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STEP-BY-STEP THROUGH A GENERATOR START PROBLEM
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To get a generator engine to start, first you must get it turning fast in order to suck in air and fuel into the cylinders for compression.
It's time to swap over the generators. You have completed this task many times without a problem. A walk around the genset indicates that everything looks in good order. - Pull the dipstick; oil level is fine
- There are no visible loose wires, oil leaks, or fuel leaks
Your next step is to push the start button. This time when pushing, nothing happens. What do you do next?
First let's make sure we understand the generator starting system.
On Higman boats, the generator starting system is 12-volt DC powered. Each generator has a bank of two 12-volt AGM type batteries. These batteries are sealed and considered maintenance free. They are wired in parallel and are directly connected to the generator starter circuit. One set is for the starboard genset and one set is for the port genset.
Each battery bank is attached to a Newmar PT-25 battery charger. The chargers are typically located behind the main electrical switchboard. These chargers interact with batteries to put them through the optimum three-stage charging process. This process provides the fastest recovery and ideal conditioning, maximizing battery performance and extending battery life. The battery chargers are powered through a convenient 110-V AC receptacle adjacent to the charger.
Time to troubleshoot Check #1...Is the charger for the battery bank plugged in?
- Is the small green LED glowing to indicatethe charger is receiving AC power?
- Is there a small amount of current showing on the charger's meter?
With the charger plugged in, the green LED on, and the current meter showing some amperage, the charger is probably alright.
Next, go to the batteries.
Check #2...Take the covers off the battery cases and check the terminals.
- Are the heavy battery cables(red and black) clamped on tightly?
- Are the small wires from the charger also on tightly?
- If you have a volt meter, set it for "DC" voltage in the range that will cover 12 volts with two decimal points (12.03, 12.67)
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% charged
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AGM Batteries (volts)
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100%
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12.85 - 12.89
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50%
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12.42
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dead
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12.02
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If the batteries are nearly discharged or dead, switch to the other battery bank.
To switch to the other generator's starting battery bank:
- First step, locate the generator battery parallel switch next to the generator you are trying to start.
- Unplug both Newmar PT-25 battery chargers.
- Switch the generator battery parallel switch for the on-coming generator to "ON."
- Switch the generator battery parallel switch for the off-going generator to "OFF."
Now, start the on-coming generator. Contact the Maintenance Department to determine why you have a weak battery bank.
Still not able to start the generator with good batteries?
Go to the wiring. Check #3...Look at the supply wiring (red) and the ground wiring (black) at the generator. - The live terminal (+) on the battery is connected by a heavy red wire to a terminal on the solenoid switch that is operated when the start button is pushed. Is the connection tight?
- The heavy black ground wire is connected to the starter casing. Is the connection tight?
- Are both wires and terminals in good shape and clean?
- There is also a ground wire from the engine block to the frame. Are these connections good?
Check the starter solenoid and the starter motor.
Check # 4...Check that the starter solenoid is working.
- Listen to it while pushing the starter button. If it is working, there should be a clicking sound as the contacts close. If it does not click, the fault may be in the ignition switch or its terminals, the wiring to it or the solenoid itself.
- If you have checked the chargers, batteries, voltage, wiring and connections, the solenoid switch may be stuck. A small tap with a hammer to the solenoid may loosen a stuck contact and get it pulling in when power is applied.
At this point, if still not successful in getting the starter to turn over, it is time to call the repair department for the next step.
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ADVANCE HURRICANE PREPARATION
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If you live in an area where hurricanes are likely to make land fall or cause serious weather conditions, you need to begin preparations long before hurricane season approaches.
Most likely, you already know what to do. Find out if you live in an evacuation zone. Buy flood insurance. Get supplies. Secure your home.
Ahead of the storm season, make plans about how to take care of your family, property and pets. Do not relax and become complacent about securing your property, or about the safety and shelter of your loved ones. In advance, you have to do what is needed to be ready -- each and every year.
The best way to be pro-active is with specific action plans for your particular situation and the area where you and your loved ones reside. Determine if you are vulnerable to storm damage and be sure to buy what is needed to have these items ready to secure your property, for the possibility of sheltering-in-place or in the event of evacuation. Take all necessary precautions ahead of time before the situation turns dire, since at that time it may be too late for you to be present to help or handle the situation.
Ask yourself these 10 questions:
1. What's our detailed plan for people, pets, property if I am on or off the boat?
2. What steps are needed in advance to protect my family, home and property?
3. Do we have emergency cash on hand?
4. Do all vehicles stay filled with fuel and are they in good driving condition?
5. What about food, water, first aid, supplies for traveling or sheltering-in-place?
6. Can we quickly gather and transport insurance and other important papers?
7. Can we quickly gather and transport prescriptions, OTC medicines, equipment?
8. Could there be storm surge in our area? Have I considered the consequences?
9. What's the evacuation route? Is everyone informed and prepared to drive?
10. Where is the pre-determined rendezvous point in case it's needed so we account for everyone, or if separated, get back together when possible?
Hurricane preparedness doesn't have to be costly or take much time to be valuable, as long as you take the necessary steps well in advance of the storm season.
Take active measures to help prevent loss of loved ones, property or pets long before the peak of hurricane season arrives.
Then, each and every year, review your plan and repeat the necessary steps. Stay prepared so you stay equipped for any potential weather disaster.
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What is it and do you have it?
Apathy is a lack of interest, enthusiasm or concern toward life activities, and/or interacting with others.
All people experience apathy from time to time. A person may occasionally feel unmotivated or uninterested in their daily tasks. This type of situational apathy is normal. Apathy becomes dangerous when someone feels this way every day and it becomes the norm. Apathy sufferers have a lack of passion or motivation. Apathy affects a person's behavior and their ability to complete daily tasks or activities. The main symptom is a lack of motivation to do, complete or accomplish anything. People with apathy typically have low energy levels. Emotions, motivation, and willingness to act are often lower or diminished. Activities or events that normally interest a person will create little or no response. Apathetic people express disinterest in many aspects of life. They are usually indifferent when they meet new people or unwilling to try new things. They show no interest in activities or in addressing personal problems or concerns. Facial expressions do not seem to change. They exhibit a lack of effort, planning and emotional response. They tend to spend more time in solitary activities and prefer being alone. Continued apathy affects a person's ability to maintain personal relationships and perform well at work.
Employee apathy is often overlooked since those who exhibit these characteristics tend to fly under the radar, which is exactly their goal: to get paid, not bother with anyone unless necessary and not have anyone bother them. However, the attitudes of apathetic employees can cause problems eventually. Apathetic employees are not happy, nor are they discontent or dissatisfied. They are "just there." Employees that become apathetic typically go through their routine daily motions at work, doing only the minimum required to complete tasks, remaining detached from their co-workers. These employees are typically uninterested in anything to do with the workplace, except making money and going home. You will usually notice an apathetic employee does not volunteer to participate. Nor will they go above and beyond unless for personal gain or extra pay. Employee apathy can be caused by many things. Some people are apathetic because it's part of their personality; there is little you can do to change that. However, most of the time apathy is caused by something or someone in the work environment. Abrasive or over-demanding supervisors or co-workers can cause employees to tune out, care less and less about the work they do and stop interacting with those people. Policies and procedures that are inefficient or are constantly changing can result in employee apathy as well; if the company doesn't care enough to get its act together and be at its best, why should i care? Apathetic employees don't usually make a scene or cause trouble at work, however, you should always aim to have your employees be as engaged as possible. If an employee isn't naturally apathetic and becomes that way because of the workplace, odds are you are not getting the best effort from them and eventually you will have to take some sort of action to correct the behavior, or they will leave for a more satisfying job. Steps a leader can take to avoid apathy in employees: Leadership starts with you. Observe your own behavior and recognize when apathy is starting to set in. Be aware. Are you seeing apathy among your crew, at meetings, everyday work routines and drills? When holding meetings, JHA's etc. take time to explain any changes that are happening, and get a sense of where your crew stands on issues and policy and procedures. Allow your crew to speak their mind freely and give solutions to problems. By involving your crew in decision-making and allowing their input you give them a sense of value and belonging. When you do see apathy, dig deeper, slow down, ask questions, take time to listen and understand. When needed, have a conversation with an apathetic individual about the negative impact it is having on them and their performance. Show you care. Build their awareness about the consequences of such behavior. Coach the individual to determine a solution to engage and empower them. Follow-up and review progress. Recognize success. Finally, play the part. As the leader of your crew, you must set the example of what you want to see in your crew. Come on watch with a smile on your face, appear energetic throughout the day and take an enthusiastic approach to your daily tasks. You will be surprised what an impact that will make on your crew.
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CARGO TRANSFER EVALUATION (CTE)
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Cargo Transfer Evaluation (CTE)
The Vetting Department has been conducting a CTE on various boats. Some of you may have already had a CTE done on your boat. The purpose of this evaluation is to observe and determine if the boat and crew are in compliance with policy and procedures in accordance with Coast Guard regulations and Volume 1 of our SMS.
After the CTE has been conducted, The Vetting Department will forward the CTE to the Training Department for follow-up on any discrepancies noted. The Training Department will coordinate with the Boat Captain and Port Captain on any noted discrepancies and recommend corrective action if necessary.
Some of the areas observed are:
Description of Cargo Transfer being Evaluated
Description of the Facility
Pre-Transfer Procedures
Name of Tankerman Observed, including:
Proper PPE
Personal Appearance
Tankerman's Duties
Some of the common discrepancies noted on most boats:
JHA not being completed
Tankerman not having all or proper PPE, such as:
No long-sleeved shirt
No respirator if required, or respirator cartridges expired, with no spares on hand
No H2S monitor, if required
Not clean shaven
No rubber gloves, if required
The CTE is a tool to assist the crew to better do their job and comply with policies and procedures in place to assist you and to protect you. We look forward to working with you on these evaluations.
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Health and fitness research today emphasizes the importance of frequently walking and moving. This is now viewed as a basic requirement for optimal health, like drinking adequate amounts of water.
Should you really strive for the recommended 10,000 steps daily? Yes!
The average American sits 9-10 hours daily. Studies show prolonged sitting increases risk of heart attack, stroke, cardiovascular disease, high cholesterol, high blood pressure, cancer, type 2 diabetes, kidney disease, obesity, premature death and depression.
Dr. James Levine, M.D., Ph.D., co-director of Mayo Clinic and author of Get Up! Why Your Chair Is Killing You and What You Can Do About It, recommends you get up and move at least 10 minutes every hour. Dr. Levine's investigations show when you've been sitting an hour or longer and get up, a number of beneficial changes occur. Within 90 seconds of standing, processes that breakdown blood sugar and fats are activated. If done regularly, frequent movement will radically decrease your risk of diabetes and obesity.
Ready to get moving? Get up every hour or two for a short 5-to-10-minute walk, or step or jog in place, do jumping jacks, stair-stepping or any similar movement to help lower health risks, while increasing your total step count. Studies show walking as little as two minutes an hour can increase lifespan by 33 percent, compared with people who sit most of the time.
Why try for "10,000" steps daily? Here's why. It equals about five miles, including 30 minutes of exercise, satisfying the American Heart Association and Center for Disease Control recommendations of at least 150 minutes of moderate exercise per week. While regular fitness routines are crucial to optimal health, recent research suggests they can't counteract effects of prolonged sitting. Health risks remain higher if someone exercises 30 minutes or more, but then spends the rest of their waking hours sitting.
However, 10,000 steps per day may not be exactly right for you. You may need more to lose weight, or fewer if new to fitness or recovering from injury or illness. Your count will vary depending on your personal health and goals.
At first, you will most likely be surprised how little you move. Most of us do not start out near this goal, which is why fitness trackers can be useful as they do a fantastic job keeping you mindful and motivated. Or, simply wear a basic pedometer or use an app on your smart phone to track activity. For a reminder, set an alarm on your computer, cell phone or fitness tracker. As long as you don't just turn it off, it will keep reminding you until you get up and move.
For most, reaching 10,000 steps a day takes a concerted effort to move.
Here are some ideas:
- Stand while talking on the phone, if safe, and permitted, in your work or other environment
- Walk laps before entering, and/or leaving, an area
- Take a walk with family to catch up on everyone's day
- Have a walking buddy, or walk your dog, to keep you motivated
- Enjoy friendly competition and challenges with yourself, or among others, who are also tracking daily steps through a fitness tracker, pedometer, or other means
To recap:
1. Strive to move often throughout the day
2. 10,000 steps is a good goal and should include an exercise program
3. Walking 5-10 minutes each hour significantly lowers major disease risks
4. While fitness trackers are helpful, don't let a lack of one keep you from moving. A pedometer or cell phone app can be equally effective.
What if I can't make it to the goal?
Something is always better than
nothing.
Everyone has to start somewhere. Don't make excuses to yourself.
Even if you've been sedentary for years, today is the day you can begin to make healthy changes. If you don't think you'll make it to 10,000 steps, or 30 minutes for a workout, set a reachable goal. Work toward the overall goal by increasing steps and exercise time as you are able.
Don't let "all-or-nothing" thinking rob you of doing what you can to become more healthy.
Link to Bloomberg TV interview with Dr. Levine:
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BARGE CUTAWAY TANKS HAZARD
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A barge cutaway tank area is made of the tanks closest to the deck machinery area. When a cargo tank is cut-away, it still appears (from the top side) to be the same size as the other cargo tanks.
When topping off, the cargo level will rise faster as it reaches the cut-away section of the cargo tank - typically at the 4 ft. level or the raised trunk height from the weather deck. Looking at the picture above we can see that the cutaway tank on the stern is much smaller than the main area of the tank, being just 1/3 the size. This means that when loading a tank, once you get to the cut away portion, you'll be filling it three times as fast. To avoid a spill, you'd need to slow down and be very careful about topping off. Anytime there is a large machine deck, you must realize how small the cutaway tank is. Many tankermen have had spills because they did not recognize the hazard of a cutaway tank. Pay more attention than normal with a cutaway tank and don't get complacent. You don't want to have a spill.
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- Drip pan covers will be completely removed before any connection or disconnection is made.
This means, anytime at all that you connect or disconnect, you must remove the drip pan covers.
- The only time a drip pan cover will be allowed is when it's outfitted with a cut-out during inclement weather and no fitting such as 90's or 45's are used. The connection should be directly centered in the cut-out. The drip pans should be free of any residual cargo.
This part means that the only time you can put them back on is during inclement weather.
So always take the drip pan covers all the way off. This is a policy to help avoid spills to the deck caused by the drip-pan covers getting in the way of any excess product.
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Stairway Safety -- 10 Important Steps
Stairs are all around us and you quite possibly use them daily. Even just a small understanding of stairway risks can save you from being another accident statistic.
Stairway safety requires a slight shift in behavior, but can result in a large impact toward fall prevention.
Slip, trips, and falls on stairs can cause serious injuries, even disabling ones. By using safe common sense practices listed below,
all falls on stairs are preventable.
1. Never rush up or down. Take extra precaution when using wet stairs.
2. Do not carry items in both hands.
3. A good rule:
One hand for the boat and one hand for
yourself.
4. Make sure you can see your feet touching stairs as you descend.
5. Do not get distracted. Stay focused on the stairway.
6. Watch for others using the stairs. Remind them about safety when you see someone acting in a reckless way. Do not let them increase risk for a slip or fall.
7. Certain shoes are more prone to slips, trips, or falls. Use proper shoes with non-slip soles.
8. Avoid loose clothing that increases the risk of a tripping hazard.
9. Report, pick up or clean spills, trash and any object in the way.
10. Watch your STEP!
It's a good idea to brightly highlight the leading edge of a stairway. Such color contrast lets the user easily identify the step's edge to consistently place feet in the proper location.
Low-light conditions and lack of color change can make it more difficult to step properly and safely.
Be sure to always take these "first steps" toward an accident-free workplace.
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NAV ZONE -
CHANDELEUR SOUND - GIWW ALTERNATE ROUTE BEST OPERATING PRACTICE
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As many of you already know Industrial/IHNC Lock is shut down for scheduled maintenance and improvements. The alternate route established was transited by Port Captain's Jerry Casagrand and Buddy Merritt this past week and they have put together some best operating practices.
- All trips across this route will be limited to
single barge transits in conjunction with a fleet boat. Star Fleet and Magnolia Fleet are two companies in place on each end with boats standing by or working in the Venice/Bayou Baptiste Collette area on the west end and the Gulfport area on the east end. Phone numbers are listed in your directory and plenty of notice should be given to eliminate unnecessary delay. Note: Trip boats should start at Baptiste Collette on the west end and near Ship Island on the east end. Confirm that any trip boat being used for Shell business has been vetted prior to making the transit with your Scheduler.
- It is recommended that you cross with no more than two-foot seas or 15- knot winds when putting together your Voyage Plan and discussing weather. Also, it is recommended to transit as close to high tide as possible through Bayou Baptiste Collette with a slack high tide going to an ebb. Make sure the high tide is at least at charted level or the 0 level or above before transiting. This is extremely important after a northern front has moved through to ensure the best water depth throughout the transit.
Weather links added below:
Additional forecasting tools are available from NOAA/NWS at: All marine warnings are alerted and broadcast on Weather Radio: Gulfport 162.400 MHz New Orleans 162.550 MHz Buras 162.475 MHz
- The Dredge E Stroud is working Baptiste Collette and there's a restriction in place for one-way traffic and no greater width than 75'. It is recommended that you pass about 25' wide of the dredge with weather of course taken into consideration. The banks shallow up a good ways out so transit as close to the middle of the channel as possible.
- One-way traffic at the northern portion of Baptiste Collette will be an expected requirement during transit of the Alternate Route. This will mean that tows will have to hold up in the river prior to transiting eastbound. Westbound tows will have priority since there will be no safe location to hold up in the Sound. To avoid meeting in the narrow portions of Baptiste Collette, mariners should closely monitor AIS, and make timely (about 1 hour ahead) radio Securite calls when outbound or inbound at Baptiste Collette, and establish bridge to bridge communications with vessels they may meet.
- Entering Bayou Baptiste Collette from the Mississippi River, deep draft Pilots recommend that tows travel south of Jump Shoal buoy (#10A) and top around. Then, proceed northbound on the east side of the River, and out of the deep draft sailing line, to Baptiste Collette entrance. Additionally, it is recommended that tows use the shallow east bank of the River between Jump Shoal Buoy #10A and Wilders Flats light #8 for pushing in while awaiting transit.
- At markers 17&18 it shallows up on the red side so middle to the green side is your best water. There should be no meeting or overtaking in this area.
- It is recommended to cross the open water from the north corner of Chandeleur Island up to Ship Island on as close to a slack/ebb tide as possible. South to Southeast winds on flood tides create extremely dangerous rollers and groundswells in this open area.
If you have any questions about this route or have anything you think may help if added to these practices, please let us know. We will be posting this route for all vessels that need to transit this area.
Here is a link to other industry best practices through GICA. These best practices should be used as tools, as well, to help your transit in this area. GICA Online
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USCG RULES OF THE ROAD QUESTIONS
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BOTH INTERNATIONAL & INLAND
You are underway in fog and hear one short, one prolonged and one short blast in succession. What is the meaning of this signal?
A: A vessel is in distress and needs assistance.
B: A vessel is fishing, hauling nets.
C: A vessel is at anchor, warning of her position.
D: A vessel is towing
BOTH INTERNATIONAL & INLAND
You are underway in fog when you hear the rapid ringing of a bell for five seconds followed by the sounding of a gong for five seconds. This signal indicates a vessel __________.
A: aground
B: more than 100 meters in length, at anchor
C: fishing while making no way through the water
D: fishing in company with another vessel
INLAND ONLY
Which statement is TRUE concerning the fog signal of a sailing vessel 25 meters in length, anchored in a "special anchorage area" approved by the Secretary?
A: The vessel is not required to sound a fog signal.
B: The vessel shall ring a bell for 5 seconds every minute.
C: The vessel shall sound one blast of the whistle every 2 minutes.
D: The vessel shall sound three blasts on the whistle every 2 minutes.
INLAND ONLY
Which indicates the presence of a partly submerged object being towed?
A: A diamond shape on the towed object
B: An all-round light at each end of the towed object
C: A searchlight beamed from the towing vessel in the direction of the tow
D: All of the above
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SS John Worthington
The John Worthington was a Tanker crewed by US Merchant Marines; their job was to transport petroleum products for the US in WW2. She was 447 feet long, had a beam of 60 feet, and a cargo capacity of 89,000 barrels. She was launched in 1920 and had FOUR sister ships. The Worthington continued to operate as part of the Esso Fleet during the early part of World War II. In 1940 she made 20 voyages, carrying 1,703,648 barrels of oil. She also made 21 voyages in 1941, safely delivering 1,777,731 barrels to their destinations.
In the spring of 1942, the Worthington took on a cargo of petroleum products at Baytown, Texas, bound for Bermuda. During this same period, the US convoy system was just getting organized, and German U-boats were causing heavy losses along the eastern seaboard, particularly off Florida's coast.
On May 27th, 1943, the Worthington rendezvoused with a US Convoy consisting of a destroyer and four corvettes. As they navigated up the coast of Brazil, the John Worthington was hit by a torpedo from U-154, a Nazi U-Boat. The torpedo tore a 20-foot hole in the ship's side, rupturing their #8 tank holding sea water as ballast. The ship was determined to be structurally sound, and no damage to the engine room or steering was found. She continued with the convoy 4,600 nautical miles to Galveston, Texas, for survey. Papers reported her heroic "4,600 Mile" dash. But, she was determined to be a total loss and was stripped down. Her remains sit in 20 feet of water between Port Aransas and Aransas Bay in the Lydia Ann Channel. She is now marked by a lighted buoy and stands as an artificial reef.
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Here's a couple images of our vessels in the Chicago area shared with us by Captain Michael Maneely of M/V Higman Mariner.
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Sixth Session
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First Session
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| Third Session
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HIGMAN
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LEADERSHIP
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Third Session
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| TBD | | Fifth Session |
| TBD | | Sixth Session |
| TBD | | Seventh Session |
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To schedule training please email Janis or Austin.
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Make sure crewmembers have access to the Training Newsletter
- Print a copy of each issue for the crew.
- You may join our mailing list by clicking below:
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Higman CBT Certificates earned year to date: 3300
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Answer to this week's Rules of the Road: C, B, B, D
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Sincerely,
GORDIE KEENAN
JANIS ANDERSON
DENNIS ZINK
AUSTIN ZODY
© 2016 HIGMAN MARINE SERVICES, Inc.
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