction will increase as speed increases. Therefore, in shallow water and narrow channels, Wheelmen may need to decrease speed to minimize these effects. But what if circumstances make it impractical to bring the vessel to a slow crawl or abrupt halt? In those cases the idea is to keep the bow pointed slightly away from the near bank to overcome the bank suction, while at the same time Bank Suction maintaining a few degrees of rudder toward the bank to compensate for bank effect. This is a tricky and delicate balance of forces, so be sure that you stay alert and expect the unexpected. A skilled Wheelman can use these effects to his advantage in particular situations, but the best choice is to slow your speed and pay careful attention to piloting.



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Sucked off the Bank How often has this happened to you? Your tow is pushed into the bank and a passing tow causes it to break loose and float freely. What is happening here in terms of hydrodynamics? As the passing tow nears your tow that is pushed into the bank, the initial bow wave causes your tow to lift as the water rises. As the passing tow continues on, the bank suction effect takes hold and pulls your tow toward the passing vessel.

Sucked off the Bank

In anticipation of lift and pull from the bank, have the main engines engaged ahead with the rudders hard to starboard. The Squat Effect Squat is caused by the interaction of the hull of the towboat, the bottom and the water between. As the boat moves through shallow water, some of the displaced water rushes under the vessel to rise again at the stern. This causes a Bernoulli Effect, decreasing upward pressure on the hull. Squat makes the boat sink deeper in the water than normal and slows the vessel. The faster the towboat moves through shallow water, the greater this effect. When navigating in shallow water, the Wheelman must reduce speed to avoid squat.

Squat Effect

Wave Action In incompressible liquids such as water, a bow wake is created when a vessel is underway; as the water cannot be compressed, it must be displaced instead, resulting in a wave. As with all wave forms, it spreads outward from the source until its energy is overcome or lost, usually by friction or dispersion. Conclusion Understanding hydrodynamic forces that are working on your vessel is necessary for you to anticipate and counter problems in narrow channels and shallow water.



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Using Your Stop Work Authority Safety is a shared responsibility. Therefore, all crew members should know how to effectively use their Stop Work Authority. The infamous General George Custer had a reputation as an arrogant megalomaniac. During his time as a cadet at West Point, he amassed a record total of 726 demerits, the worst conduct record in the history of the Academy. As a young officer during the Civil War, Custer’s style of battle was often claimed to be reckless or foolhardy. Later in 1876, during the American Indian Wars, General George Custer commanded a force of 208 soldiers from the 7th Calvary against the Lakota - Cheyenne Indians at the Battle of Little Big Horn. The Lakota-Cheyenne at the time of the battle had over 1800 warriors. The outcome of the famous battle is well known and is often attributed to the General's arrogance. What if Stop Work Authority had been in place as part of the U. S. Calvary's standard operating procedures in 1876? What if one of Custer's officers spoke up to the General prior to the event and pointed out the vast superiority of the opposing forces? Maybe the outcome would have been better for the Calvary force. What is Stop Work Authority? Opening the Higman Safety Management System to section "B," you will find the first reference to Stop Work Authority (SWA) giving all crew members authority to stop any unsafe practice: 

Employees are responsible for performing tasks and work assignments in a safe manner with due regard for the well-being of others, the vessel and environment. This includes authority to stop any work deemed unsafe. Any non-conformity in operations or equipment that may impact safety or the environment shall be reported to the immediate supervisor. Stop Work Authority (SWA) provides any employee the “responsibility and obligation” to suspend a task when:  The control of a Health, Safety and/or Environment risk is not clearly established or understood.  An individual identifies or recognizes an unforeseen hazard or risk, which if left uncorrected, may result in injury or damage.

Though not nearly as dramatic as the Battle of Little Big Horn, in our operations SWA is a powerful directive for all crew members from the newest Deckhand to the most seasoned Captain to take responsibility to stop work when conditions are perceived to be unsafe. Stop Work Authority has an easy to remember, several-step process that will take the crew from observation to conclusion. Stop, Notify, Investigate, Correct, Resume and Follow-up Let's play it through using SWA on a recent action taken by the crew of the M/V ORANGE when docking at a terminal located on the Houston Ship Channel:



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Stop: Stop what you are doing or what could cause an incident. The M/V ORANGE, with two loaded barges, was cleared to dock at a terminal on the Houston Ship Channel. Because of dredge activity near the dock, the terminal requested the tow to be strung out for tie-up at one of their ship berths. The Pilot on watch determined that the strung out tow would hang over 150 feet on both ends of the dock, resulting in inadequate and potentially dangerous mooring. He initiated his Stop Work Authority. Notify: Let your Captain or Port Captain know the situation and why work is being stopped. The Pilot had the Tankerman wake up the Captain. Upon reviewing the situation, the Captain agreed with the Pilot. They initiated calls to the Port Captain, the on-call Higman Safety Rep and to terminal personnel. Investigate: Gather facts and understand the situation. Use critical thinking to come up with solutions. Communicate with everyone involved. A discussion with the terminal initially brought no resolution. With the Higman representatives and the dock operator not agreeing, the Terminal Manager was brought into the discussion. Upon looking at the tie-up situation, the Terminal Manager agreed with the crew of the M/V ORANGE that the tie-up was potentially unsafe. Correct: Use advice from your Captain, Port Captain, or your own investigation to fix the issue. A plan was made to bring the tow in one barge at a time. Resume: Continue your work while actively monitoring the previous situation. With one barge at the dock and one at the fleet, discharge was soon underway. Follow-Up: Think about how this can be prevented from happening again. Determine with your Port Captain if a formal report should be submitted including “lessons learned.” Since SWA can be initiated by any member of the crew, it is important to understand the role of everyone onboard.  

Wheelmen, Port Captains, Schedulers - all need to promote a culture where SWA is freely exercised. Crew members - should only initiate SWA in good faith and support it when initiated by others. It is not a crutch to get out of work and it will become quickly apparent if this is the case. SWA is an important tool for you to use to keep our operations safe and productive.



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Fatigue and Risk Management Keeping alert and well-rested while on the boat is key to a safe operation A towboat operation, like so many other important endeavors, involves risk management on a daily basis.

The Need for Sleep National Cooperative Freight Research Program, an organization funded by the National Science Foundation, in January 2016 published a study entitled "NCFRP Report 36: Enhancing Sleep Efficiency on Vessels in the Tug/Towboat/Barge Industry." This report looks at sleep strategies for effectiveness in the towboat world that are likely to continue with the “square watch� (6 on/6 off) system. Here are some of their findings:

A good towboat crew routinely identifies, assesses and prioritizes risks of the operation. From there, they can apply strategies, resources and common sense to work toward a good outcome. One risk factor that may not be talked about enough is fatigue. Incidents related to fatigue do happen and fatigue is not always easily apparent as the root cause. In a marine operation, with travel to and from the boat, potential for sleep disruption and numerous changes in sleeping patterns make fatigue a serious issue. Human sleep research has found that 7 to 8 hours of sleep per 24-hour day is required to maintain a good level of alertness, minimize fatigue and promote optimum performance.

Anchor-Sleep/Nap-sleep Recent laboratory data suggests sleep can be obtained in more than one sleep period, referred to as anchor-sleep/nap-sleep, and that as long as the total duration is 7 to 8 hours, performance is comparable between a single sleep period and two separate sleep periods. For example, crews on a split schedule would be sleeping for 4 to 5 hours during their anchor-sleep opportunity and 2 to 3 hours during their nap-sleep opportunity. This sounds familiar and has traditionally been used by most towboat crews. Stress Management Stress in various forms will negatively affect sleep duration. Remind crew members of the benefits available as part of the Company's Employee Assistance Program (EAP) (Magellan 1-800-523-5668) for counseling and stress management. Improve other stress-reduction techniques such as exercise and meditation. Crew Change Day Plan your crew change day so you get at least 6 hours of sleep prior to driving if your commute and your work time require more than 16 hours of wakefulness. Especially on the way home, remember driving while drowsy may be the single most risky thing you do during your hitch.

Fatigue increases the risk for human error. The Higman Safety Management System (SMS) includes a section entitled "Crew Endurance Management." Crew endurance management refers to the "ability of a crew to maintain performance within safety limits while coping with job-related environmental, operational, physiological and psychological endurance risk factors."


Crew Wellness Eat right, exercise and stop smoking. Common sense, right? Sleep quality increases when working with a healthy body and mind. Reduce 17

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caffeine intake close to bed time. Get extra sleep when possible such as while waiting for dock space.

Treat fatigue like any other risk factor in your operation. Discuss this as a crew and work out any problems you encounter.

Sleep Environment  Light management - Avoid light during sleep; use blackout shades.  Noise - Keep voices down in the second deck hallway.  Throttles -When possible don't be a "throttle jockey."  Room temperature - Balance heating/cooling systems throughout the boat to keep rooms comfortable for sleeping.  Bedding - Keep good pillows, sheets and blankets on board.

Look How Far We've Come In 1997, after Higman purchased Maryland Marine, the Channelview office first became established on De Zavala Road with longterm lease agreements with Stolt Barge Service (SBS). However, over the years as the size of the fleet and the number of employees increased to keep up with the vision of Higman management for the Company's future, we eventually outgrew the De Zavala facility. As continual growth occurred, it became clear something had to change to accommodate the Company's success. Therefore, in August 2013, the Channelview office moved to a new, larger location occupying property owned by Higman on Peninsula Blvd. on the Houston Ship Channel. Due to this growth, improvements were needed at the Orange, Texas location with construction of a larger warehouse, shop facility and supplies office. Offices and staff were also added in Covington, Mobile and Decatur to address supply needs for the expanding fleet and provide assistance to afloat personnel for obtaining and renewing licenses, as well as to interface with our clients and meet their needs. Founded in 1917, we have significantly increased the size of our fleet from 32 vessels to 85 owned and operated push boats and 189 barges by the end of 2016. Today, Higman is a leading provider of inland marine transportation for bulk liquid petroleum and chemical cargo. The Orange office still operates out of the original office building, pictured above.



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Staying Fit How does staying fit affect your daily life on the boat? Scenario: Joe has been employed on boats for about five years. He knows how to build tow, tank a barge and run an engine room. The tow’s barges are in the fleet and the boat proceeds 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 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 benefits of staying fit:  Regular exercise prevents injury.  Fit individuals are less likely to get sick.  Regular exercise helps maintain a healthy weight.

  

Five to ten pounds, or more, 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 that work 8-5 Monday to Friday, hitting the gym after work isn't a big deal. For those who work on a vessel, it is be a bit more of a challenge. But, exercise is still possible. There are many exercises that can be performed in a small space. Here are a few ideas to use while you’re on the boat.  Resistance bands: Resistance bands take up little space and provide resistance while

contracting and relaxing muscles.

 Stretching: Always stretch before and after any physical activity. It may not seem masculine,

but yoga has a lot of benefits and doesn’t require much space or equipment.

 Walk the barges: Safety first! Always use inboard walkways. Nine 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.

 Combining exercises is more efficient. A squat combined with a curl provides more benefit than

doing each individually.



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If you are starting an exercise program always check with your doctor first, especially if you have any health problems. Be safe when exercising by wearing proper footwear, drinking plenty of water (not sodas—they dehydrate) and watching your heart rate. Are you ready to become more healthy? Maybe an exercise program would be a good way to start. Better yet, set a goal for the entire boat. Exercise buddies help keep you motivated. Need more ideas? There are plenty of creative exercise videos available. YouTube even offers many for free, including subscription services for all your favorite workouts.

Hydration is Key Heat and humidity are no strangers to the Gulf Coast. When temperatures soar and the sun beats down, what does your crew need to do to keep hydrated while working on deck? First, how much water does one need? Throughout the day and night, we are losing water through our breath, perspiration and bodily functions. For your body to operate properly, you must replenish its water supply by consuming beverages and foods that contain water. A good rule is the "8 x 10 rule" - drink eight 10-ounce glasses of water daily. The rule could also be stated, "Drink eight 10-ounce glasses of fluid a day." All fluids count toward the daily total. Although this approach really isn't supported by scientific evidence, many people use this easy-to-remember rule as a guideline for how much water and other fluids to drink each day. Second, what are signs of dehydration? While tanking a barge in the heat of the day it is easy to become dehydrated. Symptoms of dehydration often begin with thirst. Mild dehydration symptoms include:  Abnormal thirst  Dark urine  Loss of appetite  Dry or “cotton” mouth  Dry skin  Fatigue (weakness)  Skin flushing (redness)  Chills  Lightheadedness  Dizziness, fainting Third, what is first aid for dehydration? You can usually reverse mild to moderate dehydration by increasing fluid intake. Many sport drinks effectively restore body fluids, electrolytes and salt balance. For moderate dehydration, however, intravenous fluids may be required. Although, if caught early enough, simple re-hydration may be effective. Cases of serious dehydration should be treated as a medical emergency, and hospitalization, along with intravenous fluids, is necessary. Immediate action should be taken. The safest approach is prevention of dehydration. Monitor your fluid loss during hot weather and heavy exertion. Remind your watch mates to keep hydrated while on deck. Always drink enough liquids to replace what you lose.



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Fuel, Oxygen and Heat Onboard Use the triangle to prepare for fire emergencies Fuel, oxygen and heat— these are the basics of the fire triangle that we all learned about at some point in our career. The fire triangle is a simple way of illustrating the three elements needed for a fire to start and keep itself going. A fire can be prevented or stopped by removing any one of the three elements of the fire triangle. How does the triangle concept work on a towboat? Let's look at the engine room as a good example. Fuel - An obvious source of fuel is diesel used to run our generators and main engines. Diesel fuel generally has an autoignition temperature of about 490°F. The auto-ignition temperature of a substance is the lowest temperature at which it will ignite in a normal atmosphere without an ignition source such as a flame or spark. Since the temperature of the exhaust gas running through the turbo charger can reach 800°F, any diesel that may be sprayed from a broken injector line can ignite if it hits the right hot-spot. To stop the fuel source, all of Higman’s boats are equipped with a remote emergency fuel shutoff system. Most boats use an air-actuated, spring-loaded, quick-shutdown valve located at the outlet of the fuel tanks in the main fuel line(s) found in the bilge at the forward bulkhead. All crew members should know how to operate this in a fire emergency through practice during the monthly test procedure (see Higman SMS D.2.40.1 INSPECTION & SERVICE GUIDE - MONTHLY) . On orders of the Wheelman in charge, go to the emergency fuel shutdown box, located near the port engine room door. Open the box. Inside is a vented ball valve. Open the valve by turning the handle 90° to pressurize the line with air. The air pressure causes the in-line fuel shutdown valve to snap shut. When done testing, the shutdown valve must be manually reset. Secure the air valve in the box, allow the downstream air pressure to bleed off, and then reset the "T" handle of the quick-shutdown valve located on the fuel line.

Emergency fuel shutoff box located by the port engine room door The new 3600 HP boats use a reach-rod system connected to inline shutdown valves, one for each main engine and each generator engine. They are located and clearly marked around the main deck, 2016


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port and starboard. Make sure you know where each one is located and that you are ready to shut the correct valve(s) if the order is given. During the monthly test, make sure the reach-rods operate smoothly and the valves can be tightly shut. Don't forget other sources of fuel in the engine room such as rags and trash. Properly store anything that might be combustible. Keep bilges clean and free of any residual oil. Oxygen - The obvious first step in cutting off the oxygen is closing the engine room doors and stopping the ventilation blowers. Will this step stop a serious engine room fire? Probably not. The typical design of most towboats will allow oxygen to continue to enter through the inlet and exhaust blower openings. The next step to eliminate oxygen would be to fill the engine room space with an inert gas such as CO2. Ninety-five percent of Higman towboats are equipped with a CO2 flooding system. On orders from the Wheelman in charge, be ready to activate the CO2 flooding system. Make sure all crew members know how to activate the system and know how to operate it manually if the initial startup fails. Remember, the CO2 flooding system will automatically shut down the blowers so do not risk exposure to a fire by going into an engine room to shut them down yourself. You never know which crew member will have to be the one to activate the CO2 system. Everyone should know how to operate the system from the first day onboard the vessel. Heat - As we discussed in the fuel section, there are sources of extreme heat in the engine room. Turbo chargers and exhaust lines should be kept covered with insulation for protection of both crew personnel and prevention of direct contact with fuel if there is a high pressure leak. Keep engine air filters clean. A severely dirty air filter (think mayflies) will restrict air to the blower of the turbo and cause the exhaust to overheat. Alternating electrical current on a towboat begins in the engine room and can be a source of heat for the fire triangle.  

Loose wire connections - The current flowing through wiring encounters resistance at the connection and will generate heat. Overloaded wiring - When electric current flowing in wires exceeds the rating of the cables there is a chance of fire. The wiring heats and melts the insulation and can set fire to flammable material nearby. This often happens when make-shift repairs are not well thought out. Electrical "arcing" (sparking) happens when conductors inside a cable touch one another. The heat generated can be as high as 7,000°F!

Use the Maintenance Needs report to get repairs on suspected areas of need or damage. By far the greatest area of concern on heat generation in the engine room on many boats is the electric clothes dryer. A clogged dryer outlet is often the culprit for a potential fire. Fuel, oxygen and heat are present and ready to react when these conditions line up. Make sure your dryer outlet is free of lint or any debris.



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Good Communication Skills Keys to Success Good communication skills are key to success in life, work and relationships. Without effective communication, a message can be misinterpreted or poorly delivered creating misunderstanding, frustration or even disaster. Communication is the process by which we exchange information between individuals or groups. In this process we try as clearly and accurately as we can to convey our thoughts, intentions and objectives. Communication is successful only when both the sender and the receiver understand information the same way. In today's highly informational and technological environment it has become increasingly important to have good communication skills. If individuals struggle with the ability to communicate effectively it may hold them back, not only in their careers, but in social and personal relationships. Steps for acquiring good communication skills: 1. Know what you want to say and why. Understand clearly the purpose and intent of your message. Know to whom you are communicating and why. Consider any barriers you may encounter such as cultural differences or situational circumstances (gender, age, economic biases). Ask yourself what outcome you want to achieve and the impression you want to leave. 2. How will you say it? We're all aware by now that it's not always what you say, but how you say it, that counts. Begin by making eye contact. You inspire trust and confidence when you look a person in the eye when you speak. Second, be aware of your body language since it can say as much, or more, than your words. By standing with arms easily at your side you tell others that you are approachable and open to hearing what they have to say. If instead, your arms are crossed and shoulders hunched, it suggests disinterest or unwillingness to communicate. Good posture and an approachable stance help make even difficult communication flow more smoothly. Make sure you speak in a cooperative, non-adversarial tone. 3. Listen. Communication is a two-way street. After you've said what you have to say, stop, listen, and look for feedback and clues of comprehension. While the person is responding, avoid any impulses to cut them off or listen only for the end of the sentence so that you can blurt out more ideas or thoughts that come to your mind. Respectfully give them your full attention. When they are finished, to ensure your message has been clearly and correctly understood, ask open-ended questions that do not require only a yes or no answer, and encourage discussion. Fine-tune your message if necessary.



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Once you have had the opportunity to discuss your message and any feedback, re-visit the purpose of the discussion. Have you reached common ground, solved a problem, or clarified your position? If the purpose was to teach or instruct, have you accomplished your goal? To communicate well is to understand and be understood. Make sure your message has been received as intended and that all questions or concerns have been alleviated. You can even agree to disagree. There are no guarantees that your communication efforts will be met with total compliance and agreement. As long as you understand each other, are cordial and respectful, you can still have a successful exchange.

SMART Institute Returns to Higman This summer, for the third year in a row, the Higman Peninsula Office was chosen as a scheduled tour location for nearly thirty participants in the Southeast Maritime and Transportation Institute (SMART Institute). Institute members spent the afternoon learning about inland towing, the waterway system, and about employment opportunities in the maritime industry. The group enjoyed an informative tour aboard the M/V Capt Pete. Captain Jarrett Hopson led the tour and also spent time in the office to assist with the question and answer session. In addition, one of our Deckhands, Isai Gutierrez, also addressed the visitors. Our Higman employees made a positive impression as they informed the group about the towboat industry as a whole, and as they conducted the vessel tour, pointing out specific equipment and answering questions.

The purpose of SMART is to enlighten and expose high school teachers and counselors, as well as college counselors and faculty, to opportunities for valuable careers in the maritime industry.

The Institute is involved with four aspects of the maritime industry: Ports and Logistics, Vessel Operations, Ship Building and Repair and Pleasure Craft.



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New World Ahead: Subchapter M More than 10 years in the making, USCG Subchapter M became effective July 20, 2016. If you’ve been working on towboats and marginally awake the last few years, this should ring a bell. Subchapter M is a series of new rules on inspections, certifications, operations, safety and vessel construction that will impact inland towboat operations. The question that often comes from the fleet is, "Now, what does this all mean for me?" Do not panic. Our company has been building our Safety Management System (SMS) in anticipation of this ruling. There is a 6-year phase in period for inspection and certification. Mandated towboat inspections will not begin for two years. Some comments overheard on the waterway: "With all the new regulations, I may go work in dry cargo business." That will not work. This rule applies to all 5,920 US-flag towing vessels engaged in pushing/towing, and the 1,096 owners and operators including all US-flag towing vessels 26 feet and longer and vessels under 26 feet that move oil or hazardous bulk cargo. "I heard USCG physical exams will become much tougher due to Subchapter M.” There is nothing in Subchapter M regarding personal licensing, and requirements remain the same. "Will our crew size change?" For inspected vessels, there will be minimum manning requirements listed on the Certificate of Inspection (COI). The USCG will determine manning, but does not envision any increase. Watch standing (6 x 6 ) will stay the same. "Will the COI be similar to ones on our red flag barges?" A towing vessel’s COI describes the vessel, routes, minimum manning and total number of persons allowed. Like a ship, the original COI must be framed under glass and posted in a conspicuous place onboard the towing vessel. "What is a TSMS?" The Towing Safety Management System (TSMS) is basically our SMS documenting what and how we conduct operations. The audit determines how closely we adhere to our guidelines. TSMS audits will be conducted annually for management and all vessels listed on the TSMS certificate. Instead of inspectors coming onboard, most companies will use third party organizations (TPOs). The audit will be based on our SMS, similar to a SIRE inspection. "Do I have to memorize every page of the SMS and be ready to recite it if the Coast Guard or a TPO inspector comes onboard?" All crew members need to have reasonable knowledge of our SMS. Does that mean you have to memorize all of it? Subchapter M says the Captain and crew are responsible for compliance. It is good to know how to use the “Ctrl F” (Find) command to quickly and easily access any policy. "What new training is required?" Subchapter M mandates required training for all crew members including topics similar to what we already document. One change is annual refresher training. During the first quarter each year, 9 required refresher courses will be posted on Higman’s Computer Based Training system for all to complete. Much of the hands-on training such as on board drills are already a part of our SMS. In conclusion, Higman has a great start on Subchapter M. We should be well prepared for our first TSMS audit. With continuation of SIRE inspections and TSMS audits conducted shore side by our customers, transition should go smoothly. It is a new world for the uninspected fleet, but here at Higman, we are up for the task. 2016


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Meet Captain Dennis Ridley His Air Force assignments included three years in

Captain Dennis Ridley had some experience on the water before signing on with Higman Barge Lines some twenty-four years ago, but it was very much different than that of the typical tow boater. In 1989, Dennis was sent to Alaska by his employer to assist as an engineer on the McDermott DB 50.

Okinawa, Japan, and one year at Langley Air Force Base in Virginia. Sargent Ridley left the Air Force in 1981. Dennis got the idea to start working on towboats while working in Morgan City, LA during the early 1990s. As he saw tows pass by on the ICWW while working shipyard construction, he decided it was time to make a change. After going to school on his own for maritime training in Morgan City, in 1992 Dennis signed on as a deckhand with Higman Barge Lines.

At the time, the McDermott DB 50 was a derrick crane-barge owned by McDermott International and chartered as a living quarter’s barge in response to the Valdez oil spill. The barge had berths for 320 people and all the comforts of home including a galley, mess room, laundry room, movie room, conference room as well as having an exercise room. Dennis spent several months in Prince William Sound, and then Quickly, he was promoted to the positon of stayed aboard while the barge was towed to the Tankerman and then to the position of Steersman. Dennis earned his OUTV license in January 1995, and then went on to his first Pilot position in September of 1996. Captain Ridley worked his way through the ranks with various assignments at Higman. He spent many of his Higman years on the M/V MARRERO and the M/V GREBE. Dennis is presently a Wheelman on the M/V POINT COMFORT.

west coast.

What has changed during a quarter of a century? First off, Dennis says the traffic on the waterway gets heavier every year. Add to that a large increase in rules, regulations and all the paper work that goes with that. But, to offset the above, the compensation has gotten much better.

Dennis paved a road to his career right out of high school when he enlisted in the United States Air Force. While in the Air Force, he was trained as a Security Specialist at Lackland Air Force Base in San Antonio after completing his basic training.

Dennis married his high school sweetheart, Penny, 38 years ago and they now live near San Augustine, TX. They are building a cattle business to keep Dennis busy when he is off the boat and with an eye toward future retirement.



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Vessels Awarded Shell Goal Zero Hero The crew of M/V San Marcos was recognized as a Goal Zero Hero for actions at EnLink Victoria, Jan. 1, 2016. While loading crude at a new dock, crew members noticed the angle of the walkway increasing between the barge and dock; the walkway became too steep. The crew exercised Stop Work Authority refusing to use the walkway while the barge was loaded. They elected to remain on the barge and transfer paperwork to the dock personnel by hand. The terminal was notified and the issue relayed to the Harbor Master at the Port of Victoria, who proceeded to have the gangway modified.

Rob Smith, Shell Maritime HSSE, presents award to Captain James Wiley

Feb. 18, 2015, M/V Higman Leader Relief Capt. Jim Roberts received a broadcast from USCG Sector Ohio R. Valley reporting shoaling between MM 924-926 while the vessel was S/B MM 864. Capt. Jim realized he had a 10'2 draft; he contacted his Scheduler and Port Capt. At watch change, the decision was made between Rel. Capt. Jim and Master Pilot, Trey Davis, to stop until water raised to pool stage. The Master Pilot discussed the decision with office personnel giving information on river stages. At 1645 the vessel stopped, waiting for river to rise. At 0749, M/V Francis R. Keegan ran aground at MM 925 with 10' draft. USCG ORV shut down the channel during grounding. Lock 52 had a problem causing pool stage to drop. Once fixed, pool stage rose and vessel came off ground. Decision was made to wait and let pool stage continue rising and transit at daylight. At 0545 our vessel departed with a higher pool stage and had no issues transiting the area.

Bryan Smith, Higman Safety Supervisor, and Rob Smith, Shell Maritime HSSE, presented the award to Relief Captain Jim Roberts


Tim Downs and Stephen Brynes with Shell, And Bryan Smith, Higman Safety Supervisor, received the award with Master Pilot Trey Davis


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The latest Shell Goal Zero Hero presentation for Higman occurred September 21, 2016 at the Houston Office, where Relief Captain Robert Marcano accepted the award on behalf of the M/V Pimlico for two safety interventions. At Shell in Houma July 21, 2016 the cargo arm was found to be stiff and creaking on topside. The crew knew the dock had just greased it, but noticed it was not sufficient. They spoke to the dock man, who indicated he had been trying to get his maintenance department to address this. Though it is a two-man procedure, due to safety concerns, the crew decided in order to hook up in the future, they would need a third man. No incident occurred and Shell was able to get the issue addressed.

In addition, orders were received August 10, 2016 at Targa in Channelview to load at 9 feet 6 inches. The crew was aware the area had been dredged four months prior. This prompted the Tankerman to use a pike pole to keep a check on depth during loading. It was discovered the vessel was getting too close to the bottom and not able to load to draft. Only able to load to 9' 4" on first barge and just under 9' on second barge. No incident occurred.

Rel. Captain Robert Marcano received the Goal Zero Award from Rob Smith with Shell, Maritime HSSE

New Faces Ashore The Training Department at the Channelview Office added Austin Zody as Training Coordinator.

The Houston Office welcomed Christina Boyle as Assistant Controller.



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The Importance of an Accurate Log These days it seems as though the amount of paperwork we have to complete is never ending. One of our most important documents is the Daily Vessel Log.

them know we are ready to go to dock. If you are told they cannot accept your tender for any reason, mark that as your tender time and make a note of the person's name. L et your Scheduler know if you are told there are no orders.

Sometimes, it may seem the Schedulers are being extremely picky about what needs to be on the Log; therefore, it may help to understand why all that information is so important. One of the primary uses of the Daily Vessel Log is for billing our clients. The Log is used to account for all hours in the day. Our clients receive a copy either daily or with their invoice. If there is something missing or incorrect then it directly affects billing. In fact, it is even possible that we may not get paid. It can also affect how our clients get paid. Sometimes contracts have clauses allowing a certain amount of time at a dock, or billing is based on a specific date. More and more often, companies look for ways to save money. If they can find a reason to deduct money from an invoice, they will. Fortunately, our clients are very fair, but, they may work with other companies that may not be as fair. Thus, it is important that the Log be complete and accurate. One of the most important things that goes in the Log is when we "tender notice of readiness" known as our “tender time.� Typically, we give a terminal several notices before our arrival, maybe 24 hours, 12 hours, and again a 4-hour notice. When we arrive at a terminal or a fleet, we "tender in." In many cases, when we give our 4-hour notice, the dock tells us to go to the fleet and tender in when we get there.

When you are standing by for several days, we may know where you are, but it still needs to be written in the Log each day. Please do not submit a Log that says "Same" all the way down the page. Instead, make sure you indicate where you are standing by, and that you are waiting terminal readiness.

It is important to put on your Log the arrival time at the fleet (mud bank, etc.) and the words, “Tendered NOR. Waiting Terminal Readiness." Please make a note of the person's name and a tender number (if the dock provides this). This information is very important if there is a discrepancy.

Many of you have items that are specifically requested by the client that you work for. If you have any questions about that, or other questions about the Log, let your Scheduler know. They are always happy to help.

When we tender into a terminal, we are letting 2016


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Annual Awards The Higman Annual Awards are presented at the Wheelmen’s Seminars. Presented this year: 2015 Safest Boat: The boat with the best yearly safety record is the M/V CALCASIEU. 2015 “H” Boat: “H” stands for honor. The Honor Award is given to any boat with a perfect SIRE report and does not have any incidents or injuries. M/V CALCASIEU M/V ARANSAS PASS M/V GREBE M/V CECIL M/V GUADALUPE M/V LAVACA BAY M/V POINT MALLARD M/V MISS MARIANNE M/V SAN BERNARD M/V CAPT JAMES 2015 Chairman’s Award: Presented to Captains and Relief Captains who operated a full year without any “at fault” incidents. Abshire, George Adkins, Christopher Lee Allen, Miquel Roland Anderson, Robert Alan Beckham, Luther Harold Bogs Jr, Raymond Lee Brown, Joshua Earl Bumpas Jr, Glenn Ray Burton, Ross Wayne Campbell Jr, James Rinney Carpenter, James Benjamin Christmas, Gregory Dale Cook, Steven Ernest Cox Jr, David Bryan Crain II, Darrell Richard Damge, Mark John Davis lll, Larry Albert Davis, Rufus Dixie Donahoe II, Ronald Wesley Duplantis Jr, Iry Paul Elliott, William George Espinosa, Roberto Alfonso Ezernack, Drew Michael

Parish, James Keith Pearson, Ben Anthony Pepper, Robert Allan Perry, Jason Tyler Peters, Connie O'Neal Ramsey, Lance Matthew Ridley, Dennis Wayne Roberts IV, James Brisbane Sanderson, Jeffrey Lee Shelton, Albert Wendell Shepherd, Stephen Wayne Smith, Gary Lee Smith, Harley Leroux Smith, Tony Ray Stelly Jr, Jackie Stephens, Jasper Harrison Stultz, John Phillip Swire, Gary James Taylor, Michael Dale Thibodaux Jr, Benson Marcella Upshaw, Timothy James Vineyard, Wesley Leroy Whitman, James Christopher

Ferguson, Carl Wade

Griffin, Orenthal Jermaine Hanson, Charles Russell Harley, Kelvin Lynn Harper, Clifford Dwayne Hester, Carey Steven Hingle Jr, Omar Bradley Hopson, Jarrett Randle Hopson, Randy Lee Horn, Michael Patrick Hurt, Craig Michael Hutto, James Joseph Ivy, Robert Evan Jones, David Franklin Keys, Quintin Keon Kidd, Sylvester Maurice Lee, James Russell Lindsey, Cody Claude Magaro, Jason Randy Maneely, Michael Eugene Martin, Joshua Allen Maurer, Richard Brandon McCain, Gerald Lloyd McGilvray, Cameron Lee McGlothlin, Delmar Eugene

Glaze, Kenneth Ray Glover Jr., James Drayton Gorman, Frank Mitchell Graves, Derick Jason

McKey, Bobby Scott McWhorter, Samuel David Mickey, Joseph Thomas Nelms III, Joseph Ernest

Whittington II, Aubrey Todd Williams, Brian Keith Wood, Justin David




Whitney, Richard (deceased)

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Acknowledgements The Towline was written and produced by: Janis M. Anderson Gordon A. Keenan Dennis Zink Austin Zody John T. McMahan Capt. David Cox

The Towline, Fall 2016  
The Towline, Fall 2016