There were 904 vessels of 1,000 gross tons and over in the active oceangoing U.S. merchant fleet on February 1, 1963, 61 more than the number active on January 1, 1963, according to the Maritime Administration, U.S. Department of Commerce. There were 23 Government-owned and 881 privately owned ships in active service. These figures did not include privately owned vessels temporarily inactive, or Government-owned vessels employed in loading storage grain. They also exclude 23 vessels in the custody of the Departments of Defense, State, and Interior, and the Panama Canal Company. There was an increase of 59 active vessels and a decrease of 68 inactive vessels in the privately owned fleet. A tanker, Texaco Massachusetts, was delivered from construction. Four freighters and two tankers were scrapped, two freighters and one tanker were transferred foreign, and one freighter was a marine casualty. This made a net decrease of 9 to a total of 976. Of the 95 privately owned inactive vessels, 3 passenger ships, 6 freighters and 1 tanker were undergoing repair or conversion. The others were laid up or temporarily idle.

"United States Coast Pilot 5, Atlantic Coast Gulf of Mexico, Puerto Rico, and Virgin Islands" has just been published by the Coast and Geodetic Survey, U.S. Department of Commerce. This fifth edition (June 16, 1962) includes the results of thorough field inspections made in the Gulf of Mexico in 1961 and in Puerto Rico and the Virgin Islands early in 1962.

The Coast Pilot Series consists of eight nautical books-each covering a specific area-that contain information important to navigators of U.S. coastal and intracoastal waters. Each book contains a wide variety of navigational information that cannot be shown on the Coast and Geodetic Survey's nautical charts and is not readily available elsewhere.

Coast Pilot 5, consisting of 264 pages with a hard cover, is for sale only by the Coast and Geodetic Survey and its sales agencies. Price is $2.50.

THE LARGEST BARGE ever built in the Pittsburgh area has been launched at the Neville Island, Pa., shipyards of the Dravo Corp. Built for Steuart Transportation Co., the giant vessel is designed to carry 5,400 barrels of caustic soda and 34,000 barrels of either oil or asphalt in its 9 compartments. The double-skinned tank barge, which is 270 feet long, 60 feet wide. and 25 feet deep, was christened the Auntie Mame.

A unique christening took place recently at the Western Gear Corp. plant in Everett, Wis., when a large amphibious vehicle, the Barc was turned over to the U.S. Army. Capable of transporting 60 tons of equipment from a ship at sea right to troops in the field, the "vessel" is 61 feet long; has four wheels, each 10 feet in diameter and each powered by its own 165-hp diesel engine; and has two 48-inch propellers to push it through the water.

DECK

Q. When steering by Sperry gyro pilot, changes of course can be made by turning the wheel in the desired direction. One complete revolution of the wheel will alter the course degree(s).

(a) One

(b) Two
(c) Three

(d) Four

(e) Five

A. (c) Three

Q. In a sextant the angle that the two reflecting surfaces make with each other the angle formed

by the first and last directions of a ray of light that has undergone two reflections in the same plane.

(a) Is equal to four times
(b) Is equal to twice

(e) Is equal to

(d) Is equal to one half

(e) Is equal to one quarter

A. (d) Is equal to one half

ENGINE

Q. Explain the operation of a hydraulic telemotor, and tell what fluid is used in the system?

A. It consists of a transmitter, which is placed in the wheelhouse, or on the bridge in some cases. There is a receiver located near the steering engine at the stern of the vessel, and there is a copper pipeline which connects the transmitter to the receiver.

The entire telemotor system is completely filled with a fluid that is used to transmit pressure from the transmitter to the receiver. Pistons and in some installations, hydraulic rams, in the cylinders of the transmitter, are moved by gears and pinions on racks, connected with the hand steering wheel. The motion of the hydraulic rams is transmitted to similar rams in the receiving part of the mechanism at the steering engine, by the pressure of the fluid in the pipes that connect the transmitter to the receiver. The motion of the rams of the receiver is transmitted through a system of gears and levers to the valve which controls the operation of the engine.

A telemotor holds about 5 gallons of fluid. The fluid is filled into the system under pressure of a hand pump for that particular purpose, or by gravity from a tank placed slightly higher than the rams in the wheelhouse and which allow any loss due to leakage at the glands to be replaced

through various types of equalizing valves and air contained in the system escapes through a pet cock which is located at the highest point in the system.

Some vessels use a mixture of glycerine and water for the telemotor system. It is not too slow in moving and will not freeze in the pipes. Others use a mineral oil which is light in body and quick in action.

Q. When making a routine inspection of the electro-hydraulic steering gear and the hydraulic telemotor system, what main points should be observed?

A. When making a routine inspection of the hydraulic steering gear, the following main points should be observed:

(1) Check the rams of the steering engine and the plungers of the telemotors for leakage.

(2) Check the replenishing tanks to the forward telemotor and the pumping units of the steering engine for sufficient make-up oil.

(3) Insure that there are no loose objects in the vicinity of the steering engine which may interfere with the rams or plungers.

(4) Feel the motors for excesIsive heat and see to their proper ventilation.

RESCUER COMMENDED

ATE

CAPTAIN STYLIANOS COUTSODONTIS, master of the SS Captain Theo, shown receiving a letter of appreciation from the Commandant of the Coast Guard for his part in the rescue of an 11-year-old child survivor of the ill-fated yacht Bluebelle. The award was presented by Rear Adm. R. M. Ross, Commander of the Third Coast Guard District.

DEAR CAPTAIN COUTSODONTIS:

4 DECEMBER 1962.

It has come to my attention that you, your officers and crew on 16 November 1961, effected the successful rescue of a survivor, Terry Jo Duperrault, of the ketch Bluebelle which had sunk in Northwest Providence Channel, Bahamas Islands, on the night of 12 November 1961. As Commandant of the Coast Guard, the principal agency of the United States entrusted with safety of life and property at sea, I am pleased to commend the personnel of the SS Captain Theo for their outstanding vigilance and performance in effecting this rescue.

The report of the Coast Guard's investigation into the circumstances of the casualty disclosed that the Bluebelle sank approximately halfway between Sandy Point, Babco and Great Stirrup Cay, Bahamas Islands, at about midnight on 12 November 1961, and that two persons survived. At about 9:45 a.m., on 16 November 1961, Nicholaos Spachidakis, your second officer, spotted a small object amidst numerous whitecaps, which on closer approach turned out to be a young girl on a small life float. The Captain Theo was skillfully maneuvered into a position for rescue and all hands assisted in transferring the survivor to safety. The extremely sunburned and exhausted girl was cared for and was finally able to tell her name and nationality. The Coast Guard was notified and medication administered as prescribed by the U.S. Public Health Service until her removal by a helicopter a short while later. But for the timely rescue of this survivor by the Captain Theo, she would undoubtedly have soon perished.

Your unselfish efforts and performance of duty in this case should afford you all a large measure of personal satisfaction and is deserving of the highest praise.

I take this opportunity to express to you my most sincere appreciation for the fine humanitarian service you rendered on this occasion.

AMENDMENTS TO

REGULATIONS

[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.]

The Coastwise Load Line Act, 1935, as amended, in section 2 (46 U.S.C. 88a) provides for establishing by regulations "the load water lines and marks thereof indicating the maximum depth to which * * * vessels may safely be loaded. " The text of a regulation designated 46 CFR 45.01-75 provides for winter, intermediate and summer seasonal load lines for vessels operating on the Great Lakes.

The purpose of the amendment to 46 CFR 45.01-75 (c) and (d) is to allow a variation in the seasonal load lines for certain vessels operating between the Toledo Harbor, Ohio, and Port Huron, Michigan, where the seasonal load lines permitted will not be above the actual line of safety for such vessels. It is hereby found that compliance with the Administrative Procedure Act (respecting notice of proposed rule making, rule-making procedures thereon and effective date requirements) is impracticable and unnecessary for reasons set forth above and therefore exempted by specific provision in section 4 of the Administrative Procedure Act (5 U.S.C. 1003).

By virtue of the authority vested in me as Commandant, United States Coast Guard, by Treasury Department Orders 120 dated July 31, 1950 (15 F.R. 6521), and 167-48 dated October 19, 1962 (27 F.R. 10504), and pursuant to section 88a of Title 46, U.S. Code, $ 45.01-75 is amended by revising paragraph (c), and redesignating it as paragraph (d), and by inserting a

new paragraph (c) so that these paragraphs read as follows:

§ 45.01-75 Seasonal load lines.

(c) When engaged on voyages between the limits of Toledo Harbor and Port Huron, Michigan, cargo and tank vessels above 300 feet in length may load to their intermediate marks between September 16 and May 15, inclusive. Such vessels above 400 feet in length may load to their summer marks during this period.

(d) Except as provided in paragraph (c) of this section, no vessel shall be loaded so as to submerge at any time the load line applicable to the season.

Federal Register of February 2, 1963

TITLE 33-NAVIGATION AND NAVIGABLE WATERS Chapter I-Coast Guard, Department of the Treasury SUBCHAPTER A-GENERAL [CGFR 63-6]

PART 2-GENERAL DUTIES AND JURISDICTION

Navigable Waters of the United

States in 11 States

The purpose for this document is to publish the determinations made by the Commandant, United States Coast Guard, with respect to certain navigable waters of the United States in Florida, Hawaii, Louisiana, Michigan, North Carolina, South Carolina, and Texas; as well as determinations that certain waters are considered to be nonnavigable waters of the United States which are in Georgia, New York, Oklahoma, and Oregon. In the administration and enforcement of various navigation and vessel inspection laws, rules and regulations, it was necessary to determine whether or not certain bodies of waters are in fact navigable waters of the United States and subject to laws administered by the Coast Guard. The information in this document is intended also to further the development, use and enjoyment of all the navigable waters within the United States, and to clarify responsibility with respect to laws, rules and regulations intended to promote safety of life and property on these waters as further described in 33 CFR 2.10-5 and 2.15-1.

Because the rules in this document are interpretations, it is hereby found that the Coast Guard is exempt from compliance with the Administrative Procedure Act (respecting notice of

proposed rule making, public rulemaking procedures thereon and effective date requirements).

Federal Register of February 19, 1963.

TITLE 46-SHIPPING

CHAPTER I-Coast Guard, Department of the Treasury

[CGFR 63-4]

OPEN HOPPER TYPE BARGES

Operation While Carrying Dangerous, Inflammable or Combustible Cargoes in Bulk

During recent months the Coast Guard has studied a number of marine casualties involving open hopper type barges. These casualties resulted in such barges sinking because of swamping or diving. These barges were transporting certain dangerous, inflammable or combustible cargoes in bulk at the time the casualties occurred.

The commodities considered as dangerous or hazardous are liquefied inflammable gases, inflammable or combustible liquids having lethal characteristics (Class B or C poisons), inflammable liquids having a Reid vapor pressure in excess of 25 pounds per square inch absolute, elemental phosphorous in water, sulfuric acid, hydrochloric acid, anhydrous ammonia, chlorine and radioactive materials.

The Coast Guard's review of these marine casualties has disclosed an urgent and immediate need for positive action in the public interest to prevent similar future barge sinkings. If a large quantity, such as normally transported in an open hopper type barge, of such dangerous materials were to be released accidentally a serious public menace would occur. Corrective action is necessary in order to minimize or prevent serious hazards, including the possible contamination of the inland waterways and/or the atmosphere by the accidental release of large quantities of hazardous or poisonous materials. It is therefore essential to establish these emergency safeguards to govern the operation and navigation of open hopper type barges when transporting certain dangerous, inflammable or combustible cargoes in bulk.

The purpose of the regulations in this document is to establish minimum emergency requirements to govern the transportation of specific cargoes in open hopper type barges by appropriate amendments, which are designated as 46 CFR 35.01-45 (Tank Vessels) and 98.03-1 to 98.03

10 (Cargo and Miscellaneous Vessels). These special operating requirements shall apply to all open hopper type barges when carrying in bulk liquefied inflammable gases (46 CFR Part 38); or inflammable or combustible liquids having lethal characteristics (Class B or C poisons) (46 CFR Part 39); or inflammable liquids having a Reid vapor pressure in excess of 25 pounds per square inch absolute (46 CFR Part 32) (independent tanks); or elemental phosphorous in water, sulfuric acid, hydrochloric acid, anhydrous ammonia, chlorine, or radioactive materials (46 CFR Part 98). These special operating requirements shall be in effect on and after March 1, 1963. These special operating requirements are emergency safety provisions which will remain in effect until such time as the existing open hopper type barges are reviewed and considered acceptable without modification or such barges are modified to the satisfaction of the Commandant. A study of existing open hopper type barges carrying dangerous, inflammable or combustible cargoes is currently being conducted to determine to what extent structural modifications are necessary to provide the desired degree of safety. These emergency operating requirements will not be applicable to such open hopper type barges when empty (not necessarily cleaned or gas-freed).

These emergency operating regulations require that open hopper type barges when transporting certain dangerous, inflammable or combustible cargoes shall be readily identified by use of placards or signs as prescribed in these regulations. It will be incumbent upon the owner and/or shipper to have these additional placards or signs placed on such barges. This responsibility includes their maintenance while such barges are in temporary storage with cargo aboard. The person in charge of the towing vessel shall be responsible for the continued maintenance of these placards or signs on such barges when they are in transit.

Furthermore, the person in charge of towing vessel handling or moving open hopper type barges containing these dangerous, inflammable or combustible cargoes in bulk is responsible to see that such barges when displaying the required placards or signs are operated in accordance with the special operating provisions in these regulations. These requirements prohibit the movement of these marked barges in tows unless the specific provisions in the regulations are or have been met.

Because of the emergency described generally above, it is hereby found necessary to invoke the special provi

sions concerning rule making in sections 170 and 391a, Title 46, U.S. Code, and section 1003, Title 5, U.S. Code, and declare that compliance (with those provisions respecting notice of proposed rule making, public hearings, public rule-making procedures thereon, and effective date requirements) is impracticable and contrary to the public interest.

By virtue of the authority vested in me as Commandant, United States Coast Guard, by Treasury Department Order 120, dated July 31, 1950 (15 F.R. 6521), to promulgate regulations to implement sections 170 and 391a, Title 46, U.S. Code, the following regulations are prescribed and shall become effective on and after March 1, 1963:

Federal Register of February 6, 1963.

The Merchant Marine Council held a Public Hearing on March 12, 1962, for the purpose of receiving comments, views and data with respect to miscellaneous vessel inspection proposals. The notice of proposed rule making was published in the FEDERAL REGISTER on January 23, 1962 (27 F.R. 657665). The Merchant Marine Council Public Hearing Agenda (CG-249), dated March 12, 1962, sets forth the proposed regulations in detail and copies thereof were furnished to all who had indicated an interest in the subjects set forth therein.

This document is the seventh of a series regarding the regulations and acts considered at the March 12, 1962, Public Hearing and Annual Session of the Merchant Marine Council. This document contains the final actions taken with respect to the proposals regarding "portable containers for combustible liquid cargoes" in "Item III-Vessel Operations and Inspections" (pages 120-125, CG-249). Because Subpart 98.30 is now used

for other published regulations, these requirements regarding portable tanks are now designated as 46 CFR Subpart 98.35 and the text as §§ 98.35-1 to 98.35-50. These proposals, as revised and set forth in this document, are approved.

More than 70 written comments were submitted concerning the proposals governing the transportation of combustible liquids in portable containers. As a result, a number of problems and questions were referred to the Portable Cargo Tank Committee of the American Merchant Marine Institute, Inc., and informal discussions were held with others who had indicated serious concern regarding various portions of the proposals. The Coast Guard appreciates very much the assistance received from those who submitted comments and discussed the problems involved. In general, the changes made in the proposals may be described as follows:

a. Throughout the subpart the phrase "portable containers" was changed to "portable tanks" in order to be more descriptive and to use terminology normally used to describe these cargo tanks.

b. This subpart applies to all portable tanks used to carry combustible commodities aboard vessels. In order to provide an effective control over the transportation of commodities, other than those which are paraffinic hydrocarbons, it will be necessary to obtain from the Commandant, United States Coast Guard, authorization for each separate commodity prior to its transportation in portable tanks.

c. In response to a number of comments, changes were made in the regulations to show which requirements apply specifically to the loaded portable tanks which are lifted on or off a vessel and those which apply specifically when a portable tank is placed on a vessel and then filled or discharged on board through the use of cargo hose from shoreside connections.

d. A number of comments objected to certain portions of the construction requirements being limited in effect to one type of tank. The requirements are revised to provide standards for portable tanks having internal pressures up to 10 pounds per square inch, and to provide that tanks in excess of this pressure shall be considered as unfired pressure vessels and subject to the applicable requirements therefor which are in the Marine Engineering Regulations.

e. With respect to existing portable tanks which have been authorized for use by the Coast Guard, special consideration will be given to their approval. The principal difficulties anticipated with such tanks is in con

nection with access openings and markings. Those tanks which meet ICC specifications will be accepted under the provisions of these regulations without further changes. Those portable tanks presently authorized by the Coast Guard will be only required to comply with the provisions for testing, inspection, and marking as set forth in these regulations. To provide an orderly transition the Officer in Charge, Marine Inspection, is authorized to exercise reasonable discretion in obtaining compliance.

f. Comments were made concerning the limitations on stowage of portable tanks to the open weather deck, and information submitted concerning practices followed in carrying such tanks below deck was very helpful. Changes are incorporated into the proposals so that under specified safety conditions portable tanks may be stowed below the weather deck. In addition the requirements are clarified concerning application of requirements under the tank vessel regulations to portable tanks carried on passenger vessels and cargo vessels. g. A number of comments indicated that the proposals, when considered as a whole, limited the materials used in construction to some type of metal. This was not intended and therefore changes are made to permit greater latitude in construction materials so long as the essential construction design requirements are met.

h. The proposals concerning firefighting equipment and fire precautions were revised in order to permit greater latitude in the selection of the type of semiportable fire extinguishing system carried on board the vessel, and yet to provide extinguishing mediums effective against the actual combustible liquids carried in these portable tanks.

i. In order to recognize and place responsibility for needed safety practices to be followed, the provisions concerning "special operating conditions" were revised. In particular, the responsibility for having certain actions taken prior to, during, and after the loading or discharging of portable tanks on board vessels, or during the time loaded portable tanks are being transferred on or off the vessel, have been assigned to the senior deck officer of the vessel when required to be aboard, and if not, then to the person actually in charge of the transfer operations. Another important responsibility is assigned to the vessel's crew, namely, the maintenance in good condition of the cargo hose used in loading or unloading portable cargo tanks while still aboard the vessel.

j. The testing and inspection provisions have been revised to have the