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Twelve Volts and All's Well
DC Power
They may sit quietly on a shelf or in a box, but they are very important to any towboat operation. Twelve volt batteries provide emergency power for communications and navigation gear in the Wheelhouse. They also provide power for engine monitoring systems and generator starters.
The most common kind of battery in marine use today is the lead acid battery. Using an electrolyte consisting of sulfuric acid, these cells can store large amounts of electrical energy in a relatively small space. This energy is stored in chemical form within lead grids mounted inside the battery. The reliance on lead grids and paste explains the great weight of lead-acid batteries.
Currently, there are three common lead-acid battery technologies: Flooded Cell, Gel and Absorbed Glass Mat (AGM)
At Higman, we use Flooded Cell and AGM type batteries.
Lets look at each type of battery along with its maintenance needs.
Flooded Cell....These batteries are found mainly in the engine room. Some boats still have them for communication back-up underneath the wheel house: 
- Generators use a Size "8D".
- Main Engine Monitors use top post Deep Cycle type batteries.
Check all engine room batteries once a week as per the "On Board Maintenance Program Manual" for your boat:
- Clean the battery terminals if they are encrusted with deposits. Use a wire brush dipped in baking soda and water to clean them of corrosion and ensure that the deposits do not block the flow of electrical current. Gasses emitted from the battery condense on the wires and cause the corrosion.
- Check to make sure the water level in the battery hasn't dropped. Pop off the plastic cover and check to see that the water inside reaches the plastic filler necks. Add potable water if necessary.
- Check your batteries on a regular basis to be sure they are getting charged. Use a hydrometer to check the specific gravity of your lead acid batteries.
- Keep the tops of your batteries clean and check that cables are tight.
AGM Batteries.....These batteries are used as part of the wheelhouse twelve volt system on all boats built or retrofitted in the last three years.
Absorbed Glass Mat (AGM) batteries are the latest step in the evolution of lead-acid batteries. AGMs use a fiberglass like separator to hold the electrolyte in place. The physical bond between the separator fibers, the lead plates, and the container make AGMs spill-proof and the most vibration and impact resistant lead-acid batteries available today. They are sealed and need very little maintenance. There is no way to add water.
- Check that cables are tight on AGM batteries.
Always use extreme caution when handling lead-acid batteries and electrolyte. Wear gloves, goggles and old clothes. The sulfuric acid in lead-acid batteries will burn skin and eyes and destroy cotton and wool clothing. Adopt these specific measures for maximum safety:
1. Someone should be within range of your voice to come to your aid when you work near batteries.
2. Have plenty of fresh water and soap nearby in case battery acid contact skin, clothing, or eyes.
3. Wear complete eye protection and clothing protection. Avoid touching eyes while working near batteries. Wash your hands when done.
4. If acid contacts skin or clothing, wash immediately with soap and water. If acid enters eyes, immediately flood eyes with running cool water for at least 15 minutes and get medical attention immediately.
5. Baking soda neutralizes lead acid battery electrolyte. Vinegar neutralizes spilled NiCad and NiFe battery electrolyte. Keep a supply on hand in the area of the batteries.
6. NEVER smoke or allow a spark or flame in vicinity of a battery or generator.
7. Be extra cautious when working with metal tools on, and around batteries. Potential exists to short-circuit the batteries or other electrical parts which may result in a spark.
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Safety Corner
Year Long Goals....
During the 2010 Wheelman Seminars we discussed year long safety goals for the Fleet in four different categories. These categories are (1) Mooring/Docking Incidents, (2) Locking Damage, (3) Spills (does not include mechanical failures), and (4) Recordable Injury Frequency Rate (RIFR).
We presented last year's numbers in these categories and, as a group you felt the Fleet could reduce those numbers.
As promised, I am reporting the 2010 numbers through the first half of the year in these categories. The first column represents the number suggested by you, vessel management, as a realistic goal for the year. The second column is where we stand through the first and second quarters.
2010 Goal Mid-Year
Mooring/Docking 25 10
Locking Damage 4 3
Spills/LOPC 5 3
RIFR 1.2 0.82
Please remember to hold the small safety meetings before every critical evolution. We continue to see a significant reduction in the cost of our incidents and the number of injuries requiring medical attention this year. We believe that is directly attributable to your efforts to slow down and put everyone on the same page before a critical evolution.
Keep up the good work....and stay safe.
John Costello |
Extreme Hydration Alert!!
Temperatures are soaring!!
Monitor your fluid loss during hot weather and heavy exertion.
Remind your mates to keep hydrated while on deck. |
| Policy and Procedure
Section 5, Part I - Chronic Disease and Prescription Medication Notification Policy
If returning from time off with a prescription medication or a diagnosed medical condition, please review company policy:
Company policy states that " Vessel employees must notify the Afloat Personnel Logistics Coordinator when they are taking prescription medication". Some  prescription and non-prescription medications may affect your ability to safely perform your duties. Always read the labels and follow the directions precisely. Crew members diagnosed with a chronic disease or other medical condition requiring medical monitoring and medication are responsible for managing their own treatment in accordance with doctor recommendations. Crew members are urged to talk openly with the Vice President of Afloat Personnel about their condition/treatment plan so that any special working arrangements may be provided.
It is always important to inform the Captain/Relief Captain upon returning. |
| Texas Maritime Training Consortium Funded by Texas Workforce Commission
Maritime Training has started at San Jacinto College in Pasadena, TX.
Higman Marine is proud to be a part of the Texas Maritime Training Consortium which was established in 2009 to bring maritime skills training to the Houston area. Offering USCG License Courses, the program is now underway at the San Jacinto College Maritime and Technical Training Center which is funded by a grant from the Texas Workforce Commission. The future goal of the program is to offer an Associate Degree in Maritime Studies starting next year.
The Texas Maritime Training Consortium is made up of several Tug and Towing companies, headquartered in the Houston area.
Mr. Andres Alcantar, from the Texas Workforce Commission presented a check of $396k to San Jacinto College to fund the Maritime Program.
At far left, Capt Steve Huttman, G&H Towing and Mr. Gordie Keenan, Higman Marine, represented the Texas Maritime Training Consortium during the check presentation. San Jacinto College Chancellor, Dr. Brenda Hellyer is pictured center left holding the check with Mr.Andres Alcantar of the TWC.  |
To date, twelve Higman employees have taken Steersman and Tankerman courses at the San Jacinto College Maritime and Technical Training Center.
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What was your safe stopping distance?
This is a question that was asked during a recent court case involving a collision between a ship and a tow. Situational Awareness dictates that we always know our safe stopping distance.
When operating your vessel, be aware of the conditions and how they will affect your stopping distance.
Situational Awareness.....
Every vessel and every situation will have a different safe stopping distance. The following should be taken into account when calculating safe stopping distance:  - Vessels hull design
- Weight of vessel, do you have loads or empties
- Weather conditions, do you have a following wind or current?
- Draft in relation to water, more water under the vessel makes it hard to stop the vessel.
Always remember, if you are unsure of the stopping distance, it is always better to error on the safe side.
Rules of the road questions:
INLAND ONLY....You are proceeding in a channel in inland waters and are meeting an outbound vessel. Your responsibilities include __________.
a. keeping to that side of the channel which is on your vessel's port side
b. exchanging whistle signals if passing within half a mile
c. stopping your vessel and letting the outbound vessel initiate signals for passing
d. giving the outbound vessel the right of way
BOTH INTERNATIONAL & INLAND....Which statement is TRUE concerning a vessel equipped with operational radar?
a. She must use this equipment to obtain early warning of risk of collision.
b. The radar equipment is only required to be used in restricted visibility.
c. The use of a radar excuses a vessel from the need of a look-out.
d. The safe speed of such a vessel will likely be greater than that of vessels without radar.
BOTH INTERNATIONAL & INLAND....Which factor is listed in the Rules as one which must be taken into account when determining safe speed?
a. The construction of the vessel
b. The maneuverability of the vessel
c. The experience of vessel personnel
d. All of the above must be taken into account.
BOTH INTERNATIONAL & INLAND....A vessel hearing a fog signal forward of her beam has not determined if risk of collision exists. She shall reduce speed to __________.
a. moderate speed
b. safe speed
c. half speed
d. bare steerageway
BOTH INTERNATIONAL & INLAND....Which statement about the Navigation Rules is TRUE?
a. The rules require vessels to comply with Traffic Separation Scheme regulations.
b. The rules use the term "safe speed."
c. The Rules permit a stand-on vessel to take action prior to being in extremis.
d. All of the above are correct.
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Online Training Questions
The second part of our engine room series is entitled "Main Engine Oil Change". Oil changes are routine on our vessels but are one of the most critical maintenance items.
Here are answers to the questions that were presented.
How did your crew do?  Engine Room Series
Set Number 2
"Main Engine Oil Change" To view this question set again, go to Question 1.....Specific instructions on oil and filter changes is found in the ...... Answer....On Board Maintenance Manual
Question 2....The normal oil change interval in the Higman fleet is
Answer.... 500 hours.
Question 3....It is not important to notify the Wheelhouse that you are going to do an oil change...TRUE/FALSE
Answer....FALSE.
Question 4.....To get a complete filter list for your boat....
Answer.... Log onto higmanboats.com and go to the boat filter section.
Question 5....Checking the piping diagrams and tracing out the waste oil valve line up is an important part to getting ready to change the oil....TRUE/FALSE
Answer.... TRUE
Question 6....Waste oil should always be....
Answer....pumped to the waste oil tank.
Question 7....Used filters should be
Answer.... placed in the waste oil tank so as much oil as possible can be drained.
Question 8....When closing up a Racor fuel filter after changing the filter element, it is important to....
Answer....bleed out as much oil as possible before replacing the cap.
Thanks for the good work! |
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Stern Shots
Simulator Class (from left to right)Pilot Robert Marcano on M/V Kyle A Shaw, Capt. Greg Christmas on M/V Pelican, Capt. Stephen Polk with SCI, Capt. Mike DeCesare with SCI, Pilot Travis Dover on M/V Karl Andren, Captain William Elliott on M/V Preston N Shuford, Captain Jesse Harris on M/V Cumberland, Katelyn Elliott, Relief Captain Frank Glaze on M/V Alligator, and Elaine Glaze
 Teddy with the M/V Snipe Crew
Steve Holloman on the M/V George H Thomas
Sandy Point crew eating lunch.
Captain Calvin Hatfield on the M/V George H. Thomas |
| Nautical Trivia
Whaleback Ships and Barges - late 1800's
Whalebacks were cargo vessels of a unique design. Their design has been likened to a cigar with bent up ends. A whaleback hull had a continuous curve above the waterline from the vertical to the horizontal to where the sides met inboard. The bow and stern were nearly identical in shape, both conoid, truncated to end in a relatively small disc. The superstructure atop the hull was in or on round or oval "turrets", so named because of their resemblance to gunhouses on contemporary warships. Cabins, decks, and other superstructure were often mounted atop these turrets.
When fully loaded, only the curved portion of the hull remained above the water, giving the vessel its "whaleback" appearance. Instead of crashing into the sides of the hull, waves would simply wash over the deck meeting only the minor resistance of the rounded turrets. When fitted with hawse pipes for anchors and a guide for the tow cable, the bow somewhat resembled the snout of a pig, from which came the alternate and usually derisive appellation of "pig boat". Whether towed or under their own power, they were seaworthy and fast for their time
Most of the whalebacks (25) were towed barges; all but one of which were identified simply by hull number. Some of these barges had no boiler (and therefore no stack); others had a small boiler for operating winches and for cabin heat (often with a small stack off center).
The first self-powered whaleback was the Colgate Hoyt, launched in 1890.
The only passenger whaleback was the gleaming white Christopher Columbus, built to ferry passengers from downtown Chicago to the Columbian Exposition in 1893.
The self-powered Charles W. Wetmore (1891 - 265 ft) was the first lake vessel to leave the lakes. She took a load of grain from Duluth to Liverpool, England, shooting the St. Lawrence rapids in the process. In Liverpool she inspired the design of turret deck ships, which were similar in some ways to whalebacks. After a stop at New York City, Wetmore rounded Cape Horn to carry supplies for McDougall's plan to start a shipyard in Everett, Washington.
Only one boat was assembled at the Everett shipyard, the SS City of Everett (1894 - 346 ft). The City of Everett sailed for 29 years and was not only the first American steamship to navigate the Suez Canal, but also the first American steamship to circumnavigate the globe. The last whaleback, the M/V Alexander McDougall (1898 - 430 ft), was the only whaleback made with a traditionally shaped bow.  |
Dates to Remember
2010 Advanced Wheelhouse Management (Simulator)
Fourth Session TBN
Fifth Session NOV 29 - DEC 1
To schedule a Simulator session, please email Kelly or call at 281-864-6011. Answers to this weeks Rules of the Road...B,A,B,D,D
CBT Certificates earned by Higman employees from JAN 1, 2010 to date........3540!
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July is soon coming to an end! One half of the year is already over and the kids will be back in school soon. The time flies as we go from one voyage to the next.
With so much going on, maybe this is a good time to look back over our first half of the year before it gets away from us.
How did your boat do in the first half of 2010? This is not a question just for the Wheelhouse, but to all crewmembers.
- Is your team, your crew, where they should be at this time of the year?
- What goals did you set for yourself, for your crew? Are they on track as you see it?
- Are we all working together as a team to accomplish company objectives?
- Do we need to reminder ourselves to work and operate safely in all our tasks?
- What are we missing in 2010 to make our operation the best that it can be?
- Have you recently reviewed the Letters of Commitment signed by your crew? Is that on track?
These are just a few questions I had in my mind as I looked at the calendar today. I am sure you can think of many more of these types of questions.
With 2010 wrapping up in five months, let's make sure we are all on track for a safe and productive operation for the rest of the year.
Have a great and very safe week!
Sincerely,
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GORDIE KEENAN
KELLY CLEAVER
HIGMAN MARINE SERVICES, Inc. | |
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