페이지 이미지
[blocks in formation]

of the Mississippi River between the Huey P. Long Bridge and its source shall carry in addition to the colored side lights:

(a) A 20 point white light forward and a 32 point white light aft

(b) A 20 point white light forward and a twelve point white stern light

(c) A 20 point white light forward, a 20 point white light aft, and a 12 point white stern light

(d) The white lights prescribed for river steamers operating on the Mississippi River (See Section 4233 and Rules 5 & 10) 25. Match the night signal sketched as observed from ahead with the vessel that would display it.

(a) Self-propelled suction dredge

(b) Vessel anchored and engaged in laying cables

(c) An opening in a pipeline

(d) A vessel towing a submerged or partly submerged object

(e) A dredge held in stationary position by moorings

(See Pilot Rules-Part 95)

[merged small][ocr errors][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small][ocr errors]



[blocks in formation]
[merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small][ocr errors][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small]

Meanwhile, the Second assistant was getting the auxiliary plant going and the First and Third were closing and checking cross-over valves and other sea connections to the main condenser. At about 0840 the auxiliary plant was in service and 5 minutes later all sea valves were closed.

The Third took the switchboard breakers for the main condensate pumps and main circulator out of service. Water level was about 4 feet.

The First and a Machinist lifted floor plates and went into the bilges about 0848. By touch they located the ruptured expansion joint. The water was now 5 feet.

The First sent for blankets and log line and with assistance of the Machinist, succeeded in looping a twisted wool blanket into location so they could apply pressure against the hole. They then whipped with line and applied supporting rags.

While working they were able to determine how fast the water was rising-1 foot per 10 minutes. As the whipping pressed the blanket in, the rate of increase began to slow down.

At about 0855 the Chief gave attention to bilge and general service pumps and had strainer boxes opened and strainers cleaned, one at a time. Then bilge suction valves were checked as to which would be most efficient.

Water was still rising, but at a much slower rate. At 0910 it was 512 feet. By 0920 pumps were keeping up with water intake. At 0950 pumps were slowly gaining through the continuous cleaning of strainers.

About 0900 the Chief was informed by the Third that condensate was heavily contaminated with sea water. This was caused by cargo pump turbines being under water and a leaking bypass valve at the auxiliary condenser. This 10-inch bypass is on the cargo pump exhaust line and was causing the line to act as a makeup feed. The Chief had steam pressure put on the line and this stopped sea water entering the condensate. Boiler salinity went over 100 grains. The boiler was put on an evaporator and alternately given blow downs and compound.

The Zurich's engineers had the bilges pumped dry by 1430 and all sea connections holding tight. They removed the bolts on the expansion joint with a rivet buster and using the joint as a template, made a blank for the condenser side of the circulator. The repair was tested, main condenser put in service with the auxiliary circulator, and at 2300 they were able to proceed. At daylight March 10, the Zurich went into Tampa under her own power—40 rpm at first, then 65 to 70 percent of full power.






[blocks in formation]

Staff Officer

28 Continuous Discharge

Merchant Mariner's

1, 182 AB any waters unlimited.

77 AB any waters, 12 months..

37 AB Great Lakes, 18 months..

2 AB Tugs and Tow

boats, any waters.. 1 AB Bays and Sounds 2 AB Seagoing Barges. 2 Lifeboatman..





2 1

7 6

10 8


1 12 57

5 4 15


3 47 4 170 65 29 263

INVESTIGATING UNITS Coast Guard Merchant Marine Investigating Units and Merchant Marine Details investigated a total of 4,987 cases during the fourth quarter of 1962. From this number, hearings before examiners resulted involving 46 officers and 248 unlicensed men. In the case of officers, 2 licenses were revoked, 3 were suspended without probation granted, 17 were suspended with probation granted, 15 cases were dismissed after hearing, and 7 cases were closed with admonition. Of the unlicensed personnel, 10 documents were

107 QMED.

112 Radio Officer

3 Certificate of service 1, 144 Tankerman

1 514 53

2 3 9 741 251 2, 650

3 52 122


2,711 1,266 1,748 703 6, 428

revoked, 10 were suspended without probation granted, 101 were suspended with probation granted, 53 cases were dismissed after hearing, and 18 hearings were closed with admonition. Thirteen licenses and 142 documents were voluntarily surrendered.




THE SHIP'S name is required on the bow.

STERN LETTERING, showing ship name and

port of registry, is required.

The struggle to legislate the limitation of lading was so lengthy and acrimonious that it became one of the historical landmarks of maritime legislation. A few years ago an ingenious newspaper writer referred to the furor aroused over the shortening of the hemline on women's dresses as “The Battle of the Plimsoll Line." Men knowledgeable in maritime history smiled over that facetious reference.

Most of the signs seen aboard the modern ship are required by law. Every American vessel must have its name in three places; on each side of the bow, on each side of the navigating bridge, and on the stern. The name of its port of registry must be placed beneath the name on the stern. Draft marks must be painted at the bow and stern, from the keel upward. Some foreign nations use Roman numerals and the metric system. American ships use Arabic numbers and feet. Each draft number is 6 inches high and the distance between numbers is 6 inches. The draft is read from the bottom of the number.

Many steamship companies paint the name of the line on the side of their ships; however, this is not mandatory. An interesting story is told about a large foreign line that has a white bordering line painted on its ships in addition to the firm's name. An unwary chief mate requested of the owner that he be allowed to paint over the labor-consuming line.

“That white border is there in memory of my deceased wife and it will remain there as long as I own the line,” the owner answered the embarrassed chief mate.

Perhaps the most conspicuous sign on the modern ship is the one on the smokestack. A great many companies paint their smokestacks with the insignia used on their house flags. As with the name on the hull, there is no legal requirement for painting the smokestack. Some companies just paint it a monolithic black, green, or red color.

The U.S. Military Sea Transportation Service is experimenting with a lighted sign on its ships which flashes an arrow across the forepart of the bridge to indicate the direction it is turning when in close proximity to another vessel. The introduction of


this visual experiment was the result of the many tragic collisions on the waterways in the past few years. It is too early yet to evaluate the efficacy of the study.

A great many new signs have been introduced aboard ship in recent years because of the increased interest in safety. They are of various sizes, colors, and materials. Some of the prefabricated signs for use inside are made of luminous material. Yellow is becoming a predominant color because of its apparent aid to the vision. Prefabricated signs manufactured by companies ashore are becoming increasingly more prevalent aboard ships. Until recent years most of the signs used aboard ships were made by the seaman with stencils furnished by the owners.

Hardly anyone questions the efficacy of signs these days, but one ironic old salt was heard to grumble recently, "If they keep posting signs aboard this hooker, she's soon going to look like Billboard magazine."

The first recorded sign affixed to a ship’s hull, the Eye of Horus, dates back to ancient Egyptian history. Horus, God of Health, lost an eye in a fight with Set, the demon of evil. The eye was restored by miraculous means and it formed the design for a charm or amulet which was second only to the scarab as a mascot of ancient Egypt. It had an elaborate design originally. Later it became conventionalized as something resembling a capital R and was placed on all objects associated with danger such

ships, chariots, and prescriptions.

Whether man's emancipation from superstition has anything to do with it or not, the Eye of Horus is no longer used aboard ship. If one looks closely at the midship section of a vessel, though, one will see a sign which on first glimpse might be taken for an Egyptian hieroglyphic. This sign is the International Load Line. It is known familiarly among Englishspeaking seamen as the Plimsoll mark, in honor of Samuel Plimsoll who introduced before the British Parliament a bill for limiting the lading of oceangoing vessels. The efforts to make the provision a law was a long and bitter battle. When one affluent British shipowner was asked where he thought the loadline should be placed, he stated, “On the bloody smoke stack."






(EDITOR'S NOTE.—The following regulations have been promulgated or amended since the last issue of the PROCEEDINGS. A complete text of the regulations may be found in the Federal Register indicated at the end of each article. Copies of the Federal Register containing the material referred to may be obtained from the Superintendent of Documents, Government Printing Office, Washington 25, D.C.)

Because the amendments in this document cancel previous requirements or allow greater latitude in determining qualifications of applicants for licenses, it is hereby found that compliance with the Administrative Procedure Act (respecting notice of proposed rule making, public rulemaking procedures thereon and effective date requirements) is unnecessary or exempted by specific provisions in section 4 of the Administrative Procedure Act (5 U.S.C. 1003).

(Federal Register of January 22, 1963.)


Changes in Descriptions The purpose of the amendments in this document is to bring the descriptions of certain boundary lines up to date, to have as names for reference points those currently in use and to correct descriptions to agree with those published in Coast Guard pamphlets.

With respect to the description for the boundary line for Charleston Harbor, 33 CFR 82.35 is amended by changing description of reference points used. The light in the former Charleston Lighthouse has been replaced by a new light at the Sullivan's Island Coast Guard Station. The former Charleston Lighthouse is now designated Charleston Day Beacon. This change does not involve any

[blocks in formation]





Color Sense Test for Applicants for

Licenses and Signalling by

The physical requirements for applicants for all deck and engineer officers' licenses, motorboat operators' licenses and licenses as operators of small passenger vessels (under 100 gross tons) refer to the "Stillings" test and the “Williams" lantern test for color vision. There are a number of pseudo-isochromatic plates beside the “Stillings" test which are now in use by the United States Public Health Service. The “Farnsworth" lantern test is also being used as an alternate or in lieu of the “Williams" lantern test by the United States Public Health Service. In order to allow greater latitude in the selection of tests for color vision and to have the regulations agree with actual practices followed, $$ 10.02–5(e) (3), 10.029(f) (2), 10.20–7(a) (2), 187.10–15(c) and 187.15–20(a) (1) are appropriately revised by amendments in this document.

The need for applicants for deck licenses to be qualified in signalling by semaphore has diminished with the other types of equipment available and in common use. Therefore, 46 CFR 10.05-45(C) (1) and (2) are amended by canceling the requirements pertaining to signalling by "semaphore."

There have been a number of accidents resulting from mixing chlorine bleach with chemical cleaners apparently with the intent of obtaining a more powerful cleaning compound. The result is definitely potent—a rather rapid release of highly toxic and irritating chlorine gas.

The best practice is to use chlorine bleach for purposes for which it was intended, i.e., bleaching and not to mix it with other compounds unless directions indicate that it is safe to do so. Chlorine is a powerful oxidizing agent which in the presence of other materials may generate much heat and has been known to cause fire. The chlorine in the bleach solution is kept under control by virtue of its being alkaline. The introduction of acidic compounds (such as bowl cleaner) upsets this balance and releases the chlorine in a hurry.


dated January 8, 1963 (CGFR 62-49). Copies of these documents may be obtained from the Superintendent of Documents, Government Printing Office, Washington 25, D.C.]


Articles of ships' stores and supplies certificated from 1 January to 31 January 1963, inclusive, for use on board vessels in accordance with the provisions of Part 147 of the regulations governing “Explosives or Other Dangerous Articles on Board Vessels” are as follows:


change of the southern demarcation inspection laws administered in conline off Charleston Harbor, but it does junction with R.S. 4405, as amended, make a minor shift (approximately 4462, as amended (46 U.S.C. 375, 416), 50 yards) of the northern end of the and the regulations in 46 CFR 31.10– demarcation line.

16, 71.25–25 and 91.25–25: It is The establishment of the boundary ordered, That: line from Mobile Bay, Alabama, to

(a) The valid current certificates Mississippi Passes, Louisiana, in 33

and/or registers issued by the AmeriCFR 82.95 and the line from Missis

can Bureau of Shipping with home sippi Passes, Louisiana, to Sabine

office at 45 Broad Street, New York 4, Pass, Texas, in 33 CFR 82.103, were

New York, attesting to the tests and prescribed at different times. How

surveys of shipboard cargo gear on a ever, in 33 CFR 82.95 the reference

passenger, cargo, or miscellaneous point from Pass a Loutre Abandoned

vessel conducted by or for such Lighthouse is a “point 5.1 miles, 107°

Bureau, may be accepted as prima true," while in 33 CFR 82.103 the ref

facie evidence of the condition and erence from Pass a Loutre Abandoned

suitability of such gear by the Coast Lighthouse is a "point 5.1 miles, 106°

Guard when performing an inspection true.” The published regulations in

of a vessel as further described in 46 "Rules of the Road—International

CFR 31.10-16, 71.25-25 or 91.25–25: Inland," CG-169, state the reference

Provided, That: point in both sections as “point 5.1

(1) Such certificates and/or regmiles, 107° true." Therefore, 33 CFR

isters shall be maintained currently 82.103 is amended to change the refer

and shall indicate that the described ence point to agree with that used in

shipboard cargo gear for the partic33 CFR 82.95. In 33 CFR 82.137 the boundary line

ular vessel described therein com

plies with the standards respecting for Moss Landing Harbor is corrected

shipboard cargo gear as set forth in by changing a reference from the

the Convention Concerning the "pier located 3 miles to the south” to

Protection Against Accidents of the “pier located 0.3 miles to the

Workers Employed in Loading or Unsouth.”

loading Ships (Revised) (InternaIn accordance with Public Law 87

tional Labor Organization Conven402, approved February 2, 1962, the

tion No. 32); and, amendment to 33 CFR 82.151 changes the name from “Playa del Rey” to

(2) The dates when such tests or "Marina del Rey."

surveys were conducted, together with Because the amendments to the

the signature or initials of the comregulations in this document are edi

petent persons performing them shall

be recorded therein. torial or corrections, it is hereby found that compliance with the Administra- (b) This approval and permission tive Procedure Act (respecting notice to accept valid current certificates of proposed rule making, public rule- and/or registers of the American making procedures thereon, and effec- Bureau of Shipping shall become eftive date requirements) is impractica- fective on the date of publication of ble and unnecessary.

this document in the Federal Register

and shall be in effect until suspended, (Federal Register of January 18, 1963.)

amended, or canceled by proper au

thority. (This approval continues in DEPARTMENT OF THE

effect the approval previously pub

lished in the regulations, as well as in TREASURY

the Federal Register of November 23,

1961; 26 F.R. 10996.) Coast Guard

Dated: January 15, 1963. (CGFR 63–1]


Vice Admiral, U.S. Coast Guard,

Acting Commandant.

(F.R. Doc. 63–720; Filed, Jan. 22, 1963;

8:49 a. m.] Acceptance of Certificates and/or Registers

EQUIPMENT APPROVED By virtue of the authority vested in me as Commandant, United States BY THE COMMANDANT Coast Guard, by Treasury Department Orders 120 dated July 31, 1950 (15 [EDITOR'S NOTE.—Due to space limF.R. 6521), 167–14 dated November itations, it is not possible to publish 26, 1954 (19 F.R. 8026), 167-20 dated the documents regarding approvals June 18, 1956 (21 F.R. 4894), CGFR and terminations of approvals of 56–28 dated July 24, 1956 (21 F.R. equipment published in the Federal 5659), and 167–38 dated October 26, Register dated January 4, 1963 1959 (24 F.R. 8857), and the applicable (CGFR 62-45) and Federal Register

Aetna Chemical Corp., Wallace St. Extension, East Paterson, N.J., No. 553, dated 2 January 1963, ACTEMUL UC or FLYING A DEGREASE SOLVENT C.

Sonneborn Chemical & Refining Corp., 300 Park Ave. South, New York 10, N.Y., No. 135, dated 10 January 1963, PETROSENE A-50.

Sonneborn Chemical & Refining Corp., 300 Park Ave, South, New York 10, N.Y., No. 142, dated 10 January 1963, PETROSENE C-50.

Alken-Murray Corp., 111 Fifth Ave., New York 3, N.Y., No. 127, dated 25 January 1963, ALKEN EVEN-FLO K.

Alken-Murray Corp., 111 Fifth Ave., New York 3, N.Y., No. 172, dated 25 January 1963, ALKEN EVEN-FLO CTNX.


Chartres Co., 2121 Chartres Drive, New Orleans, La., No. 192, dated 25 January 1963, COLD WASH SOLVENT.

Chartres Co., 2121 Chartres Drive, New Orleans, La., No. 431, dated 25 January 1963, NO 66 SEA WASH.

AFFIDAVITS The following affidavits were accepted during the period from 15 December 1962 to 15 January 1963:

Hay Engineering and Products Co., 100 Appleton St., North Andover, Mass., VALVES.

Hammond Valve Corp., 1844 Summer St., Hammond, Ind., VALVES.

1 Currently listed in CG-190 under former name of Hammond Brass Works. Correction of name and address should be indicated for this company.

NOTE.-Fluid Controls, Inc., 1284 North Center St., Mentor, Ohio, will be deleted in the "Formerly Approved Affidavit Section" and will be added to the "Currently Acceptable Affidavit Section" of CG-190 for the following item, VALVES.

« 이전계속 »