What are the main differences between a gasoline engine and a diesel engine? If you said the main differences are in the way the fuel gets to the cylinders and is ignited, you would be right.

Both diesel engines and gasoline engines convert fuel into energy through a series of small explosions or combustions. The major difference between diesel and gasoline is the way these explosions happen. In a gasoline engine, fuel is mixed with air, compressed by pistons and ignited by sparks from spark plugs. In a diesel engine, however, the air is compressed first, and then the fuel is injected. Because air heats up when it's compressed, the fuel ignites.

Diesel engines directly inject the fuel into the cylinders.

How does the fuel get to the injectors on our generators and main engines? What potential problems can occur along the way?

Start at the fuel tank.

The typical fuel purchased for Higman boats is designated as #2Fuel Oil. Normally sold as dyed High Sulfur Diesel (hsd), it may actually have a low sulfur content as more and more refineries phase out the production of the hsd. Dirt and water are the prime causes of trouble in a diesel fuel system. When fueling the boat,

get a sample from the supplier. How does this sample look?

Check the clarity. Clean fuel should be clear (though red) and bright. Look for suspended particles that indicate contamination.
If the fuel is very dark, it could indicate a blended diesel using Light cycle oil. Let the office know.
As the fuel sits, look for traces of water collecting on the bottom of the sample container.
Request and witness, if possible, a water cut of the supplier's tanks.

Condensation can accumulate in the tanks, especially when low in fuel or when the surrounding water cools off. Water should be drained off of the boat's fuel tanks daily. Excessive water may indicate a hull problem.

Follow the fuel lines...

Once out of the tank, the fuel passes through the emergency fuel shut down valve. No problems should occur here. The valve is actuated by air pressure from the valve located on deck and all crew members should know how to operate and reset this valve.

To the fuel filter systems...

On both the main engines and the generator engines, a series of filters and fuel conditioners are set up to filter contaminates and water. Though setups may vary in our fleet, a typical path for fuel flow could be the Algae-x Magnetic Fuel Conditioner, RCI fuel purifier, a Racor filter, and the spin on engine mounted filters. Follow the flow typically starting at the Algae-x Magnetic Fuel Conditioner:

Algae-x Magnetic Fuel Conditioner - Periodic inspection and cleaning of the magnetic fuel conditioner is a simple process that can be done while fuel supply is off during normal servicing of equipment. Remove cover plate and extract magnet from the mounting post. Inspect and clean any accumulated dirt off of magnet with a dry rag. Reassemble taking care to position the O-ring properly on the cover plate. Uniformly tighten cover plate screws. Check for leaks.

RCI Fuel Purifier
RCI Fuel Purifier. - During normal servicing - Using a bottle, a jar, or a similar container, open the drain valve (located at the bottom of the purifier). Purge or drain contaminants until clean fuel is observed. Open and close the drain valve several times in a rapid succession to assure all contaminants have been removed and the drain is sealed.
Racor filters - Check for water daily if your unit has a glass bowl beneath the filter housing. As the Racor filters collect dirt, they slowly restrict flow of fuel to the engine. Change filters on the schedule designated on your boat. Additional changes may be required if contaminated fuel reaches the filters. Top off the filter housing with clean fuel when reassembling to eliminate air from the system. Make sure O-ring is properly in place before tightening. Check for leaks.
Spin on Engine mounted Fuel Filters - Replace during normal servicing. Fill the new housing with clean fuel to eliminate air during reassembling. Make sure O-ring is properly in place before tightening. Check for leaks.

Air in the line...

A common problem after completing diesel engine fuel system maintenance is the entry of air into the fuel lines. An injector in a diesel engine is the last stop in the fuel flow to the engine cylinder. In operation, a measured amount of highly pressurized fuel is delivered at a timed moment to the injector needle valve. The pressure causes the needle valve to open against the injector spring and fuel sprays into the cylinder. If air gets in the system, the injector needle valve may not open. Since air is a gas, it will compress and not provide enough pressure for the needle valve to open. This is known as an air lock.

Assuming you have eliminated some air by filling the filter housings with fresh fuel before reassembling, the next step is to bleed the fuel system.

To eliminate an air lock:

Lift Pump

Crack open the bleed plug on the filter closest to the fuel tank. Open fuel supply valve so that the fuel is available to the filter and pump. Observe fuel flow out of the bleed plug without air bubbles. Close off bleed plug. Repeat down the line of filters.
Lift Pump - Crack open the outlet line from the lift pump and use the thumb lever to pump fuel through the pump. Watch for small air bubbles. Once the air bubbles are gone, reseal the outlet.
Try the engine; if it doesn't start or runs poorly, you may have to bleed the injection line and fuel pump.
Loosen injection lines at the injectors about one turn. The use of two wrenches will prevent the binding or twisting of the steel lines. Usually, it is enough to bleed just half the lines at a time. Crank the engine until all air is forced out and fuel is present.
Engine will start to pop on one or two cylinders.
Tighten the injector lock nuts one at a time to tell by sound which cylinders are firing properly.

Run the engine until it runs smoothly. This will bleed the other injectors.

Still got problems? Contact your repair superintendent.

New Afloat Training Instructor

Dennis Zink - Afloat Training Instructor based in Channelview

Please join us in welcoming Mr. Dennis Zink to the Higman Training Department. Dennis joins us as the Afloat Personnel Training Instructor. He will be responsible for the development and implementation of new training initiatives such as the Higman Deckhand Academy and other hands-on training projects.

Dennis served in the USCG for 24 years, and afterward, was the Operation Manager at Houston Marine Service. He lives in the Galena Park area with his wife, Linda. Dennis is assigned to the Peninsula Office in Channelview, but you will see him out and about in the fleet.

Welcome aboard, Dennis!

4000 CBT Certificates this Year!

On October 4th Cory Fleeman got the 3000th Certificate award. Since then we have had another 1000 certificates. The 4000th Certificate award goes to Steersman Jeffrey Sanderson on the M/V Capt. Jack Higman. Please contact Kelly in the Channelview office to receive your $150 gift certificate to Wal-Mart. We owe thanks to all vessel crews for logging in and getting your training done early!

2014 Tankerman Seminar Dates!

The dates have been set for the 2014 Tankermen Seminars. They are:

January 17

February 20

March 11

April 28

May 21

June 5

July 29

August 6

September 23

October 15

November 20

All Tankerman are required to attend one of the meetings listed above. Each crew member should be off for at least two meetings. Please make your plans early to ensure that you can make one. Call Janis to set up a meeting.

Higman Deckhand Academy

September 2013 Deckhand Class

Higman Marine is pleased to announce the start of a new comprehensive training program for newly hired deckhands. The program will be known as the Higman Deckhand Academy.

It will begin as an 8-day course which will consist of classroom and practical "hands on" training both ashore and afloat.

The Deckhand Academy will offer a wide range of subjects to our Deckhands which should give them a well-rounded informed view and understanding of life afloat and a basic knowledge of their duties and responsibilities.

Some of the many subjects that will be covered will be company policy and procedures, personal and fire safety, afloat terminology, line handling, knot tying and splicing, skiff operations, emergency response, personal hygiene, sanitation/safe food practices, general housekeeping, and first aid.

As we go forward with this program we will strive to continually refine and improve our training to meet the needs of our fleet. The input and feedback from our Wheelmen and Crewmembers will be very important to the program's success.

We look forward to hearing from you in the future regarding this new training program. For comments and inquires email our new Afloat Training Instructor...Dennis.

November 1 - Calendar Photo Deadline

November 1 is the last day to submit photos for consideration in the 2014 Higman Calendar Contest.

The best pictures for calendar use will have the subject in clear focus with sufficient exposure lighting and the highest digital resolution setting possible for your photo. This can provide our printer the quality necessary to make enlarged reproductions for the cover and for each monthly page.

So ~ Keep your cameras in reach and snap away! You still have a couple days!

Email your pictures to ... Janis

Best Practices

Every boat has good ideas.

Good ideas need to be shared, refined and become "Best Practices". A "Best Practice" is defined as a method or technique which shows results superior to those achieved with other means, and that is used as a benchmark. In addition, a "Best Practice" can evolve to become better as improvements are discovered.

This column is dedicated to sharing the best practices developed while operating your tow. Each issue we will outline a "Best Practice" sent in by the fleet. Share your Best Practice by sending to Gordie

This week's "Best Practice" is sent by the crew of the M/V MISS SARAH.

The crew of the M/V MISS SARAH has developed and uses a sign in sheet to document pre critical task mini meetings. The sheet includes columns for:

the date held
initials of those participating
and a brief summary of the critical task discussed

The "Pre Critical Task Mini Safety Meeting" sheet is kept on a clip board which is easily located in the wheelhouse. Documentation of the task discussions take less than a minute and can help your crew be organized and on target for an upcoming operation.

Submitted By Capt Josh Martin and Master Pilot Joe Mickey

Rose Point ECS

Navigation Tip of the Week

The H/R button

The software for Rose Point ECS is installed on a keyboard computer. What looks like a typical keyboard is actually the entire computer and is labeled as the ZPC-D5.

It is powered by a AC adaptor, plugged into the back of the computer. The screen is a separate unit, which on on most boats is a 19" Globestar Monitor. The Globestar is separately powered. Most get the power directly from the 12volt system beneath the console.

The video to the screen comes via a VGA cord connected to the back of the keyboard computer and then to the Globestar monitor. Some of our vessels use a Furuno monitor.

Located next to the power button on the keyboard computer is a button labeled "H/R". If this button is inadvertently pushed, you will lose the picture on your monitor.

This button switches from a "VGA" video signal to a "HDMI" video signal going to the monitor. Push this button to get your picture back!

Nav Zone

FCC license for ALL Towboat Operators

Per 33CFR167.72 (a)(3):

"Each U.S. Towing vessel of 26 feet or more in length must hold a ship-radio-station license for radio transmitters AND EACH OPERATOR MUST HOLD A RESTRICTED OPERATOR'S LICENSE or higher."

This CRF also mandates that each towboat should maintain a VHF radio watch on:

Channel 13 (or 67 on the Lower Mississippi River)
AND on channel 16 (except when in a VTS or transmitting or receiving on another channel)

If there is a wheelman on your boat that does not have a FCC license please contact Patti in the Covington office.

The Restricted Radio Operator permit cost $60 and does not have an expiration.

Rules of the Road Questions

INLAND ONLY If a towing vessel and her tow are severely restricted in their ability to deviate from their course, lights in addition to the towing identification lights must be shown. These additional lights shall be shown if the tow is __________.

a. pushed ahead
b. towed alongside
c. towed astern
d. All of the above

INLAND ONLY You are on vessel "A" and hear vessel "B" sound a signal indicating his intentions to overtake you. You feel it is not safe for vessel "B" to overtake you at the present time. You should __________.

a. sound two short blasts
b. sound one prolonged followed by three short blasts
c. not answer the whistle signal from vessel "B"
d. None of the above

BOTH INTERNATIONAL & INLAND The lead vessel shown is a __________.

a. mineclearance vessel
b. survey vessel
c. power-driven vessel towing astern
d. None of the above

BOTH INTERNATIONAL & INLAND Which statement concerning an overtaking situation is correct?

a. The overtaking vessel is the stand-on vessel.
b. Neither vessel is the stand-on vessel.
c. The overtaking vessel must maintain course and speed.
d. The overtaking vessel must keep out of the way of the other.

BOTH INTERNATIONAL & INLAND Which signal may at some time be exhibited by a vessel trawling?

a. Two white lights in a vertical line
b. A white light over a red light in a vertical line
c. Two red lights in a vertical line
d. All of the above

Nautical Trivia

The name S.S NATCHEZ has a long legacy!

S.S NATCHEZ - #9.

Often scene on the lower Mississippi River is the

S.S. NATCHEZ. This vessel is the 9th sternwheeler steamboat to carry the name and was built in 1975. Below is a brief history of the other steamboats named S.S NATCHEZ:

The first NATCHEZ was a low pressure side-wheel steamboat built in New York City in 1823. It originally ran between New Orleans and NATCHEZ, Mississippi, and later catered to Vicksburg, Ms. Its most notable passenger was the Marquis de Lafayette, the French hero of the American Revolutionary War, in 1825. Fire destroyed her, while in New Orleans, on September 4, 1835.

The second NATCHEZ was the first built for Captain Thomas P. Leathers, in 1846. Built in Cincinnati, Ohio, as were all of her successors owned by Capt. Leathers. She was a fast two-boiler boat, 175 feet (53 m) long, with red smokestacks that sailed between New Orleans and Vicksburg, MS. Leathers sold this boat in 1848. She was abandoned in 1852.

The third NATCHEZ was funded by the sale of the second and built in Cincinnati. She was 191 feet long. Leathers operated it from 1848 to 1853. On March 10, 1866, she sank at Mobile, AL due to rotting.

The fourth NATCHEZ was built in Cincinnati. She was 270 feet long, had six boilers, and could hold 4,000 bales of cotton. She operated for six weeks. On January 1, 1854, the ship collided with the Pearl at Plaquemine, LA, causing the Pearl to sink. A wharf fire on February 5, 1854 at New Orleans caused her to burn down, as did 10-12 other ships.

Captain Leathers

The fifth NATCHEZ was also built in Cincinnati, as Captain Leathers returned there quickly after the destruction of the fourth. She was also equipped with six boilers, but this one could hold 4,400 cotton bales. This one was used by Leathers until 1859. In 1860 she was destroyed while serving as a warfboat at Baton Rouge, LA.

The sixth NATCHEZ was again a Cincinnati-built boat. She was 273 feet long. The capacity was 5,000 cotton bales, but the power remained the same. It helped transport Jefferson Davis from his river plantation home on the Mississippi River after he heard he was chosen president of the Confederacy. Even after the war, Davis would insist on using Leathers' boats to transport him to and from his plantation, Brierfield. NATCHEZ was also used to transport Confederate troops to Memphis, TN. After Union invaders captured Memphis, the boat was moved to the Yazoo River. On March 13, 1863, she was burned either by accident or to keep her out of Union hands at Honey Island. Remains were raised from the river in 2007.

The seventh NATCHEZ was built in 1869 in Cincinnati. She was 301 feet long, had eight boilers and a 5,500 cotton bale capacity. In her nine and a half year service, she made 401 trips without a single deadly accident. It became famous as the participant against another Mississippi paddle steamer, the Robert E. Lee, in a race from New Orleans to St. Louis in June 1870, immortalized in a lithograph by Currier and Ives. This NATCHEZ had beaten the previous speed record, that of theJ. M. White in 1844. Stripped down, carrying no cargo, steaming on through fog and making only one stop, the Robert E. Lee won the race in 3 days, 8 hours and 14 minutes. By contrast, the NATCHEZ carried her normal load and stopped as normal, tying up overnight when fog was encountered. Despite this she berthed only six hours later. One way Leathers tried to speed up his boat was giving all of his workers whiskey. When Leathers finally dismantled the boat in Cincinnati in 1879, this particular NATCHEZ had never flown the American flag.

The eighth NATCHEZ was launched August 2, 1879 by the Cincinnati Marine Ways. She was 303.5 feet long, with a beam of 45.5 feet, 38.5 feet floor, and 10 feet hold depth. She had eight steel boilers that were 36 feet long and had a diameter of 42 inches, and thirteen engines. She had 47 elegant staterooms. Camp scenes of NATCHEZ Indians war dancing and sun worshipping ornamented the fore and aft panels of the main cabin, which also had stained glass windows depicting Indians. The total cost of the boat was $125,000. Declaring that the War was over, on March 4, 1885, Leathers raised the American flag when the new NATCHEZ passed by Vicksburg, the first time he hoisted the American flag on one of his ships since 1860. By 1887 lack of business had stymied the NATCHEZ. In 1888 she was renovated back to perfect condition for $6000. In January 1889 she burned at Lake Providence, LA. Captain Leathers, deciding he was too old to build a new NATCHEZ, retired. Jefferson Davis sent a letter of condolences on January 5, 1889, to Leathers over the loss of the boat. Much of the cabin was salvageable, but the hull broke up due to sand washing within.

S.S. Natchez - #7

Stern Shots

M/V High Island's Safety Meeting with Pt. Capt. Buddy Merritt and Crew Members Josh Battle, Kenneth Wright, Randy Lowrey, Mike Ash

Taylor Milam's handiwork creates a fender for M/V Baffin Bay

Stephen Shepherd, aka "Cowboy," relaxes during lunch from training Deckhands at the new Training Center

Juan Rangel shines drip pan covers on M/V Belle Chasse taking detail to perfection.

Artillery Men Andy Worley and Gordie Keenan test fire the Cannon for the Christening Ceremony of new vessels M/V Karl G. Andren and M/V Rio Grande

Dates to Remember

2013 Advanced Pilothouse Management at SCI

Complete for 2013. Watch for 2014 dates to be

published soon.

2014 Tankermen Seminars

First Session	JAN 17
Second Session	FEB 20
Third Session	MAR 11
Fourth Session	APR 28
Fifth Session	MAY 21
Sixth Session	JUN 5
Seventh Session	JUL 29
Eighth Session	AUG 6
Ninth Session	SEP 23
Tenth Session	OCT 15
Eleventh Session	NOV 20

2014 Wheelmen's Seminar

First Session	MAR 17-18
Second Session	MAR 27-28
Third Session	APR 7-8

To schedule training please email Kelly or Janis or call at 281-864-6011.

CBT Certificates earned by Higman employees during 2013...........4021

DO ALL CREWMEMBERS HAVE ACCESS TO THE HIGMAN TRAINING NEWSLETTER?

PLEASE MAKE SURE A HARD COPY IS PRINTED AND MADE AVAILABLE FOR THE CREW.
Add your email address with the "Join our Mailing List" button (above, page 1, left side) to get your own copy!

Answers to this weeks Nav Problems: D,D,C,D,D

Another Christening at Higman takes place today. Not only will nine boats be honored, we will also show off our new office to customers, friends and family.

Traditionally, Champaign is the liquid inside the bottle broken over the bow. There are accounts though of many other fluids being used to launch a vessel over our history.

The sailing vessels Princeton and Raritan were sent on their way in 1843 with whisky. Seven years later, "a bottle of best brandy was broken over the bow of steam sloop San Jacinto." Steam frigate Merrimack, who would earn her place in naval history as Confederate States of America ironclad Virginia, was baptized with water from the Merrimack River. Admiral David Farragut's famous American Civil War flagship, steam sloop Hartford, was christened by three sponsors-two young ladies broke bottles of Connecticut River and Hartford, Connecticut spring water, while the third sponsor, a naval lieutenant, completed the ceremony with a bottle of sea water

I think we have Champaign in mind!

Sincerely, Gordie, Kelly, Dennis and Janis

GORDIE KEENAN
KELLY CLEAVER

JANIS ANDERSON

DENNIS ZINK

� 2013 HIGMAN MARINE SERVICES, Inc.