Push the throttle ahead and the engine quickly awakes from an idle rpm and the propeller shaft starts to turn after a built in delay. Just as efficiently, the shaft will turn astern after the throttle control is pulled backwards beyond the center.

Control Head

How does it all work?

Start with the control head.

The control head, commonly known as the throttles are located in the wheelhouse on the console. The port and starboard handles actuate the throttle positioner connected to the governor and they operate the clutch actuator on each gearbox respectively.

The control head basically consists of two single engine controls under one cover. Movement of either one of the handles through 20° from the center position actuates one of the 3-way valves delivering full supply pressure to its corresponding output port. This is the clutch control......forward and astern.

Moving the handle beyond 20° actuates an accurate pressure regulating valve. The output of this valve is proportional to the handle movement thereby giving precise control over the engine speed setting device.....the governor.

The energy source needed to make the controls work is a clean, dry regulated compressed air supply. A good air supply starts in the engine room at the compressors. Draining the water regularly from the receiver will keep moisture from getting up to the pilot house controls.

Look under the console to find the air supply to the control head. There should be an isolation valve, two filters and a regulator. The first filter in line will be a pre-filter typically with a 5 micron sintered bronze element. The next filter in line typically is a coalescer type filter. Coalescing filters are used to separate liquid water and oil from the compressed air. A regulator is fitted in line to reduce the boats air supply from 120 psi to 80-90 psi.

Air supply...filters and regulator to the control head.

When the air supply gets to the control valves, it takes several different paths:

Clutches Actuators

Moving the control lever from 0° through 20°, in either the forward or aft position, compressed air in two separate lines is directed to the "101" actuator valve mounted on the gear box. This actuator operates the shift lever that causes the gears box transmission to roll forward or aft.

Though typically called the "101" valve, it may have different model numbers based on the gear configuration.....Kobelt 4207

Pressure to this actuator, fore or aft, should be at full control air pressure....80 lbs.

Periodic Checks:

Check all air fitting for tightness.
Make sure all connecting pivot pins have either stainless steel nylon lock nuts or double jam nuts securing them.
Make sure actuator bases are securely fastened to the gear box housing with stainless steel nylon lock nuts, double jam nuts or use a lock washer under the securing nut.

Clutch Actuator (101 valve)

Throttle Positioners

Moving the control beyond 20°, in either the forward or aft position, compressed air is accurately regulated and output to the throttle positioner found on the main engine, next to the governor.

The output pressure proportionally moves the throttle actuator lever in or out in response to the throttle position. Pressure to this positioner should vary from 0 psi to 80 psi depending on the desired throttle position.

Some models may vary based on the engine configuration....typical is the Kobelt 4105.

Periodic Checks: Same as above.

Throttle Positioner.

Emergency Response.

All crew members should be able to identify the Clutch Actuators and the Throttle Positioners. Be ready to change them out in the case of a failure.

All boats have spare actuators and positioners in their "Critical Spares Box"

Loss to Throttle and/or Clutch response:

Check main air pressure gauge.... check compressors, resolve as required.
Check control air pressure on regulator gauge under the console.....resolve regulator issue.

If air pressure levels are ok:

Check connectors (pivot pins) on the clutch actuator and the throttle positioner....reattach if they have come loose.
Check for a leaking or damaged control air line to the actuator or positioner....repair as needed.
Check for movement on the actuator/positioner by cycling the control head. Replace actuator/positioner with spare from Critical Spares Box if they are getting an air signal, but no movement.

With normal use, this system should be reliable throughout the life of the boat but checks are still needed.

Emergency Ca$h

Perhaps you are old enough to remember Mom reminding you to always keep a dime handy, in case of emergency, so that you could use the pay-phone to call for help. Even if you are too young to recall the pay-phone era, you know the importance of being prepared for an emergency. You participate in safety meetings and drills on your vessel for just this purpose - emergency response.

But, are you prepared for personal emergencies if you have to get off the boat unexpectedly? What if a close family member is seriously ill and you need to get to the hospital to be with them? The Afloat Personnel Department may work diligently to arrange to get you off the boat, but then what happens if you need to hire a taxi cab to get to the airport to catch a flight? Who is going to pay for that taxi ride? Who is going to pay for the flight? Do you have enough cash, or a credit card, to take care of such an emergency?

It's a good idea to keep at least $100 cash in your wallet in the form of smaller bills, such as five (5) twenty-dollar bills. This comes in handy if you need to pay for a taxi, buy a meal, hire someone to help change a flat, and provides ca$h when needed for any number of unexpected situations.

There are situations where not having a credit card is an inconvenience. Car rentals, hotel reservations, and airline bookings all require a credit card. So another option for emergency funds is to carry a regular or prepaid credit card, setting spending limits within your budget.

Prepaid credit cards are from Visa, Mastercard or American Express, similar to a debit or gift card, since they are already funded with a set amount. As you use a prepaid card, the amount of each purchase is deducted. If you deposit $300 onto a prepaid card and pay $150 for a car rental, you will have $150 left. Once your prepaid funds are gone, you must deposit more onto your card. Prepaid cards offer some of the same theft and loss protections as a regular credit card. If you report the loss or theft of a registered card to the issuer, most will restore your original balance and issue a new card.

Prepaid credit cards do charge operating fees so be sure to shop around. Each time you pay a fee, it is deducted from your balance, reducing the money available. But, since everything is prepaid, spending is controlled; there are no interest fees, finance charges, or late payments. What you have in your account is the only money limit you have to spend.

If you do have to use some emergency cash or credit, remember to replenish what you used as soon as you can, whether it's in twenty-dollar bills, or reloading a spending amount onto a regular or prepaid credit card.

We never know what may happen, but we do know, "It's better to be safe, than sorry." First, be careful to consider your budget and spending habits. Then, take time now to prepare to keep some emergency funds with you at all times.

Wet Your Whistle!

This phrase has been around since the fourteenth century. There's no hidden meaning. It simply means to take a drink, quench your thirst.

We need water to keep our bodies functioning properly with sufficient hydration. How much water do we need? No research exists that says exactly how much fluid we should drink. However, experts suggest adults should strive for 6-8, 8-ounce servings of liquid a day.

Hydration can come from a variety of sources, including fruit or vegetable juice, nonfat milk, low-sodium soup, even coffee or tea. In summer heat, eating cool fresh fruit such as watermelon, grapes, and peaches is a nice treat to provide both hydration and nutrition. But, remember, one of the most needed and desirable ways to keep hydrated is simply drinking fresh water.

According to Men's Fitness magazine, hydration isn't the only benefit you'll experience from drinking enough fluid. Your general health can improve. Dehydration leads to fatigue, so the more water you drink, the more awake and alert you should feel. Research shows drinking water speeds up your metabolism, cleans the body of toxins and generally helps everything in your body systems work more smoothly. Studies have shown people may confuse hunger with dehydration; others find people eat less if they are vigilant water drinkers. Water won't keep you from eating the food you need to be healthy, but it could help you stay away from unnecessary junk food.

Don't wait until you feel thirsty -- be proactive and keep hydrated throughout each day, especially during hot and humid summer months.

So, remember to wet your whistle!

Did You Study for Your Physcial?

An annual physical is required for all employees. This may seem like an "easy A", but it does require a little preparation. Here are a few key points that lead some individuals to fail.

Blood Test: Your blood will be drawn to test things like: Cholesterol, Triglycerides, Blood Sugar levels, LDL, etc. These tests require fasting for 8 hours prior to your physical. You should refrain from eating or drinking anything, except water, for 8 hours prior to your physical. I like to take my physical first thing in the morning, so I don't have to go all day without eating. The day before try to stay away from high fat foods that could elevate your triglycerides levels.

Stay Hydrated:

Staying hydrated can make it easier to get a blood and urine sample.

Eye Exam: If you wear glasses or contacts, bring them with you. The clinic will conduct a "corrected" and "uncorrected" vision test.

Medications: Bring a list of medications that you are currently taking, both prescription and over the counter. Don't forget to write down the dosage. Medication should be taken like normal on the day of your physical.

Fit Test: Because you have a potential to be exposed to benzene, you will be required to do a benzene test, fit test, and pulmonary function test. Remember that you must be clean shaven to conduct the fit test.

Do not wait until the last minute to go for your physical. Give yourself some time to "retake" encase you need to provide extra information from your personal physician. Staying healthy and being prepared will help everything go smoothly so that you can get back to work ($$$).

Can the NMC Reach You?

If you have a change of address it is important that you update your address with the Coast Guard. If there are any updates or changes in licensing the National Maritime Center needs to be able to contact you. This has been critical during the implementation of medical certificates. Many medical certificates have been automatically issued by the National Maritime Center and mailed to the mariner's home. If your address is not current in the Coast Guard database then your licensing paperwork may be lost. So, take a look at your license and check that the address listed on your license is your current address. If you need to update your address you can email Patti Guthrie for assistance.

Medical/Dental Insurance Open Enrollment

Open enrollment for Medical & Dental benefits is NOW! This is the time to make any changes, like adding/dropping yourself or dependents (Spouse, Children, Step children, etc.). To get the form, go to Higmanboats.com under the "Miscellaneous" column. Then click "Office Forms" and use the form labeled "Insurance Enrollment".

Completed forms can be emailed to Mary Kay. All forms must be to Mary Kay by August 22nd. Any change you make will be effective September 1st and payroll changes will be seen on the September 22nd pay check.

Eat This, Not That

Recipes for a Healthy Lifestyle

We are starting a series based on recipes prepared in a more health conscience style versus old standards we are used to preparing and eating. In each article we will feature a recipes with a lighter and healthier twist. In most cases, you will find the newer version as flavorful and satisfying as before. In each series we will compare calories, fat, sodium (salt), and cholesterol levels of both recipes. You will be surprised at the difference.

For the sake of comparison, as a guideline we will use daily intake levels recommended by the Food and Drug Administration (FDA):

Calories - 1500 to 1800 per day for women, and 2000 to 2200 per day for men. (This is just a guideline; calories could vary from person to person depending on gender, age, body frame, or if a person is trying to lose or maintain their current weight).

Additional FDA daily dietary guidelines:

Fat - 65 Grams

Sodium - 2400 Milligrams (equals 1 teaspoon of salt)

Cholesterol - 300 Milligrams

Fiber - 25 Grams a day (good stuff for you)

So, here we go!

Healthy Barbecue Ribs:

1 rack baby back ribs (1 to 2 pounds trimmed of fat)

Salt and pepper

1 tablespoon smoke paprika

2 tablespoons liquid smoke

3/4 cup reduced sugar ketchup (Heinz)

3 tablespoons red wine vinegar

1 large onion roughly chopped

12 garlic cloves roughly chopped

Preheat oven to 425F. Lay a 2-foot long piece of aluminum foil on a baking sheet. Cut the rib rack in half and season with salt and pepper. In a medium bowl combine the paprika, liquid smoke, ketchup, and red wine vinegar. Pour the sauce over the meat turning to coat completely. Scatter the onion and garlic over the meat. Place another piece of foil over the ribs and fold up the edges to make a tightly sealed package. Bake the ribs for 30 minutes.

Reduce the heat to 275F and bake until meat is tender.

Slice between the bones and cut the ribs into 4 portions.

Comparison of traditional serving to healthy alternative above:

Before - Fat: 68 g After - Fat: 17 g

Before - Calories: 990 After - Calories: 300

Other amounts contained in this recipe:

Cholesterol: 87 mg

Sodium: 328 mg

Fiber 2 mg

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 in by the crew of the M/V JOHN T. MCMAHAN

There are many ways to get information on terminals, docks and other points of interest on the waterway. Rose Point, by pointing and clicking, can give you detailed information on most of the sites on the waterways.

The Higman "Directory" found on HigmanBoats.com is also a good source of information on the facilities we go to.

Occasionally though you may come across a facility where no information is readily available. Check with your scheduler first for phone numbers etc. Once you get the information, the Higman "Directory" should be updated.

If you have a contact number for a facility or terminal that is not listed or needs to be updated, go the "Directory":

Click on the "Add" button.
List the name of the facility, post the phone number and add any comments that would be usefully to other wheelmen.
When done, push the "Add" button to update the directory with the new information.

Submitted by: Capt. Anthony Primeaux

Rose Point Tip of the Week

The ETA Calculator

Need an ETA for a landing you are going to use for a crew change?

Use the "Calculate ETA" feature on your Rose Point ECS system.

Place the cursor on the spot you select for your crew change landing
Right click the mouse to get the ETA Calculator

The "Origin (A)" box is your present location.

The "Destination (B)" box is where you placed the cursor when you opened the calculator.

A yellow line will appear on the route from A to B. Time to destination is calculated at your present speed.

Call the guys in the crew change truck and be there at the estimated time!

Safety & Vetting Spotlight

Dangers of Improper Line Handling

Working the lines on your barges and boat can be very dangerous even when all the proper safety procedures are followed. Let's face the truth. Virtually every deckhand and tankerman has at least some traits in common with each other.

These traits include:

#1. Becoming complacent from time to time

When a deck worker becomes well-trained and proficient, many times he gets a little too comfortable at his job. We've all been guilty of this from time to time. We need to stay alert as to where the lines are moored, the amount of tension on them and, most importantly, when to get out of the way!

#2. Getting in the line of fire

How many times did you hear, "Get out of the line of fire!" when you were a green deckhand? All experienced tow-boaters have stories of parted lines on barges and how badly you can be injured.

Also lines create a pinching hazard to hands, feet and legs. How many veteran crewmembers have you met that have fingers missing? The Waterways Journal published an article about an incident a couple years ago when a deckhand in the Houston Ship Channel was tending a line when it snapped back striking his head viciously. He was knocked unconscious, fell overboard, and nearly drowned before the crew was able to save him.

Line failure accidents occur regularly around the world, killing approximately 300 people each year. Statistical evidence shows that 53% of personal injuries arising from mooring incidents result from people being hit by ropes (wire or fiber) while within snap-back zones.In 42% of the cases, the lines have not parted, but injuries have resulted from ropes jumping or slipping off timberheads or bitts.

Nav Zone-Print on Demand Charts

All paper NOAA charts that will be coming to your boat will be "Print on Demand (POD)" charts. The biggest advantage to POD charts is they are updated with Notice to Mariners critical corrections. The last local Notice to Mariners that the chart is updated though will be printed on the chart. Look for "update to LNM:" or "Local Notice to". The POD charts will also include a print date, located on the side or bottom edge of the chart. These dates may not match.

When it comes time to order your charts you will need to refer to the Edition Date. This can be found in various areas of your chart but is usually listed above the chart number on the lower left corner, or under the name of the chart. The edition date should match what is listed on higmanboats as "NOAA Current Issue".

USCG Navigation General Questions

BOTH INTERNATIONAL & INLAND A power-driven vessel underway shall keep out of the way of a __________.

a. vessel not under command
b. vessel engaged in fishing
c. sailing vessel
d. All of the above

BOTH INTERNATIONAL & INLAND You are approaching a narrow channel. You see a vessel that can only be navigated safely within the channel. You should __________.

a. initiate an exchange of passing signals
b. not cross the channel if you might impede the other vessel
c. sound the danger signal
d. hold your course and speed

BOTH INTERNATIONAL & INLAND A sailing vessel is proceeding along a narrow channel and can safely navigate ONLY inside the channel. The sailing vessel approaches a vessel engaged in fishing. Which statement is TRUE?

a. The fishing vessel is directed not to impede the passage of the sailing vessel.
b. The sailing vessel must keep out of the way of the fishing vessel.
c. Each vessel should move to the edge of the channel on her port side.
d. Each vessel should be displaying signals for a vessel constrained by her draft.

BOTH INTERNATIONAL & INLAND You are aboard the give-way vessel in a crossing situation. What should you NOT do in obeying the Rules?

a. Cross ahead of the stand-on vessel
b. Make a large course change to starboard
c. Slow your vessel
d. Back your vessel

BOTH INTERNATIONAL & INLAND What must be TRUE in order for a stand-on vessel to take action to avoid collision by her maneuver alone?

a. She must be in sight of the give-way vessel.
b. There must be risk of collision.
c. She must determine that the give-way vessel is not taking appropriate action.
d. All of the above

Nautical Trivia

Confederate Naval Works of Goose Creek

During the Civil War, a shipyard located close to Baytown, Tx was significant in building vessels to run the Union Blockade.

Confederate Naval Works of Goose Creek was built by two brothers in the 1850's. Captain Thomas Henry Chubb and his brother John Chubb were pioneer residents of Galveston and early mariners of the Texas Gulf Coast.

In the 1854, the brothers purchased approximately 56 acres on the east bank at the mouth of Goose Creek next to Baytown, TX. Captain Thomas Chubb became a close friend of Sam Houston, who later appointed Thomas as Admiral of the Texas Navy. Thomas reciprocated by building a ship for the Confederacy and naming it the Sam Houston in honor of his friend.

As many as 6 ships were built and many used in the Civil war. The design and structure of ships built at the Goose Creek shipyard were integral to the Texas Marine Department's effectiveness in running the Union blockade.

The shallow draft of the centerboard schooners made them suitable for blockade running in shallow areas of the Gulf of Mexico, where deep draft vessels could not pass. These successful ships included the CSS ROYAL YACHT, CSS BAGHDAD, CSS PHOEBE, CSS HENRIETTA, CSS MARGUERETA and CSS ALTHA BROOKS.

The Goose Creek Shipyard later built ships for the federal government and private mariners until Thomas Chubb left the business in 1869. The following year, the Thomas B. Gaillard family purchased the former shipyard and established Gaillard's Landing. Later, the site became part of the Goose Creek oil fields - starting point of the Exxon Mobil oil dynasty.

Additional information can be found at...Our Baytown.

Stern Shots

Captain David Jones looking for land from M/V Drum Point

Boat Mechanic Chad Wilson wonders if it's close to lunch time yet

Steersman Cody Wallace on M/V Belle Chasse. How about a clean shirt!

Sunglasses required to view the

brilliant shine on the bell of M/V Belle Chasse

Dates to Remember

2014 Advanced Pilothouse Management at SCI

Fourth Session	AUG 18-20
Fifth Session	SEP 29-OCT 1
Sixth Session	OCT 6-OCT 8

2014 Tankermen Seminars

Ninth Session	SEP 23
Tenth Session	OCT 15
Eleventh Session	NOV 20

2015 Wheelmen's Seminar

First Session	Mar 18-19
Second Session	Mar 30-31
Third Session	Apr 8-9

2014 Steersman Boot Camp

Fourth Session

OCT 20-21

2014 Higman Leadership and Management Course

First Session	OCT 2-3
Second Session	OCT 13-14
Third Session	OCT 23-24

To schedule training please email Kelly or Janis or call at 281-864-6010.

CBT Certificates earned by Higman employees to date during 2014..............3855

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 Rules of the Road...D,B,A,A,D

Have a great and safe week!

Sincerely, Gordie, Kelly, Janis and Dennis

GORDIE KEENAN
KELLY CLEAVER

JANIS ANDERSON

DENNIS ZINK