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 dredge

suction

(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)

54

ENGINEROOM CASUALTY

Freeport. She was about seven miles off Dry Tortugas at 0830, March 9. The Chief engineer and the First assistant went to the forward lower engineroom to locate a drain prior to renewing a gasket. The gasket was forgotten when they noticed a fountain of water shooting up near the main circulator motor and 1/2 feet of water in the bilges.

The Chief engineer immediately shouted to the First assistant and the

Third assistant, who were present, to put the auxiliary plant in service and to the Oiler to start the bilge pumps. He quickly called the bridge, informed the Mate of the rapid flooding and asked him to call out all engineroom hands. By 0835 the main engine stopped and the closing of the main Addiinjection valve was started. tional help arrived while the sea suction was closing. At 0840, the water was approximately 3 feet deep.

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 it 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. valves Then bilge suction were checked as to which would be most efficient.

Water was still rising, but at a much slower rate. At 0910 it was 52 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.

SIGNS AFLOAT

By Capt. Irby F. Wood

MASTER, SS ALCOA RUNNER

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 as 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."

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

THE SHIP'S name is required on the bow.

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.

Yel

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. low 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."

PART 187-LICENSING

Color Sense Test for Applicants for Licenses and Signalling by Semaphore

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 appropri

ately 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) amended by canceling the requirements pertaining to signalling by "semaphore."

are

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.)

TITLE 33-NAVIGATION AND

NAVIGABLE WATERS

Chapter I-Coast Guard, Department of the Treasury

SUBCHAPTER D-NAVIGATION REQUIREMENTS FOR CERTAIN INLAND WATERS

[CGFR 62-54]

PART 82-BOUNDARY LINES OF INLAND WATERS

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

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.

change of the southern demarcation line off Charleston Harbor, but it does make a minor shift (approximately 50 yards) of the northern end of the demarcation line.

The establishment of the boundary line from Mobile Bay, Alabama, to Mississippi Passes, Louisiana, in 33 CFR 82.95 and the line from Mississippi Passes, Louisiana, to Sabine Pass, Texas, in 33 CFR 82.103, were prescribed at different times. How

ever, in 33 CFR 82.95 the reference point from Pass a Loutre Abandoned Lighthouse is a "point 5.1 miles, 107° true," while in 33 CFR 82.103 the reference from Pass a Loutre Abandoned Lighthouse is a "point 5.1 miles, 106° true." The published regulations in "Rules of the Road-InternationalInland," CG-169, state the reference point in both sections as "point 5.1 miles, 107° true." Therefore, 33 CFR 82.103 is amended to change the reference point to agree with that used in 33 CFR 82.95.

In 33 CFR 82.137 the boundary line for Moss Landing Harbor is corrected by changing a reference from the "pier located 3 miles to the south" to the "pier located 0.3 miles to the south."

In accordance with Public Law 87402, approved February 2, 1962, the amendment to 33 CFR 82.151 changes the name from "Playa del Rey" to "Marina del Rey."

Because the amendments to the regulations in this document are editorial or corrections, 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 impracticable and unnecessary.

(Federal Register of January 18, 1963.)

DEPARTMENT OF THE

TREASURY

Coast Guard

[CGFR 63-1]

WASHINGTON

AMERICAN BUREAU OF SHIPPING

Acceptance of Certificates and/or Registers

By virtue of the authority vested in

inspection laws administered in conjunction with R.S. 4405, as amended, 4462, as amended (46 U.S.C. 375, 416), and the regulations in 46 CFR 31.1016, 71.25-25 and 91.25-25: It is ordered, That:

(a) The valid current certificates and/or registers issued by the American Bureau of Shipping with home office at 45 Broad Street, New York 4, New York, attesting to the tests and surveys of shipboard cargo gear on a passenger, cargo, or miscellaneous vessel conducted by or for such Bureau, may be accepted as prima facie evidence of the condition and suitability of such gear by the Coast Guard when performing an inspection of a vessel as further described in 46 CFR 31.10-16, 71.25-25 or 91.25-25: Provided, That:

(1) Such certificates and/or registers shall be maintained currently and shall indicate that the described shipboard cargo gear for the particular vessel described therein complies with the standards respecting shipboard cargo gear as set forth in the Convention Concerning the Protection Against Accidents of Workers Employed in Loading or Unloading Ships (Revised) (International Labor Organization Convention No. 32); and,

(2) The dates when such tests or surveys were conducted, together with the signature or initials of the competent persons performing them shall be recorded therein.

(b) This approval and permission to accept valid current certificates and/or registers of the American Bureau of Shipping shall become effective on the date of publication of this document in the Federal Register and shall be in effect until suspended, amended, or canceled by proper authority. (This approval continues in effect the approval previously published in the regulations, as well as in the Federal Register of November 23, 1961; 26 F.R. 10996.)

Dated: January 15, 1963.

[SEAL] D. MCG. MORRISON, Vice Admiral, U.S. Coast Guard, Acting Commandant.

[F.R. Doc. 63-720; Filed, Jan. 22, 1963; 8:49 a. m.]

EQUIPMENT APPROVED

Coast Guard, by Treasury Department Orders 120 dated July 31, 1950 (15 F.R. 6521), 167-14 dated November 26, 1954 (19 F.R. 8026), 167-20 dated June 18, 1956 (21 F.R. 4894), CGFR 56-28 dated July 24, 1956 (21 F.R. 5659), and 167-38 dated October 26, 1959 (24 F.R. 8857), and the applicable

[EDITOR'S NOTE.-Due to space limitations, it is not possible to publish the documents regarding approvals and terminations of approvals of equipment published in the Federal Register dated January 4, 1963 (CGFR 62-45) and Federal Register

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

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:

CERTIFIED

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.