Damage Control - Responding to a Shaft, Propeller and Gear Box Casualty

 

Are you prepared to control the damage?

 

You have little control on what is lurking underneath the surface of the waterway.

 

Discarded tow lines, old rigging cables and a half submerged trees can take a toll on our shafts, propellers and marine transmissions.  With a water depth that is hardly deeper than the boats hull debris sitting on the bottom can be sucked into the shaft and propeller areas.  A slide into a bank during a turning maneuver that ends up with the rudders and propellers into the mud or worst yet, rocks can bend, break and the generally cause havoc to the propulsion gear.

 

First, what is the propulsion gear found on our Towboats?  Let's start at the output shaft from the main engine and go aft.

 

Marine Transmission

The marine transmission's main purpose is to transmit the shaft horse power form the engine to the propeller shaft.  Through gearing, it reduces the engine output rpm's to a much lower rpm for the propeller.  It allows for forward and reverse operation through transmission clutches that are hydraulically applied.  All bearings, clutches and gears in the transmission are lubricated and cooled by oil.  All Higman vessels use SAE 40W oil in the transmissions.

 

Propulsion Shaft

The propulsion shaft transmits power from the Marine Transmission to the propeller.  On the transmission end, it is fitted to a flanged coupling using an accurately tapered end and key-way.  Initially the shaft is blue fit to the coupling to allow for ideally at least an 80% fit.  The same is done on the propeller end.  The propeller shaft must be straight for smooth transmission.

 

Propeller

We call them the "Wheels" on a towboat.  The screw propeller is so called because it advances through the water the same way a screw advances through wood.  The axial distance a screw propeller advances through the water is called the pitch.  Propellers are classified as "right Land" or left hand".  When viewed from astern, with the towboat moving ahead, a right hand propelled rotates in a clockwise direction and a left hand propeller rotates in a clockwise rotation.

Missing a fluke.

Common Casualties:

 

Rope or wire in the wheel.

A mooring line can quickly be sucked up and wrapped around the propeller shaft and wheel.  In a mild case, it may rotate with the gear adding to an imbalance and the smacking of the loose ends on the hull.  In many cases it can be removed by spinning the propeller forward and astern until dislodged.

 

In other cases, it can be wound tight to the point of stalling out the engine.  If the boat gets to this point, contact the repair department for a diver to inspect and remove the obstruction.  The crew should make a visual inspection of the marine transmission.  Look for gear box rear seal leaks, damage to the shaft seal and any visible shaft misalignment.  After the obstruction is removed, operate the system to look for excessive vibration and marine transmission oil leaks.

 

Wheel damage.

Contact with the bank, rock, sunk debris and the bottom are the most common reasons for propeller damage.  A bent propeller blade of fluke can cause vibration, increased slip and cavitation.  Any damage can affect the balance of the propeller and increase vibration levels when underway.  A small crack in a propeller casting caused by a strike can eventually grow to the point where a blade breaks off and is lost. 

Tankerman Thomas Boswick practices blocking the shaft on the M/V KYLE A SHAW.

 

Blocking the shaft

When damage to the propeller, shaft or marine transmission is serious enough that it cannot be used, the shaft must be "blocked" to keep it from rotating while underway.  "Backdriving" occurs when an engine is shut down and the propeller shaft is being "driven" by the flow of water across the propeller.  This can happen when the boat is underway with the other engine or when exposed to heavy current.

 

Backdriving must be stopped on Higman vessels because the marine transmission pressure lubrication will not be sufficient to cool and lube the gears/bearings..  

 

To keep the shaft from rotation while underway or while sitting in a strong current, take these steps:

• Clear any decking around the shaft area.
• Connect a come-along or ratchet chain hoist hook onto the longitudinal framing on one side of the shaft.
• Wrap the chain several times around the shaft and secure the free end on the opposite longitudinal frame member.  
• Some Higman vessels have pad eyes welded to these frame members to secure the hooks.
• Take up a strain on the ratchet chain hoist to secure the shaft from turning.
• Take time to practice with your crew.
• Do you have the equipment onboard needed to block the shaft?
• Are attachment points (frame members) accessible to attach the hooks from the ratchet chain hoist?

Use caution.  A ROTATING SHAFT WILL BE VERY DIFFICULT TO STOP AND CAN BE DANGEROUS.

• Stop the boat and/or maneuver into slack water to stop the propeller from backdriving before attempting to block!

Out in the Cold

 

Prepare now before taking your tow north

 

This article was originally published in Higman Training Newsletter on October 19, 2011.  With winter ahead, it is a good time to get your crew prepared for cold weather.

 

It is late October and your tow has just been ordered to head up to Chicago.  The temperature is not bad in the Houston area, but what can you expect two or three weeks from now as you get further north?  

 

The average temperatures in Houston in November range from a low of 54°F to a high of 72 °F.  The average temperatures in Chicago during the same period range from a low of 35°F to a high of 49°F.

 

Chicago is known as the "Windy City" which brings in the factor of a wind chill.  The average wind velocity in Chicago during November is 11 mph.  The Wind Chill Chart converts that average low temperature to a chilly 27°F.

 

Are you and your crew ready to handle the conditions as the temperature drops?

 

Clothing

Keeping comfortable while working in cold weather should be a major consideration before getting on deck when the temperatures are below freezing.  If you have ever worked under such conditions, you know what I mean. 

 

It is not only a matter of personal comfort, but it also becomes a safety issue.  Your mind is not going to focus on the job at hand when you are shivering and trying to keep your body warm. 

 

From your head to your toes, every body part should be covered according to the weather around you.  Step one in keeping warm is working with layers.  Keeping your body heat close to you with layers of thin clothing is the start to staying warm. 

 

Start at the core.....Long underwear keeps air close to your skin, helping to trap body heat.  Traditional cotton long underwear tops and bottoms are great inexpensive additions to your cold weather outfitting.   High tech gear such as Under Armour® has the added ability to wick moisture away from your skin.   

 

The next layers should be decided upon by looking at the expected temperature and atmospheric conditions.  Continue to concentrate on your body core.  I like to add a fleece vest as an additional core insulator as the temperatures drop. Work outward, adding layers and stopping at an appropriate level.

 

On the coldest days, an outer layer of insulated coveralls may complete your outfitting.  Rain gear of course can go over the top if needed to keep out moisture.

Since 20 to 30 percent of your heat loss can go through your head, it is important to keep it covered with some form of headgear. A knit cap is a perfect example of that and is worn to keep the head and ears protected from the cold weather.

 

The only downfall to a knit cap is that it only covers a small area of your head. A knit ski mask can be used to keep your neck, ears, nose, and mouth warm.  Ski masks should especially be used in situations where there is an intense wind chill factor and added protection is needed.

 

Another essential item needed to keep warm is a good pair of insulated gloves. Start again with layers by using glove liners.  It is difficult to work with tools, valves etc. when your hands are cold.  It does not take long at freezing temperatures for you hands to have difficulty working.

 

Of course the feet need the right gear to keep them warm.  The soles of your boots are in direct contact with the cold steel of the barge deck which is then quickly transferred to your feet.  Once again use layers, starting with a thin cotton sock and then going to thicker wool socks.  If your boots tend to leak, you can add plastic bags over your socks and then into your boots.  Change out your socks when they become damp from perspiration.

 

Extreme Cold Precautions

Frostbite is an injury to the body caused by freezing. It most often affects exposed parts of the body like the nose, ears, cheeks, chin, fingers or toes. 

 

If you have to be outside the boat for any length of time in extreme freezing conditions, make sure you frequently check yourself for these signs:

• white or grayish-yellow patches of skin, skin that feels unusually firm or waxy, or numbness. A person is often unaware of frostbite until someone else points it out because the frozen tissues are numb.  

Warm up frozen/chilled skin by pressing against normal temperature skin (put frozen fingers in arm pits). DO NOT massage frozen/chilled skin; DO NOT rub with snow; and DO NOT place hot items against the cold skin as this could cause more damage. Seek medical attention if skin does not quickly return to normal color and sensation.

 

Wind Chill

Wind chill (often popularly called the wind chill factor) is the felt air temperature on exposed skin due to wind. The wind chill temperature is always lower than the air temperature, and the wind-chill is undefined at the higher temps (above 50 °F).  Consult the wind chill chart to determine your potential exposure to the cold. 

 

 

7 Habits to Steer You Toward Success

  

Rules to Live By to Be Most Effective

 

OK, let's admit it.  The word "habit" has a bad meaning to lots of people.  However, good habits consistently prove to be highly beneficial in many areas of our lives.  When you work to break old bad habits, you can develop better positive habits.  The habits listed below can be effective toward leading you to success and to becoming an effective team member.  

  

Be loyal. Loyalty to the team needs to start at the top. If it's lacking at the senior level, it will be really difficult for anyone else in the organization to embrace this concept.  Loyalty is best when lead by example, providing your team the support it needs, and never giving up on anyone, but instead coming along beside them.

 Put others before yourself. Get up every day and ask yourself what you will do to add value to your team, such as simply offering your assistance with a project. The challenge is overcoming the fear that your team member might say: "Yes, I really need your help with something now."

 

Be reflective. Analyze your actions. Reflecting on your mistakes and what should have been the proper approach hopefully means you will never repeat them and that you can help others avoid the same pitfalls.

 

 

Assume you don't know enough.  And, guess what?  You don't!  This is true because you don't ever know all there is to know, and neither does anyone else.  We can always learn something new, or we can discover a better approach to something old.  Any effective team member understands that training is never complete. This is true for any team. Those who assume they know everything should take caution because they just may be missing something that is crucial.

 

Be detail-oriented.  Attention to detail is of great value. Do we get it right all the time? Of course not. Imagine, though, if all members of a team are concerned with detail in their daily job tasks. Ask yourself what you are going to do today to be successful, and what exact steps you need to take to get there.  Encourage others to do the same.

 

Never get comfortable. Always push yourself outside of your comfort zone to do even better. If you do this continually with every task you take on, that boundary for improvement will continue to widen. This process will ensure that you are working to continually maximize your potential, which will positively impact your team to do the same.

 

Brent Gleeson, Navy SEAL, shared words of wisdom for Effective Team Work

 

 

Occasionally we will get a call from a boat saying reporting that their passing predictor has stopped working. 

 

Step 1.....Check the letter "Y" on your keyboard.  The letter "Y" is a hot key that turns the predictor on and off.   An accidental hit of the letter "Y" may have turned the passing predictor off.  Hit it again and it will return. 

 

Remember "Y" is for yellow, the color of the passing predictor line.

 

Step 2.....You may be in an area that does not have a Passing Predictor route programmed into the software.  The passing predictor depends on hidden routes that place permanently into the software and need to be set up by the software company.  Every couple of months an update is sent out by Rose Point via the internet when you synchronize and any new routes are placed in the program.

 

Certain areas transited by our tows may not yet be set up.  The best I can tell these areas include:

• Lydia Ann Channel
• Victoria Barge Canal
• Corpus Christi Harbor.

If you have areas that you transit where the passing predictor does not show up when meeting other vessels, send an email to Gordie with the details of the area.  We can make up the routes here in the Peninsula office and then send on to Rose Point for addition to the next update.

 

Is there any dish that defines the south and Texas in particular like Chicken Fried Steak?  Everywhere you go there are places that claim to have the best Chicken Fried Steak with its many variations. One thing for sure we love it; all that fried creamy goodness loaded with fat and calories. In our version of this classic, we have tried  to make a healthier and lighter dish still loaded with flavor and a twist on the traditional cream gravy.

 

Ingredients:

 

1 cup whole wheat flour

2 cups whole wheat panko breadcrumbs

3 large egg whites

Four 3 ounce portions of lean steak (filet mignon?) pounded thin

Nonstick cooking spray

Salt and freshly ground black pepper

One link of hot Italian turkey sausage, casing removed

1 cup low fat, low sodium chicken broth

1 tablespoon cornstarch

1/2 cup nonfat Greek yogurt

 

1. Preheat the oven to 450 F. Place a wire rack on a baking sheet lined with foil, and set aside.

 

2. Put the flour in a shallow dish. Put the panko in another shallow dish. In a medium bowl, whip the egg whites until they are very foamy. Dredge the steaks in the flour, shaking off any excess. Dip them in the egg whites to coat. Then dredge the steaks in the panko, coating evenly.
 

3. Place the steaks on the wire rack and spray them with cooking spray. Season the steaks with salt and pepper to taste, and bake until golden brown and crispy about 8 to 10 minutes.

 

4. Meanwhile, heat a large nonstick sauté pan over high heat. When the pan is hot, add the sausage and stir to break it up. Cook the sausage until it is just done, about 4 minutes.

 

5. While the sausage is cooking, whisk the chicken broth into the cornstarch in a small bowl. Add the cornstarch mixture to the sausage and bring it to a simmer. When the gravy has thickened slightly (about 2 minutes) remove pan from the heat.

 

6. Stir the yogurt into the gravy. Season it with salt and pepper to taste. Pour the gravy over the steaks. Serve immediately.

 

                   Before                   After

Fat:            107 g                    10.2 g

Calories:     1,890                     317

 

Cholesterol: 85 mg, Sodium 746 mg

There are some places where you may not need to use your flanking rudders often, but you do need to remember to move them regularly.  They also should be "exercised" on long voyages when they are not in use. Moving parts are meant to be moved.  This keeps everything lubricated and prevents rust build up.  It's also good to know they work, not assume.  If you are headed to Decatur, you may not need them until you get up to the ABC locks. It's a good plan to test them before you get there so you don't end up in a bind if they aren't working.  Flanking rudders must also be tested at your pre-departure checklist.

BOTH INTERNATIONAL & INLAND A single towing light will be carried above a vessel's stern light __________.

a. only if she is towing astern
b. only if the tow exceeds 200 meters
c. at any time when towing
d. if the towing vessel is part of a composite unit

 

BOTH INTERNATIONAL & INLAND You see a red sidelight bearing NW (315°). That vessel may be heading __________.

a. south (180°)
b. east (090°)
c. northeast (045°)
d. west (270°)

 

BOTH INTERNATIONAL & INLAND Underway at night you see the red sidelight of a vessel well off your port bow. Which statement is TRUE?

a. You are required to alter course to the right.
b. You must stop engines.
c. You are on a collision course with the other vessel.
d. You may maintain course and speed.

 

BOTH INTERNATIONAL & INLAND The Rules state that vessels may depart from the Rules when __________.

a. there are other vessels in the vicinity
b. operating in a traffic separation scheme
c. engaged in a situation involving more than two vessels
d. necessary to avoid immediate danger

 

BOTH INTERNATIONAL & INLAND The Navigation Rules define a "vessel not under command" as a vessel which __________.

a. from the nature of her work is unable to keep out of the way of another vessel
b. does not have a proper look-out
c. by taking action contrary to the Rules has created a special circumstance situation
d. through some exceptional circumstance is unable to maneuver as required by the Rules

  

Higman boats that operate along the Gulf Intracoastal Canal take this route for granted along the coast. As canals go though in the United States, the ICW is a newcomer. Completed in 1949, this canal links Port Isabel, TX in the west with St. Marks, FL in the east at a length of 1050 miles.

 

One hundred and twenty four years earlier another significant canal was completed that crossed New York State. This Canal was the Erie Canal that covered 363 miles across the state.

 

 
 

"Proposed in 1808 and completed in 1825, the canal linked the waters of Lake Erie in the west to the Hudson River in the east. An engineering marvel when it was built, some called it the Eighth Wonder of the World.

 

In order to open the country west of the Appalachian Mountains to settlers and to offer a cheap and safe way to carry produce to a market, the construction of a canal was proposed as early as 1768. However, those early proposals would connect the Hudson River with Lake Ontario near Oswego. It was not until 1808 that the state legislature funded a survey for a canal that would connect to Lake Erie.

 

Finally, on July 4, 1817, Governor Dewitt Clinton broke ground for the construction of the canal.

 

When finally completed on October 26, 1825, it was the engineering marvel of its day. It included 18 aqueducts to carry the canal over ravines and rivers, and 83 locks, with a rise of 568 feet from the Hudson River to Lake Erie. It was 4 feet deep and 40 feet wide, and floated boats carrying 30 tons of freight. A ten foot wide towpath was built along the bank of the canal for the horses and/or mules which pulled the boats and their driver, often a young boy (sometimes referred to by later writers as a "hoggee")."

 

For more information go to  The Erie Canal which provided some of the information for this article.

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