===== PDF PAGE 1 ===== --- T , C ~ " 11. ... 1. I ~ S h " T • ••,. , " .liSLE BAKER CHARLIE '",I'AS." HOW ITEIII ,'Ott­ 6NE at the City of Washin gton thi s 30th day at April In the year of our Lord nineteen hundred and fifty -two . and of the Independence of the United State s o f America the one hundred a nd seventy- sixth . [s&U.J HAll.Y S. Tl11MAN. By the Pres ident : DEA", ACHESON. Secretorvo / State. May 1952 106 ===== PDF PAGE 3 ===== WE SAIL TOGETHER Start talking about the sea and the average youngster scrambles lO rapt attention , or perches on an unpro . tected knee , while wlde·eyed his fer· We mind rBces to adventure. Men. tlon your latest cruise and the house· wire dreamily clatters the dishes as she salls Into the pla cid. azure blue , IntermIttently laced with the sliver 01 a tropic al moon. Such Is the fasclna. tlon of the uninitiated . To them the sea Is the lulftUment of a dream . But. there Is more to this mysterious mis­ tress. Prom time to time we hear of ships that vanish at sea. founder due to an unknown cause , or are found aban _ doned under circum sta nces so strang e as to bame the seaman and the land­ lubber alike . What happens then? Take the case of the Spanish shi P. Fell Antonia . It was found abandoned otr the Ceylon coast just before the end of the 19th century . Her log Indicated her position to be 1000 miles east of ~' here she was found . Except for two dead negroes found on board . there was no sign of a crew, yet It was om­ clally established that there had been no negroes aboard her when she sailed from a port in the Phlllppines . Another myste ry Is recorded in the NetherlBnd Board of Trade files. The ship. PhoeblU, while en route from Middlesborou i h to New York , found a ship of Dutch origin abandoned In the middle 01 the Atlantic . This was In 1907. Only one boat was found aboard , the res t having vanished . The ship's clocks were going, the bunks were tidy, and In the saloon a sUII burnin g light Indicated that the ship had not been deserted very long . Although the build 01 the ship was unm istaka ble there was no name any_ where to be found . Even the ship's pape rs. which showed that there were 30 men aboard, faUed to give the name of the ship . Anoth er case to be considered Is that found In the shipping files In North. west Australia rega rdin g a large Tas _ manian built schooner-ketch which was found abandoned on the shores of one 01 the Isles 01 the lacapedl Archl­ pelaso. Congealed blood marked the deckln &, near the shattered wheel. There .....as chaos everywhere . The cabins had been stripped and there were slins of either a mut.iny or some kind of fight . But. there were no ship 's papers aboard and absolutely nothln a to show who she was. We have all heard of instances where crews have abandoned their ship because It seemed to be a total loss, only to have the same ship seen time and time agnln In later months or year s. The American schooner. Star, was onc 01 these. When she struck a submerged reer the captain and th e crew of 13 were unanimous In agree· Ing that she wa.s beyond salvage and abandoned ship. Yet many month s afte rward! she wa.s see n on several oc­ casions. VBrlous reports placed her in dltrerent localities, some as rar as thousa nds or miles away . Thi s oc· CUl'red over a period of 4 years until she Hnally went aground for the last time near the place where she first foundered . Perhap'!! one of the most. perturbing sea dram as occurred In Februa ry 1948. Radio sUence was broken with an ur­ gen t S. O. S. from the S. S. OuranD M eda1' , a Dutch vessel. then proceed ­ Ing throu gh the Stra its 01 Malacca . The strange distress call, transm itted In Morse Code, eerily read, "5. O. 5 . from OuranD Medan • • • we noat. All omcers. including the Cap· taln, dead In cha rtroom and on the bridge . Probably whole of crew dead· ' ." A rew confused dots and da shes later two words came through clearly . They were "1 die." Then , noth ing more . Later the OuranD M edan wa.s found adrift ap ­ proximately SO miles from her Indi· ca ted position . When the vessel which bad stu mbled across her sent a boat over to investigate , the sailors swa rming aboard the Ourang Mella". round a sight seldom seen. There wasn·t a. living person or creature on board . There were dead men every where . Bodies were strewn about the decks . In the passageway s, In the charthouse , on the brid ge. Sprawled on their backs , the frozen faces up­ turned to the sun with mouth s gaping open and eyes sta ring . the dead bodies resembled horrible caricatUres . EVen the ship's dog was found dead . Yet , the bodies seemed to bear no sign of Injury or wounds . Then, when a nrc was discovered in No. 4 hold , she had to be abandoned. A few minute s later an explosion followed and the OuranO' M edan sank . To th is day no expla· nation has been offered as to what might have happened to the unJor· lUnate ship's company . Too often these and similar In­ stances have been dlsmlssed with a shru g. Admittedly, suc h cases em ­ phaSize the unusual. Except tha t. they seem to pertUrb mankind the)' perhaps have Uttle value other than to add color to the annals of the sea. because the explanation rests upon the unknown . Nevertheless , the fact tha t they do make people think Is 1m· portant for unfortunately safeguard s ordinarily seem to follOW the an· gulshed cries of "Why ? and How? ," In the wa ke of some marine tra gedy. It appears to be human nature to glide blissfully along , takln &, pride In the Merchant Mari ne, commercializing It, bUilding It up In size, but neglec tJng to take step s to protec t It or the men that sail th e I ndividu al ship'!!. Then when some major tragedy occurs there Is a tremendou s wave or public indignation to mark the body strewn trail over the ocean depth s. During the panic nlled uproar, public demand rorces previously ne glected considera· tlon of maritim e safety meBliures. Consi der the Tita 1dc. More recent than most of the previously men­ tioned cases . more shocking than any previously known , It led to a common Interest between diverse nationalities. whereby presently preventive meas· ures to safeguard the world 's seagoing herita ge are qu ite common. Proceedin g peacefully en route to New York, with Southampt.on well behind her . the Titani c unknowingly approached a Held of icebers s, .....hlle proceedin g swiftly through the oil calm water s. Laden with passen­ gers, cons ider ed unsinkable , rampart. rumors that she had str uck an Iceberg and was sinking found an unbellevlng public. A!; TUmor became fact. It developed that the star·sprl nkled sky had CaUed to reveal a low lying Iccberg In the Titanic's path . Hitting It with a glancing blow on the sta rboard bow. no damage was Immediately appar ­ ent. Then upon soun ding the bilges It was found the vessel was sinkin g. The ship's omcers desperately sig­ naled a n earby vessel to no avail . Flares faIled to catch her attention. Pleas ror aid on the relBUvely new wireless went unheard, though they were Intercepted by other vessels hundred s 01 mJles away. Range lights sidrting the horizon she pro­ ceeded Into the darkne ss to the TUanlc 's dismay . On board the Titanic word wa.s passed to abandon shi p. lJfe jackets were passed out; the boats put over. While fortunate survivors scurried to sarety the majestlo vesse l leisurely suc ked the ocean brine Into Its In· nards , Its lights marklng Its end and darkne ss. Next morn ing when the Carpath Ia came upon the scene she found little to ma rk the tragedy . Ex­ cep t for gently roiling boats contain­ ing tbe survivors , the Iceberg strewn waters gave no Indication that It had devoured hundred s of souls. Only one bloated body marred the scene. April 14th , 1912, a day Indelibly burned Into the minds of all . As a result of the huge loas of lives on the Tltalllc , Congress ndopted a joi nt resolutlon pl'oposlng that an In_ 107 ===== PDF PAGE 4 ===== ternatlonal maritime confenmce be held for the PUrpose of providing en_ forced rull!$ whIch would prevent d!s­ asters in Ole future.. In 19a . in an­ swer to this resolution. and rein­ forc !d by world lIentiment . the Brit­ ish Government caUed the nrst Safety of Life at Sea Conference by that title. It was held In Lendon and attended by Germany , AUlltrla, Belgi um . Denmark. Spaln. the United states, Prance, Great BritaIn , Italy. Norway, Sweden, R\WIla and the Netherlands. It pro­ vided that pa&Senger sh~should have minimum sta ndards of sub-dlvlslons , mInimum loadsge and lifesaving ap­ pllance l; required the use of radio ; established the International l ee Pa­ t rol : revised and amplU1ed the Regu­ lations for Preventing ColUsions a t Sea IRPC ): and recommended the use of ftxed routes on the NorUl At.­ lanUc run. The ftnal act was sill'ned by ail of the participating nations, but owing to the drst World War and other cau ses, It was not bro ught Into fotC! as a Convention. though parts of It wer e put Into force by Ind!vldu9.1 natlon s und er their own nati onal laws. In the United States , the La­ Follette eeamen 's Bill , enacted March 4, 1915. put Into effect parts pertain_ ing to lifeboat equipment an.::!. appli­ ances. After the tennlnatkm of the war, there was n cl1rtaln am ount of agita_ tion to hold another eonference In order to bring Lhe 1914 Convention up to date and to put It In fuU effect. However, It was not untU 1929 thnt another conference was held. TIle ~econd Safety of Life nt Sea Conference was convened In Lendon on April 16. 1929, to wWeb the United States ~ent a delegation composed of repres entatives of tbe American Ste9.msbip Owners Association , the Nati ona l Council of Amer ican Shlp.­ buRders , Lhe American Bureau of Shipping , and member s of lhe Inter­ ested departm ents of the Government. Eighteen nations participated, tlf which aU signed th e ftnal act . Tbls convention was drawn up In five chapter s: ship construction , as prlmarUy relating to water-ti ght sub­ division ; life- saving applIanc es; ra­ diotelegraphy ; safety of nav igation; certificat es. Although the United States was a signatory to the conven­ tion , It did not deposit 11.5 ratification In Lendon until August '7, 1936, and the Treaty did not become effective as far as the United State s was con­ cerned until November '7. 1936 and then with certain reservations . The prim ary reason for the delay was caused by the protest of Andr ew Fur­ U!eth, President of the International Seam en 's Union. His objections were based on an appa rent misconceptio n or how the convention would affect the legislative powers of Congress and certain laws relatin g to the welfare or sea men not comin g within the terms of the convention. When the United States did ratify the Convention , there was a feeling that Its standards were alrea dy anti­ quated and that another convention should be convened . This , or course , was made Impossible by the unstable political Situation In Europe and th e ensuing war. In 1943, a !;peclal shipping comm it­ tee was organized to advise the Secre­ tary of State on shipping maUen. especially with regard to postwar re­ adjustme nts. Among other thlog s. this committee recommended that It WIl5 most desirable that a MarJUme safety Conference be convened as soon as practicable because of the mnny new development' a1IecUng shipping . particularly In the .scIentific field, alnee the 1929 convention . The committee also recommended the es­ tablishment of a continuing technical committee , composed of memb ers from all maritime nations. to study Improved international sta ndards of safety of navigation and to present them for adoption by the mar itime nations . Because of the predomlnat.­ log admlnistratlve interest of the United States coast Guard in eafetY of lUe at sea, the COmmandant W:lS designated as Chairman to coordinate lhe work of drawing up UlUted States proposals for such a conference . Ac­ cordingly, In 1945, fourteen teehn1ea1 committees and one policy committee were constituted under the Com­ mandant. bringing together over 200 individuals trom aU Interest ed branches of the gover nment and the maritime Indwtry . In the meantim e. with the approval of Ule State Department , repr esent ­ atives of the United States and of the United Kingdom held Informal con­ ver saUoll.5 In 1943 and agreed that as soon as possible afte r the close ot World War n the United Kingdom WOUld. In accordance with the proVl­ aons of the 1929 ConventJon , Invite those nations party to that conference to attend a confe ren ce for Its revWon . Accordingly, on November 25, 1946 the United Kingd om oHl.claUy Invited the Uni ted States to attend a sa fety conference to be held In Lendon on April 23. 1948. (The results of thb conference will be discussed In detail In the forthcomln jJ Issues inasmuch as It will become effective as far as the United States Is conccrned during the month of November 1952,) In the meantJm e the United Na­ tions. already In the process of Corm­ Ing specia l age ncies In special fields . explored the desirablllty of setting up such a specialized age ncy In the field of International Shippin g where a need seemed to be elearly Indicated . The Transport and Commun1cations COmml.sslon of the Econo mic and So­ cial Council of the United Nations omclally reco mm ended t hat the United Nations sponsor the ereatlon of an International maritime body , and . acco rdin gly, the United Nations Maritime Conf ere nce wa.s held at Ge­ neva durin g the period P~ bruary 19 to March 6. 1948, resultin g In a draft convention for an Inter- govern­ mental Con sultative OrgRnlzation (!MOO ). The Geneva Conference recommended that the International Conferen ce on Safety of Ufe at Sea take Into account In Its deliberation the tact that stich a body would prob­ ably come Into early being. The Commandant of the Coast Ounrd and his various committe es were fully In touch with these steps toward a per­ manent marine organization , and United States proPOSals were drawn UP to fit within the frame work of that organization. WherelUl no single tmgedy marks the development of load line legisla­ tion . and though entirely s2parate from that of safety of Ufe at sea, It developed along slmllar lines and is closely related . QuIte possibly the Titanic gave Impetus to It.&; develop­ ment . In torm er days. under the stres s ot comp etition , and probably In some cases due to !.he owner's cupidity , 5hlps both properly and Improp:!rly constructed , were overloaded and sent to sea where . in th e course ot their voyages , gales and hurricane s were encountered, and due to lack of buoy­ ancy, weakn ess of consLrueUon" or Improper closing of the (lpenln ,!s. many of these &hips and crews were lost. Even It the vessel were not lost , a lack of buoyancy of the vessel and nearness of the workin g plaUonn to the water would oftentime s cause Ute seas to come aboard and wash men overboard . Public Indignation a'!8lnst thi s con­ dIUon crystaUzed first in EnKland , and due to the elTort.s of Samuel FUmsoll, a member of Parliament who champ i­ oned !.he sailor's cause. the nrst legal requirement for a load Une was con­ tained In t.he British Merchant Shlp­ ping Act of 1815. Mr . PllmsoU's nam e becam e so associated with load linl!$ that EngUsh-speakirl J: saU(lrs all over the world refer to the load lines as the "PlIm soll mark ." This firs t l egislation was not satis­ fac tory. because as it WIU! drawn. th e owner s themselves were requ ired to place the load llne mark a t the point to whlch they c(loslde red th e vessel could be safely loaded , presumably with the Idea that a sa ilor lookin g nt th e mark would know whet her a ves­ sel , when fully loaded to thi s Umlt, "'elY 1952 108 ===== PDF PAGE 5 ===== would be safe and. It he considered her unsafe. would re!use to ship on her. The BrlUsh Act of 1875. requiring load Unes. was etfecUve but for one rear and applied only to foreign­ golng-vessela . Apparently. Imper_ fect though It was. It lmproved sea­ going condiUons, for In 1876, one year later. a further aet was passed by the BriUsh ParUament that required the ownen to plaee the load line mark upon every BriUSh lhlp except those under 80 tons reg ister employed solely in the coastwl!e trade . ftshlng, and plearure yachts , Thls remained a BriUffi law until 1890. At the time the Britlsh Merchant Shlpplng Aet of 1875 was passed . ther e was In etlect the Merehant Shipping Aet of 1873. authorizing the detain­ ment of overladen ships . As the lond line mark was placed In any position by the owner , It was not a guide and the administrative omecr s, Jacking standard s. dJd not give much effect to detainment Insofar as overloading was concerned . NotwlthstandlnlJ the Imperfections of t.he act, Briti sh Ad­ ministrative omeera and Briti sh class­ Iftcatlon societies continued to work for Increased safe ty at sea . They in_ vestigated casualties and compiled data to the end that Improper eondl­ tlons eould be corrected . From this data tables of freeboards were pre­ pared and pubUshed by the Briti sh Board ot Trade and by [JQYd's Reg­ ister of Shipping In 1882. These were used as guides by administrative om ­ eus In preventing overloading and by Insurers of the lhlp and cargo . These tables of freeboard s. which were observed by the majority of shipowners , served only as a guide . and could not be directly enfore"'<1. but the experience gained was suM­ dent to prevail on Parllament to pass the Mereh ant Shipping Aet of 1890. making the observanee ot the tables In fixing the load line obligatory , and provided further that the placing ot the load lines In aecorda nee with lhese tables eould be done by Lloyd's Registe r of Shipping or any other elasslficat.ion society approved by the Board or Trade . It should be noted that legislation In all the maritim e countries provide s for a ela sslnca tlon society to determ ine Ute position ot the load line. The BriUsh . In preparing the act of 1890. reallzed that the IMstenee of safety on Briti sh !hlps would place those ships at a c ommerc ial dJsad ­ vantage with the ships of other na_ tions willing to risk the lives 01 their subjects and. to protect Its own shippin g. took steps to reQuire every foreign lhlp leaving a Briti sh port to be marked and loaded to the same load lines as required tor a British May 1952 ship . ThLs procedure toreed the other maritime nations to give more attention to the load line problem. The United States Congress took legisla tive cognizance of the problem by passing the aet of F~bruary 21 . 1891 127 Stat. 766). ThIs act amended the provisions of R. S. 4178 as to the marking of the name of a v~sel . her home port. and draft marks by establishing a new require­ ment that the owne r , master , or agent of every in~ted seagolng steam vessel or sail ves!el indicate on such vessel the draft 01 water at which sueh agent . owner or maste r deemed that hls vessel could be safely loaded for the trade In which his vessel was engaged. Obviously. this statutory require­ ment was not satisfactory and It was repealed In 1897. Prom time to time , thereafter . there was agltatlon for etfecUve load Hne legtslatlon. This was partleu­ larly true after a series of maritim e easualties to vessels ot the United States . However. because a laek ot unanlmlty ot opinion as to What the load line legislation shou ld take . the agitation went for naught and It was not until 1929 that anything eon s-true­ tlve was submitted. ~Ite the ab­ senee of national load line legislation , the Department 01 Commeree eon_ ducted experiments as to the PQS.51_ bUllies of estab lishin g weather zones for the oceans of the world within whleh zones the load lines of vessels could be controlled . Tbe!e upen­ menu: Indicated that there are roughly deOned belts of weather paralleling the equator that vary with the seaso n of the year. This data was submitted to the Int.ernaUonaJ Load Line COnvention and was In­ corporated as a part of the Interna_ tional Load Line convention of 1930. The record is not elear as to how load line legislation again came be­ fore Congress. but in 1929 an aet was passed establishing load lin es for merchant ve!:sels ot 150 gross tons or over engaged In the foreign tmde ex_ cepting the Oreat Lakes. In order to prepare regulations required under the act of 1929. the Secretary of Com­ meree appointed a load line eommlt­ tee. with Mr. Titu s of the Departm ent or Commeree as Chairman . The eom ­ mlttee having In mind the contem_ plated International Conference of Load Unes gave careful study to the history of the British Load Line , both from a technical and admlnlstrative standpoint. and to the conclusions ot the Brttlsh Load Line Committee In the matter of load line regulations. Because ot Its representative mem_ bership . America n shipowners tur­ nis hed the eommlttee with extensive data as to their Individual shi p ex ­ parlence with regard to loadlng and casua lties. They held many meet­ Ings. to which Interested and In_ tormed men were Invited til cnntrlb­ ute the benent of their experlenee and advice . This committee found that the proposals ot the BrlU!h were sound as regards cargo ship load line s and represented eonservation practi ce; that Amencnn tankers had. bEen so constru cted they CQuid ~are l y load deeper than any existing load line rcgulaUon s would perm ·t : that a car go ship could utely carry a prop­ perly stowed deck load ot lumber with a fre eboard less than any existing load line regulations would permit ; and . that weather zones for the oceans could be detlned . This com­ mittee reported to the Secretary of COmmeree. April 18, 1930, submitting complete regulations tor the placing of lond lines as contemplated by th e act or 1929. DUring the load line commlttee's activity. preparations tor an inter­ national Conferenee on Load Lines had been completed and arra nge­ ments made for the con ferenee to convene In London , May 20. 1930. The conference elOlSed July 5, 1930. alter agreeing upon uniform rules and regulations for placing load lines on all ships of 150 V'Ql"S tons and above , enga ged on International voyages, excepUna' ships of war . nshlng ves­ ~els. yachts , and sh!ps without cargo or passengers. The rules adopted fol_ lowed very closely Ute British pro­ posals as to cargo ships . but provided for de eper loadin g o f tankers , ships of special type , and ships carrying deck loads ot lumber . The conven _ Uon also adopted weather zones to eontrol the loading therein . The convention exeepted the Oreat Lakes of North Ameriea from Its re ­ Quirements . The convention also took notie e tbat In eertain parts of !.he world foreign voyages were made over sheltered waters. provided. that where sueh conditions existed that the eountrles having jurisdletlon of sueh waters could by agreement among themselves exempt Irom the requirements ot the eonventlon sueh ships os made toreign voyage s con­ ned entirely to sueh shelter ed waters. The Int ernational Load Line Con­ vent ion was ratlft ed by th e senate February 27. t931 (47 Stat.. Part 22.229) , and the secretary of Com_ meree, aetlng under the nuthorlty of the Load Une Aet ot 1929. promul­ gated as load line regulation s. the technleal requirements and formul as contained In the Internati ona l C on­ vention . Perhap s consideration ot the pre­ sented ehart of nati ons partlelpat ing In International agreements resutUng from the development s discussed will 109 ===== PDF PAGE 6 ===== --- bring to focus the tremend ous Impor. spiri t to the high purpose for which tance of the part , no matter how such diverse pa rties have banded to · small, each Individual plays in mod · gether . ern shipping. Thou gh shipping can Clearly , we all sail together . The claim internation al brotherhood , It day s of "shiftin g for yourself" are still rests upon the IndiVidual to give gone. MAJOR INTERNATIONAL MARITIME AGREEMENTS lAS OF D£CEMIU 19511 ,,~ 1~f('O It J'e 'to! ,~ (1','",1. (I'rn,l. !; I .S· ~ I.I. ·:!UTun. In('""mr )' I 'IU",'Th"" ,," n,l ~ Iud Ind Argcntina .•• _•.•• _•• _.• _._ 8201 X x AlIJll ra1iH._..••.•• _______ .. -130 -- ~~ - - -- ---- -- ~~ .. X X Belgium ___ • __ .••• _______ • ·....0 X X X X X Bra2iL ___ ._ ••••• _._...... 616 ____ ._ ______ X X X Bulgaria . • _.... ___ •••• _.. 10 ___ _ . ... _. ___ __ .. X X Burma __ • ••.••••• _..... _________ • X ______ X X X Cambodia ___ •••• ••.• ••••• ____ ._ .• ____ •• ________ . , .. X X Canada .._..... ........... 670 X X X. X x Chilc .. __ •• __ ._ •••• ••••• 157 ••• _. _____ ._ X X X China __ .. .. . _. ______ ___ . • .jIG ____ •• __ • ___ .____ X X Cuba.. . ...... ............ 20 _____ • _________ • ____ . ___ X Danzig ___ ... ___ ........ __ __ _ ___ ..__ __ X X DClJlnark.. _.. ___ ". __ 1, 200 X X X X X Domillicall HCIlUhlic_____ ._ 5 ...... _._ ... X X X Ecuador ____ _____..... ____ 1.j .. _. _. ______ X ... X r t 79 X ---X X ~'J:118-_~~=========:=:=:== ____ ._._.. :==: =:'::. __ =. X " "Filllalld.. _________________1 ·186 _ .__ __.. x. X. X Fn"l~e ________________ .__ 3,0 19 ...... X. X. X X Gcnnnny ___ __ .. __________1 6-18 ______ .... _____ • X X GTI.'Ccc_______ ____________ 1, 195 X X. X. X Haili ____ ______ ___________ • •• _______ .. _. ......... X .____ ._. H ondu ras __ __ _____________ -lUI ... ___ ...... __ • - X Hungary _____ _________ .. __ 2 • __ .. _ .... _= =___ " X-- X Iceland ____ .. __ .. _______1 32 X X X X India ____________ • ___ ..... ·111 ... _____ ." X X X I ndoncsia ... ______ __ ...... 12 , ________ . ........ X X. Iraq _______ ... ___________________ • __ • __ .... __ X lrt:land __ .. _____ ... __ ._.. 30 X X --·X" ·· X·- .... -- IsraeL __ .• •____ _____ .___ 8.'i . ______ ....... ..... __ •• X ll~ly ---- ..-- _._ .. ______ •• 2,6-10 X X X X --X " Ja]l/UI.. _. ___.__ ___ __ ____ 1. 713 ______ ..... . ___ .. X X Korea _________...... 8 ____.... ___ .... __ X X 1._ . .. __ _________ .... __ .... _________ . __ .. _ ___ ___ X X i.a tl';a ____ .. ____ • . X Liberia : ______ .. __ .. ___ .... 026- ====~: =~~: == ====== " -X " X l\kdco . ____ • ______ .. __ .__ 15 1 ____ • ______ x. X Kclherlalld.'J . _ . . _. _____ . 2,859 X X X X X New 7..cnlnnd __ .. __ .. ___ . 188 X X Nicaragua .... __ ._________ 4 ___ .__ ______ X Norway __ __ ___ • ____ ._ ... _ 5,293 X Paki il.tall ______ ... _________ 1 88 X X l'a llluna __ .. · .... _••• _.... 1 3,518 _______ ....... ____ Peru ___ _.. __.. _..... __ .. 82 . __ .... ______ Philippin cs ____ ........ _.. 00 .... __ .. ______ ____ polll.l1d .. ____.. __ ...... _.. 196 __ • • ___ .. ___ X portugaL_ .. ____ ___ ....... 300 X Hultlania _________ ..... __ . 37 . ...... _____ ... .._ Spain ..... ______ ....... __ 95 1 __ ________ . x. Sll·eden . .. _____ .. _........ 1,805 X X T hailand .. __ .. ......... __ 4 ______ __ __ .. ____ 'f.urkt:y.... ___ __________.. 387 _.... _ ______ X Ur uguay _____ • __ _... _.. _.. ·18 Union of Soll~h Mrica .. ____ 92 ..--- . .. ~~-- --~ ~ USS IL .. __ _.. ______ ...... 1,4 57 ________ ____ X Unit t..-.:I ].:;n"d01ll .._.... __ .. 1 0,OO~ X X X ~: S. A. (acUve) _•• __ _...... 13, Gil X X X. ' H!tllalll ______ _ • . •. _. ___ _.. ______ _ • ____ _____ ._ ._. __ . YugQSI,u·j:/.. __ _..... _____ .. 217 ______ X X. X X " X-- .. ~_{ --- .... . ________ ___ X X X X X X X X X X X X X X .. _.. ... X X ______ _____ _ X .. --~_{" X X X X X X X X X X X X X ATIENTION ALL SEAMEN A recent repol"t from the American Consulate General at Singapore Indi_ cates there has been an Increasing number of American seamen who have tailed to Join their ship s due to their misconduct ashore In that port. British authorities have already ex­ pressed their grave concern over the matter. I n so doing. they pointed out that this area Is Involved In serious and deadly warfare with communist bandits. that this fact , coupled with their immigration laws. might require strong measures to be taken against Individual s found In the area without visas. landing cards, or other travel documents. Whereas British author­ itlcs did not. categorically state t.hey would Incarcerate all seamen round il­ legally ashore in this port. they saId they may have to resort to such measures . It Is unfortunate that whereas this Is an extre mely busy port, with ships under most of the flags of the world caHlng, American sea men sho uld ap­ pear to have earned the dubio us dis. tinction of bein g the most frequent and dl1D.cult offenders . Such mIscon. duct as has been exhibited on OCC!l.SIon by our America n sea men is not toler _ ated on the partot native citizens. nor citizens of other countries. There cer­ tainlY is no valid reason why Amer Ican seame n shou ld feel entitled to a greater latitude ot LOlerance. If any ­ thing. they should consider them· selves the envoys of their nation and conduct themselves acco rdingly. Needle ss to say , Imp roved conduc t should not be limited to Singapore. This sho uld hold true In all ports in orde r to preserve our friendly rela­ tions In the various ports ot call. Moy 1952 110 ===== PDF PAGE 7 ===== PLEASE, PLEASE, USE THE DISTRESS SIGNAL! Experts In maritime safety have increasing ly recognized the need for II. standard, easily understood, audible fire sig nal for use by berthed or BJl· chored vessels. Today , this dire ne­ cessity for uniformity and clarity 15 even more acutely appareot In the light of the Texas City disaster of April 1941, the nre and explosion aboard the S. S. Markall Ilt the Port or Los Angeles, June 22, 1947, and other slmllar catastrophes, It was, therefore, noted with consternation that II. recently promulgated "sta nd­ ard lire signal" (or ships afire in the Port or New York has provided addi­ tional confusion to the already con­ tused maritime publlc . Th is algna), published and distributed by the sandy Hook Pl1ots' Association, on II. prefatory page of the " 1952 T ide Tables , New York Harbor and Vicin­ Ity," became etrectlve January 1, 1952. and Is to the effect that: In the e\'ent of nre oee urrl ng 011 boftrd any vnsel In tbe Port ot New York auch nuel wlll llOund .even (71 blutl. ; namely lin (6) PJ'Qlon,ed and two (2) aho rt blutl. of the whl at1e Of" alnn .. an alann Indicating tire on board, or at the doek to wblch the veaael II moored . Such 11,_ nllil may be repeated at Int.el"Yllia to lit,.. tract attention (and t. not a lubltltute tot". but may be uaed In additi on to other IDuna Of repartln, .. tire!. The Maritime Section of the Na­ tional Safety Council, whlch ls by no means opposed to the princ iple of in_ dorsing and publicizin g a uniform whistle signal tor fire aboard a vessel not under way In a harbor . ha s already communicated Its objections to this seven-blast Ore sllJ1lR.l In so doing, It pointed out the Inadequacy ot the proposed signal, the confusion likely kI res ult from Its use. and expressed Its opinion that Article 31 of the In­ ternational Rul es already prov ides a meaningful signal (by a continuous sounding of the whistle) for such a ""'.The Question of a sta ndard . audible tire signal to be used by vessels In port and not. under way Is certainly a prob­ lem worthy ot careful consideration. It Is commendable that so many di­ versely related IP"OUPS should express their Interest In thls respect. What Is so deplorable Is the lack of unanimity In recOgnizing the value of a &lmple, already established, and hi ghly ef­ fective means of dealin g with this problem. Instead of making use of an all-Inclusive s.iR:nal which is al­ ready proVided and lacks but e.ft"ectlve adoption, It appears the tendency Is t.o Independently create a bewildering maze of inconsistent signals . Perhaps a brief r~ s um~ of the ad- Moy 1952 vantage s and disadvantages of the variously propo sed fire-alarm signals for use by vessels In port will focus badly needed attenti on on the need for mor e effective use of the interna­ tionally and nationally accepted means of Indicating distress, namely. the continuous sounding of the whistle or other fog signal apparatus. In October 1944. the International Fire Chlefs Association proposed that a signal of three long blasts be adopted lor thls purpose In order to eliminate the "boogie" (the delayed alarml. However , Investigati on quickly Mowed the proposed signal was not sumclently distinct as: (I). the proposed signal Is Quite commonly used by commercial and pleasure craft as "hall and farewell" : (:n. It might be confused With the &lgnni for vessels backing, namely , three sho rt blasts , or with the fog signal used by vl!S!eLs under way In the OreatLakes. namely. three dlstlnct blasts: that (3) . It is also used In some priv ate codes be­ tween tugS and their tow. ObViously. whereas the purpose was desirable. the means were Inadequate . Subsequently. the American Asso­ ciation ot Port Authorities launched a campaign for the adoption of "five prolonged blasts of the whistle or siren" as the stan dard, audible tire signa l by vessels berthed or anchored In port to Indicate f\re on board or at the dock to which the vessel is moored . Thi s signal was to have been supplementary to existing means of communicating fire , and deftned a. prolonged blast as 4-6 seconds dura­ tion. This proposalUk ewlse failed t.o receive Indorsement by experts in maritime safety. In declining kI In_ dorse the proposed signal . the Mari ­ time Section of the National safety Council pointed out: ( 1), there are too many signals already In large harbors : ( 2 ) , shore workers, fire fighters, and seamen would have to be educated In LIle use and meaning ot the additional signal : (31. unless the s.ignal were made mandatorY and not merely per­ missive It migh t vitiate certain clauses in marine insurance contracts: (4 ), Article 31 ot the international Rules alre ady provides a meaningful signal that covers the situatio n. Neverthe­ less. at least 56 Ameri ca n ports pro­ ceeded to adopt variations of thIs sig_ nal , some makin g It compulsory, others merely permiss ive. whUe a rew even extended It to vessels under way in port. Was thi s unanimity? Exponenta of the "five prolo nged blast" signa l claim ; (I). their signal Is unmistakable: (2), the "co ntinuous sounding of the fOil signal apparatus Is liable to be confused with the giving of a "long si ngle" blast of the whlstJe by vessels shlfU ng berth s or nearing a curve or bend in a channel: (3). that the continuous sounding of the fog signa l apparatus ls the international distress signa l and consequ ently can_ not be used to Ind icate flre In port by vcS!!els not under way. SuPPOse we pause to consider the fallacy of th13 argument. The objectio n t.hat the continuous sounding of a tog signal apparatus is the internat10nal distress signal and, therefore. dlsQuallfted tor use by ves­ sels sounding a cry of fire In port is exceedingly naive. U a fire on board. or a fire In the Immediate vicinity of the vessel. does not place a vessel In distress, what does? Moreover , since provisions for the continuou.s sound­ Ing oC the foa signal apparatus found in Article 31 of the International Rules have been extended by the Pilot Rules to cover ali United States ports. it most certainly is not merely a.n inter­ national distress signa l, but also our nationally accepted distress si8'DBl. It is not necessary kI be an expert ma riner to question the supposition a "continuous" and a "long " blast. of the whistle or siren are so slmUar as to be confusing. When some one says long blast. just What does that bring to mind? Doesn·t It lndJcate a sound 0: llmlted. duration? Certainly. and a long blast Is limited to a mere 10 sec­ onds In the rules. On the other hand , what does the word continuous Imply? Obvlous.ly, It means without cessation or InterrUption for an Indefinite period. That being the case. where Is there room for conftlct or confusion if each ls properly sounded? Next , look into the claimed unm.1s­ takabillty of the nve-blast signal. ls th13 not debatable? There ls little dif­ ference between a short and prolonged blast. merely a few seconds. Won't this Increase the possjblllty of confu­ sion with other signa ls? A vessel un_ der way may sound the dan ger sl8'DBl. another a sing le blast tor a enUrely different purpose. with the two blend­ Ing together . On a foggy ni ght, with nearly simultaneous signals being sounded, or on a clear day in a harbor subject to heavy trafllc. who could dis_ tinguish this signal? There are many more possibilities leadin g to conruslon . A momenta thought Will brlns them to m.Jnd. Thu s. a logical and Impartial analysis of the pro s and cons for the three-bla st and five-blast signals clearly shows the need for more em­ phasis and cooperation In ulending the use of the distress signa l as a means of IndlcaUng flre on board a (C01ltillued 011 paae lJZ ) 111 ===== PDF PAGE 8 ===== NARCOTIC SMUGGLING AND SAFETY AT SEA The Coast Guard Is charged by law with the adm inistrati on of many functions relating directly and Indi­ rectly with the safety DC I1fe and prop­ erty at sea. Among the functions for which the Coast Guard Is respon­ slble , Is that of licensi ng and certln· catln'J Amer l.can merchant marine officers and seamen In order to pro­ mote safety at sea by Insurin g tbe oompetency of such omcers and sea­ men In tllelr calli ng. It Is also re­ sponsible for the revocati on and sus­ pension of licenses and certificates previo usly issued to Ameri can mer­ chant mari ne oftlcers a nd sea men when such officer or sea man ha.s been proved, after investigation and hear ­ ing, to have become a threat to the safety of crew , l?9.ssengers. or vessel. Many or the cases which result In revocation of licenses or cert lftcates Involve the users and tramc kers In narcotics , especially of the titus known as mariju ana . Histo rie s of such cases show numerou s acts of vio­ len ce and brut a lity committed by users of this dru g. Research and studies show the dru q to be responsi­ ble for unp remed ita ted murde r. run ­ nin g amok , and grevlous h urts, a nd th a t the chronic use of this dru g re­ rrults In dementia and Insa nity . Med­ Ical experts agree on the complete un­ predl ctablllty of the effects of thi s dru g on differen t Individuals ranging from Inten se intox ica tio n. raving ftts, and criminal assa ul ts to profound stupefactio n . One s uch case &hows an oller. who. after smokin g two ma rijuana ciga­ rettes. lai d In walt a nd attacked with a knife a fello w s h ipmate . I ntUcting serious body woun ds which would have resulted In death bu t for the timely action of the master In sutur­ Ing some thirty-two knife wounds . It was later determin ed that the sea­ man attac ked was a personal frien d of the aggresso r a nd no quarrel or even slight dl.sa8reement precede d the unprovoked assau lt. The olle r who wield ed the knife could neither give any reason for his condu ct nor was he aware of the Identity of the person assaul ted . On a nother oc ­ casion a seama n smoked one ma ri­ Juana cigarett e while sitting nea r a­ cargo hold and reg a ined conscious ­ ness In a marine hospital. He had no knowled ge of what had transpired In the mea nUme . Th e principal narcoti cs smuggled Into the United State s a re opium , heroin, marijua na, and cocai ne. Opium Is a dark brown or bla ck tarry, gumm y subs ta nce, ha ving a faint odor , Heroin Is a whlte cry stalline powder and Is odorless. coca.l ne Is '12 In the form of gllst enlng white flak es (1t also occurs as la rge crystals ), SOl­ ub le In wate r . Marij uana , prepared for smoking. is the dried lea ves and tops of the h emp plant, cannabl..! satiua. gro und qu ite fine for rollin g Into cigar ettes. It rese m bles tea, h as a distinctive odor , a nd when burnin g, sm ells very much like burnin'{ weeds . Most of these drugs are prese ntly smug gled Into the United States from Ital y, France , Tur key, Iran , India , Mex ico, and Communi st Chin a via H ong Kong . The enforcement aRencles of the Treasury are ever on the a lert to de­ tect smuggUng and have met with much rrucces5 In the a pprehensi on of perso ns engaged In the sm uggling of narcotics, stlli ther e has been a re­ cent rise In na rcotic smuggling . The first line of def E-nse a gainst the smug­ gllnq of na rcotic s Is the Bureau of Custom s, through It.s agent.s a nd sea rch lnq SQuads . workln ll in coopera­ tion with the Bureau of Na rcotics, Th ese Bureaus work as a team . In additi on, agents overseas constantly furn ish Info nnati on conc erning illici t shi pments ot narcotics to the .Unlted S,,"'­ Du e to the prese nt rise In the Illegal Intl.ux: ot narcotics the tollowln g reso­ luUon was submitted by the Commts­ slone r or Narcotics, who is the Ameri ­ can repr ese nta tive to the Commi ssio n on N arcotic DrUgs. Economic and SO­ cial Council , United Nations . The resol ution is now under COnsideration by the commission: "UIIe«i. With the hntc h closed. a nd It nonn ally would be during Incle­ ment weather. the only source of nlr was the 6-lnch vent.5----and the nue of the heating boiler. To su pply lhe engine wit h lhe necessa ry 800 cubic feet of air per minute . air had to rush through the vents at more tha n 2.000 feel. per minute . In at­ taining lhls rate, pressure less than i.hn~ of the outside ntmosphcre existed withi n the engine comJmrtm ent. As n result, ai r In the fiue of the heAtin g boller, alon g with fuel 011 In combus­ tion. was draw n Into Lhe compart­ ment Igniting all combu stible ma­ terlnl. Th e engine was controlled from the pilothouse and severn.l cri ti cal gages were also located In the pilot..­ house so that It was not. necessary UlIIt a j)Crson be J;tnUoned at all times In the e ngine room. PeriodiC checks Into lhe engine room were mAde, however . lhe last about a half hour before the blaze was discovered . Dis­ covery of the nrc was credited to a n occupant. of one of the rooms aft. ndjacent to the engine room , which became too hot for him . The cause of the fire Is obvious. and hnd the Installer s of the cngl ne sLOPped to rea111..e the large qua ntity of tl lr requi red by an engine of th is horsepo~' er . large r or additional vent s would have been provided . Two vents each, one fOOt. square . would accommodate a suftlclency of ai r at a ru te of about 400 fetlt per minu te. and the normal draft 01 the heati ng boiler would not be dllllurbed. STEERING ASKEW A Victory type \·es.sel, proceedin g out of a fore ign POrt, collided with seve ral barges, damaging eight and sinkin g one. Th e cause : from facts n"nllable , failure of the mate to prop ­ erly leSt the steering gear . The vessel. havin g discharged her cargo , had been pre pared for sea for the homeward voyage. She was maneuv ered out to ml dchan nel by two tugs and full ahea d w ns ordered . The ufte r tug let go. then Ute forwa r d tug. Imm ediately thereafter . the bow appeared to take a shccr to port and the wheel was put hard rlQht In an unsuccessful attempt to break the \""U1UfS SMALL ONES, TOO- Should be reported •.. ~~ ~T ONG". "shee r." Since this maneuver faUed. th e engine was belatedly placed full uslem . The chief omcer on ihe bow. operotlnQ the windlass to pick up tll.e towline , (ailed to hear the orde r to let go both anchor s. On the brid ge, the InASter. fearin g that the tele­ motor 110000S Inol>eratl ve. at tempte d to shift fro m telem oto r 1.0 elect ric steer .. Ing. while . in the steerin g engine room . the chief enginee r changed over steerin g engine motors and pu mps from one to the other . reporti ng back to the br idge the mct that the rudder was at all times am1dsh lps. The \'cssc l made contact. "'Ith one bnrge nea r her port quarter . which was pJ'esscd under the stern and sa nk. The full astern slgnAillwun g the bow out In suc h a manne r as to strike sev ­ era l barg es secured to piling s. Dur ­ Ing the confusion and drifti ng. due In part to II moderAte wind acti ng broad ­ side to the vessel. e.lgM other bnrgC3 were dam aged. . A review of the faels bea r out the following concl usion: that the ship did not take a shce.r. but was actually wlthollt. steeri ng since. the time It left lC dust or small parUcles get In your eyes, do not rub them. Oet prompt first ald. the dock. The mate had properly tested Lhe steerin g gear M tar as he went : Hrst tested the telemoter : then openin g lhe bypa SS In lhe hy­ draulic sys tem . he switched over to the elcctrle system which tested satls­ rnclorlly . 8\lt . the sleel"lng gear was left in thi s condition "'Ith tile bYI)ass In the hyd raulic sys tem open. Tt should have been realized by the mate that Lhe tele motor would be used In maneuvering the ship out of the channel . requiri ng that the bypass be cloled. Consequ ently. the master . In shifting from hydroullc to electric steering, closed the telemotor bypa ss In cro ss purpose 1.0 the Sleerin g sys­ tem desired , acco mplishing nothing tOWUI',hap'" H--G<... , l"k .., G........ I .u'" "rod R..,ula'ion. PARl: 77-FIRE ApPARATUS; F1RIE PRIEVIENTION Section 11.13 Is amended by cancel ­ ing paragraph (g) the reof and this section will rea d as follows: § 77.13 Portable fire extinguishers. (See § 61.13 ot this chapte r, as a mended . which Is Identical with this section. ) (R . S. 4405. 83 II mended: 46 U. S . C. 375. Interpreu. Or ...ppUes R. S. 4426. IIJ!I amended , 4470. IIJ!I amended , 44n. 83 IImended , 44'19, U IImended.lII!<:. 2 , 54 Stat . 1028. U II mended: 46 U. S . C. 404. 463. 464 . 472. 46311) Subchap'e, !---aG ••• SG~rod. , .. .., lak e, O,h .. lho~ ,II. 0.... , t ...... , Gon....1 hi.. arod "gul,,"on, PART 95-F1RE ApPARATUS; FIRE PREVt:NTION sec tion 95. 13 Is ame nded by can_ celing paragraph (g ) thereof and this seCtiOD will read as follow s: t 95.13 Portable fire extinguishe rs. {See § 61.13 of tJUs chapter. as amendetl. which Is Identical with this section. ) ( R. s. « 05..... amended : 46 U. S . C . 375 . In terpl'f!u o r applles R. S . 4426. as smended. 44 70 . III! amended. 44'11 , U amended . 44'19. IUIl1mended. 5e<:. 2, 54 Stat . 1028. .... ~me nded: 46 U. S. C. 404. 463. 464 . 472, 46311.) ~b"'ap'., ~I"" , 0-.... 1 Rul•• """ "gul ..'!Gn, PART 114--FIRE ApPARATUS ; FIU: PRIEVENTION Sect ion 114.15 is amended by can­ celing pa ragraph (g ) thereof a nd thi s section will read as folows: i 114.15 Portabl e fire ext in guish._ ers. (See 16 1.13 o f this chapter, as nmen detl , which Is Identica l with this section.) ( R. S. 4405, 114 amended; 46 U. S . C. 376. Interpre lll Or s p pllell R. S . 44.26, ... amended . 4470. R6 a.mended , 44'11. WI IImended , 4479. WI o.mende d . 8i!<:. 2, 64 Stat. 1028. l1li amen ded ; 46 D. S. C. 404 , 463. 4M, 412, 463a) Dntetl: Ma rch 13, 1952. [sEALI MERUN O'NEILL, Vice Actmirai , U. S. Coost Guard , Comman cta,lt. I P . R. Doc . 52- 3201: Flied, Mar . 18. 1952 : 8:52 R. m . 11 F . R. 2363---3 / 19/ 52 .1 ICOFR 62-10) L:rPESAVlNG ApPARATUS AND DEVICES MISCELLANEOUS AMIENDMBNTS A notice reg a r din g propos ed chan ges In the regu latory spec lfl.ca ­ t.!ons for lifeboat mechanica l disen _ gagin g apparatus and the regulato ry requirements for life pre ser vers to be carried on ferryboats navigating on rivers was publi shed In the FEDERAL REGISTER dated AUgust 16, 1951. 16 F . R. 8136-6139 . as Item s xm and XIV . respectively , on the agenda to be considered by the Merchant Ma­ rine Council, and a public hearing was held by the Me rchant Marine Council on September 18, 1951, In Washingto n , D. C. No written com­ men ts were submitted for considera ­ tion and the proposea a mend men ts a re ado pted without ch ange. The purpose or the a mendment to 46 CPR 111.4 (a) Is to require chil­ dren' s life preservers on motor pro­ pelled river ferry vessels so that no possi ble error In th e Intent of the regulatio n may be made. This amendment is In agree ment with pre­ vious changes made In 46 CPR 25.4- 1 la \ .26 .2-1.27.2-1, and 113.44a , whi ch require that motorboats and motor ve5.ilels car rying pa::sengers for hire shall be provid ed with an approved life preserver for eac h person on board and with an addi tiona l n umber or app rov ed life preservers suitable lor Childre n equal to at least te n per­ ce nt ot the total number of persons car ried . The purpose of the changes in the regulatory specificatio n f or Weboat mechanical disen gaging apparatus In 48 CFR Subp art 160.033 Is to chang e the se requi rements to a gree wi th present regulations In 46 CFR 59.68 and 60.61 or to provide new requ ire­ ment s so that the equipment will comply with shi pboard requirements set fort h In 48 CPR 59.3a, 60.21a, 76.15a, a nd 94.14a in the General Rules and Regulations for Vessel In­ spection . The purpose of the amend­ men t to 46 CPR 160.033-2 (c) Is to revise the regulation to agree wit h re­ Quiremen ts In 46 CPR 59.68 and 60.61. Th e pu rpose of the new regulation. designated 46 cm 160.033-3 (f), Is to requir e alHdavlts relati ve to the materials usea In order to Insur e that subseq uent releasing gea rs will main­ tain a factor of safety at least equiva­ lent to that provided In the first. gea r tested. The purpose for rev ising 46 CFR 160.033-4 (c) U) Is to Increase the test load to an a moun t equivalent to the weight of the fully load ed lIfe­ boat pl us ten per cent so th at the op_ erating test load for Ini tial a ppr oval of the gear will not be less than the load used In the shipboard Installa­ tion test required by 46 CFR 59.3a , 60.21a , 16.15a. a nd 94.14a In the Gen­ eral Rul es a nd Regul ations for Vessel Inspectio n. By virtue of the authority vested In me as Commandant, United States Coast Guard , by Trea sury Depart­ ment Order No. 120, date d J uly 31, 1950 (15 F. R. 6521). to promulgate regulations In accordance with the stat ute s cited with the regul ations be­ low the following amendments to the regul ati ons are presc ribe d which sha ll become effecti ve thirty days after da te of publication of this document In the F'l;DEIlAL RE(;ISTER: PAIIT 111--~III1YB OA TS Section 111.4 (a) Is amended to ('ead as follo ws: § 111.4 L ife preservers, lIIe jloat$. alld /ire-fig}tti1lf} equipmen t . (a) (1 ) Arter Jul y I , 1929, all fe rryboats pro­ pelled by steam sha ll be equipped with a lite preserver (or float where same Is allowed by law ) for every 5 square feet or passenger deck surface on single -deck ferryboats and for every 8.5 5Quare feet or such deck surtac e on ferry boa ts havin g more than one passenger deck, such mea suremen t to Incl ude all deck space in the tea m gangwa~' s at each end of the cabins: Provided , howeve r, Tha t f erryboa ts navigat.!n g on routes where the num­ ber of passengers carried Is less than the number of life preserve rs requlred by this measul'e mcnt sha ll be requir ed to car ry one Ute prese rver f or each person on board. 12) All mot or-p ropelled ferryboats shall be provided with one approved llfe preserver for eac h person OD board a nd with a n additi ona l num_ ber of ap proved life prese rve rs suit­ a ble for child ren equal to at least te!'l percent of the tota l numbe r of persons carried. Ma y 1952 122 ===== PDF PAGE 19 ===== (R. S. 4tO$ , lUI ~ended : 411 U. 8 . C. 375. lli terprete Ol' appJl. a nd In compll­ a nce with the authoritie s cite d below, the followin g approval s of equi pment are presc ribed and shall be effective for a period of 5 years from date of publicaUon In the FEDEIlAL REGIS'ttR unless soone r ca nceled or s uspended by proper a uth ority a nd the lollowing chan ge In name and Bddress of a manu facturer of appr oved equipment sha ll be made : L1rl: PRI:S ERVl!R9 , FJ8R OUS GLASS, ,,"DULT AND CHILD ( JoI.CKJ:'f TYPE ) Approval No. 160.005/ 5/ 0, Mod el 51 adul t fibr ous glass life prese rver , U . S. C. G. Spec.ificati on Subp art 160.005, ma nufac tured by Victory Apparel Manuf acturing Corp .. 23a-50 Passa.lc Street. Newar k 4. N. J . Approval No. 160.005/ 6/ 0. Model 55 child flbr ous glass life pre server . U. S . C. O. Spec lflcation Subpart 160.005, manufactured by Victor y Appar el Ma nuf acturing Corp .. 238-50 Passai c Stree t , Newark 4, N. J . tR. S. 4405. 441 7a. 4426 . 4481 , 4462 . «88 . 4491. 449'l1. 35 Stat . 426 . 49 Stat . 1544. 5 4 Stilt. 1"" . 166. 346. and sec . 5 tel. 55 Stat. 244 ... amellded; 46 U. S . C. 3'111, 391 a, 404 . 4'14. 4711, 481.489.490 . 396 .367. 526e. $26P. 1333, 50 U. S. C. 1:l711; 46 CPR 160 .005) IIOUY,,"NT CUSIUONS. KAPOK . S TANDARD Non: : CUabl OIlA are apjlJ"O\'ed tor use OD m oto rbollte of cl_ A, I , o r 2, lIot carry ­ Ing p_nlen for hire. Appr ova l N o. 160.007/ 113/0 , Stand ­ ard kapok bouy a ntcu shion , U. S. C. G. Specln cat.lon Su bpart. 160.007, manu­ factured by Kam or Ma n ulaeturlng Corp ., 426 Great East Neck Road . West. Ba bylon . N. Y . Approva l No. 160.007/ 114/0. Stand­ a rd kapo k bouya nt cush ion U. S. C. G. Spedfica tion S ubpart 160.007, manu­ factured by S por ts Developme nt Co .. Oak and Beech Streets , Grafton . Wis. tll . S . 440 5, 4491. 54 S tfl,t. 164 , 166. lUI IImen d ed: 46 U. S . C. 375 , 489 . 1126e. 1126p: 46 Cf'll. 211.4- 1, 160.007 J aUOY,,"NT CUSHION S. NOf'!- ST,umU.D Non: : CU8h101l 5 a r e approved tor UM o n motOl'boIIu o r claaaea A, I , or 1I, IIOt carry ­ 1111 puaenlen fO!" h ire . Approval No. 160.008/ 505/0, 19" x 21" x 3" rectangular bouyant. CUSh­ ion. 72-ounce ltapok , dwg. dated Ja n­ ua ry 11, 1952, manufa ctured by Sea­ shore Upholsteri ng Co" 1217, Asbury Avenue , OCean City, N. J . I R . S . 4405. 4491 . 5 4 Sta t . I.,.. . 1116. lUI lUlle nded ; 411 U. S . C. 3'1'11, 489. &26e, &2IIp; 46 CFR 25.4-1. 160.008 ) IIUOYS, LIrE, RING . COtK OR IIALS,t, WOOD APPI'Oval No. 160.009/ 38/ 0, 30-inch cor k ring lUe buoy , U. S. C. O . Speclfi· cation Subpart. 160.009, manufa ctured by Elvin Salow Co.. 3 79 AUantlc .... Avenue . Boston 10. Mass. ( R. 8 . 4t05 . 441'1a . 442$ , 44811. 4486. 4401. sec . 11.3$ 8tat... 428 . ~Il Stat . 1544 . &4 8 tat... I.,.. . 1116. 5411. f.IId sec. 5 (. ) M Stat. 244 , .. ame llded : 46 U. S. C. 367. 3'15. 39 1&. 396. 404. 4711. 481 . 489. 526e. IilItIp , 1333 , 50 U. S . C. I27 S; 48 CPR 25.4-1 , 33.01-6. " .40-1. 119.116, 60.49 , 76 .53. 94 .113, 113.46. 1150.009 LIP!: RAFTS Approval No. 160.018/ 5/ 1, Type B liIe raft , for other than ocean and coastwise service , 10.5' x 7.63' x 3.0', IS-perso n capac.l ty,l denUned by len ­ eral a rran gemen t dwg . No. B-IQ-6­ 15-1, dated September 10. 1951, man­ ufa ctured by Frank Morrison 41 So n Co., 1330 West. Elevcn tll 5trce t . Cleve· land. Ohio. (Supersedes App rova l No. 160.018/ 5/ 0 published In the FI:D­ OAL REGI STO doted Jul y 31. 1947.) (R. S . 4405 . 441'111. 4426 . 4481 . 4468 . 4491 , sec . II , 3S Sta t . 428. 49 Sta t . 1544 , 54 Stat. 246. and sec . II (el , 5$ Stat . 244 , .. amended : 46 U. S. C. 31M. 37$. 39la. 396. 404 . 414 , 475 . 481 , 489. 1333, 1)0 U. S. C. 1:1'16: 4(1 CPR 160.0 18 ) OAVIT S, UFE BOAT Appr ova l N o. 160.032/ 123/ 0, Me­ cha nical davit . strai ght boom sheath screw. TYPe 22-25 . approved for m ax imum workI ng load of 7.000 pounds per set (3.500 pounds pel' 123 ===== PDF PAGE 20 ===== arm ) , usIng 2-part falls , Identified by a rrang ement dwg . No. D~101-2 dated March 24, 1950, and revised October 25, 1951, manufactured by Marine Ea rety Equipment Corp .. Point Pleasant, N. J . (R. S. 4405. 44.171.. 44.28. 44.81. 4488, 44.91, U Stu. 1544. !it Sta t. M8, ..nd ~. 1\ (e). M Stat.. 24,4 . All amen ded; 48 D . S. C . 8157, 3715, 31)1... 41M. 4.74, 4.81. 48i . 1333, 60 U . S. C . 1275; '"' CPR 1110.032) LJr £BOATS Approved No. 160.035/ 1'l/ 1. 22.0' x 7 5' x 3.11' steel oar -prope lled life­ boat. 31-person capacIty. Identifted by general arrangeme n t dwg. No. 0-223 1 dated July 12. 1951, and re­ vised December 2"" 1951, m anurac­ tured by C. C. O albroltb II SOn, Inc. , 99 Park P lace. New York , N. Y. (Bu ­ persedes Approval No. 160.035/1 7/ 0 pubU! hed In the F£DERAL RECl$TEIl dated July 31. 1947.) Approval No. 160.035/2S:J/ O, H .O' x 529 ' x 2 17' alumin um , SQuar e ste m . oar-propelled lifeboat . 9-person ca­ pacity, Identl fted by cons tru ction and arrangem ! nt dwg . No. 3283, d ated May 18. 1949. a nd revised Augu st 5. 1949. m anufactured by Wello Davit "­ Boat Division ot Conti nen tal Copper and SI.e1!I Industries , Inc ., Perth Am­ boy, N. J . (ft. S. «Olio 44178. 4428, 4481, 4488, «91, 4412, 35 Stat . nil , 49 Stat . Hl44, 54 Stat. 3,"" and 11«. 5 (.1, s:; Sta,. 244 . .... ..mended ; 441 U. S. C. 361, 375. a91a, 3M. fOf . 474. 481. 4ag, 490. 1333. SO D. S. C. 1275; 48 CPR 33.01-&, 511.13, 78.18. IM.Hi 113.10. 160.035) KITS. F1t1ST-AJlI Approval No. 160.041/ 1/ 0. F irst-aid K it, Model M 2, dwg . No. 99. dated July I, 1951. s ubmitted by E. D. Bul­ lard Co.. 275 Eighth Street , San Francisco , Calif . (R. S. 44OS. 44171, 4488. 4491, 49 SUIt. 1644. M Sta~ . 346. 55 SUIt. 244. lIS IImended: 46 U. S. C. 38'7. 315. 39111, 481. ~. 1333. so U. S. C. 1275; 4(1 CPR 1110.041 ) rtJtr: EXTtNCtllSllERS , PORTABLE, HAIID . CAKBON-D l OXIDE TYP E Approval No. 162.005/3 1/ 0. F yr-F'y ­ ler Model 33-1, 5-po und carbo n ­ dioxide type hand portabl e lire extinguisher, assembly dwg . No. 33--1 dated f'eptember 8, 1949, lssue of July 11. 1951. name pla~e dwg . No. 4665 dated May 28, 1951 , no revisi on , man ­ ufactured by The F'yr-Pyte r Co.. Dayton 1. Ohio . Approval No. 1620 05/32 / 0, F'yr­ Fyt.er Mode l 34- 1. 10-pound carbon ­ dioxide type hand po rtable lire EX­ tlngul!heT. a.ssembly dwg . No. 34- 1 dated septe mber 7, 1949. Issue of J a nuary 31, 1950, na me platedw i. No. 4667 dated May 28. 1951, no revls lon , manu factured by The Fyr-Fyter Co.. Dayton I, Ohio . 124 App rova l No . 162005/33 / 0, Fyr ­ Fyter Model 35-1 , IS-pound carbon­ dioxide type hand portab le tire ex­ tingu ish er, assembly dwg-. No. 35-1 d ated Septe m ber 8, 19",9, issue of Jan­ ua ry 31. 1950. n a m e plate dwg. No. 4669 datoo. May 28. 1951. no revLslon , m anutac tured by The Fyr-Fyt er CO.. ~ayton 1. Ohio . Approval No. 162 005/3 (;0, Bu ffa lO Mod el 33-2. 5-pound carbon-dloxJde type hand portable nrc extlngul~her, a.ssem bly dwg. No. 33- 2 dated Sep­ te.m ber 8. 1949. m ue or July 11 . 1951 , na m e plate dwg. No. 4666 dated May 28, 1951. no revision , manufactured by Buffalo Fi re Appliance COrp. , Day­ ton 1. Oh io. Approval No. 162.00S/35/ 0, Butralo Model 34_2. 10-pound carbon-dioxIde type hand po rtabl e lin! Exti n gu isher . as~e mbly dwg No. 34-2 dated SEp­ tembe r 7 . 1949. ls8ue of J anuary 31. 19S0, na m a plate dw&,. No. 4668 dated May 28. 1951, no n!vl.sl.on. manufac­ tured by BUffalo Fire Appliance COrp .. Day to n I , Ohio . Auproval No. 162005 /36/ 0. Buffal o Mode l 3~ . IS-pound carbon-dloxlde type hand portable nre extlngulsh ~ r . a 5l'embly dwg No. 35-2 dated teD­ tember 8. 1849. Ifllue of Ja n uary 31. 19S0. name plate dw&, No. 4670 dated May 28 . 1951, no revision . manufac_ tured by Buff alo F ire Appliance Corp ., Dayton I , Ohio . ut..S. 4405, 441711. 4426. 4419. 4491. 4492. 49 Stat . 164.4. 54 Stat . 185. 156. 3411. 10-a. and ~. 5 ( el • .sIS Stat.. 244. All amen ded; 48 D. S. C. 387. 375. 39111, 404.. 411311.. 472. 490. 5261!:. &:>80. 1333. N) U. S. C. 12'15: 46 CPR 25.5-1, 26.3-.1 . 27.3-1, 34.25-1, 6U3, 'n .13, 95.13, 114.15) nilE ZXTINCDISHr;R.S. PORTASLE, HAND . CRblICAL FOAN TYPE Approva l No . 162006 / 18/ 1, Altco Model3PI-cG Foam . 2 ~ - gallon hand portable firc extinguisher , assembly dwg. No. 4X-t331 dated March 2.1950, Alt . C dated Septe m ber 21, 1951. nam e plate dw g. No. a-5S0 dated Septe m­ ber 7, 1950. All.. C dated Aprtl 3. 1951 , m anu f actured by Americ a n -La ­ Prance-Foamlte Corp ., Elm ira. N. y , (Supers!des Approval No. 162.006/ 18 /0 published In the FEDUAL Rl:ClS­ TER dated Oct. 3, 19S0.) Approval No. 162 006/ 19/ 1, Kid de CO Foam (Symbol AM ), 2 Yo1 - gallon hand po rtable fir e extinguiSher. as ­ se m bly dwg . No. 4X- 1352 d ated Sep­ tember 30, 1950. Al~ . B dated Septe m ­ ber 21 , 1951, name plate d wg. No . 4X- 578 dated April 10, 1951. no revi ­ sion. m a n ufact ured for Wa lte r Kid de &: Co. , Inc.. Belleville 9, N. J .. by Amerlcan-LaFrnnce -Foa mlte Corp ., Elm ira , N. Y. (Supersedes Appr ovlli No. 162.006/ 19/ 0 published In the F&D­ ERfoL RUllSTER dated Oct. 3, 1950.) Approval No. 162.006/.11/ 0. Sulf al o Better-BuIlL CO Foam (Sy m bol AM ). 2¥.r gallo n hand po r tab le nre extin­ guis h er, asse mbly dwg . No. tx-1377 dated J anuary 21, 1952. no revision, name plate dwg . No. 4.X-5SS dated Octobe r 17, 19S I, no re visio n , manu ­ factured tor Buffalo Fire Applla nce Corp., Dayton I, Ohio , by Amer lca n­ LaFrnnce-Foamlte Corp .. Elmira , N. Y . IR. S. 4405. 4417.. 4.4211. 44'7'9, 44Ii1I , «92 , 49 Stat . IM4, 54 Stat. IS~ , 1118. 3441, 1028. and aee. 5 (el, Ii-5 Stat. 244. III .. me.nded ; 4.tI U . S. O. 3t17. 375, 4Q4. 463n. 472, 4119. 490. 526g, 526p, 1333. 50 U. S. C. 1275: 48 CPR 25.5-1. ~6.3 - 1 . 27.3- 1. 34 . 2~1. 61.13. 77.13. 95.13, 114.15 ) nil E EXTllfGUlSHEIl, PORTABLE, HAND, BOD.\ -AClD TYPE Approval No. 162.00'll 29/2, Kidde (Symbol AM ) , 2~ galion soda-aci d type hand portl\ble fire exUnlrUish er , assembly dWIJ. 2X-1l31 dated Marcb 2"'. 1' 48. AIL. D dated Septembe r 21. 1951. nam e plate dwg. No. 2X--421 dated J uly 17, 1950. All.. II dated OC­ tober 22, 1951, m anufact ured for Wal­ te r K Idd e II CO., Inc ., Bell eville 9, N. J., by Amerlcan-Laf'rance_Foamlte COrp .. Elmira , N . Y . (Supe rsedes Ap­ proval No. 162 007/29/ 1 publ~ hetl In the Fl:lIERAL REGlSTDI; dated p.- I . 8, 1950.) Approval No. 162.00'll3 0/ 1".. Alfco Model 381, 2 ~ - ga ll o n soda - ac id type hand portab le nre extlngulsher , B.S­ sembly dwg . No. 2X-1I11 dated August 16, 1946, Alt . L dated Septe m­ ber 21, 1951. na m e plate dwg . No. 2X-426 dated June 6, 1950, no revi_ sion , manufactUred by Amerlcan-La­ France-F .Jnm lte Corp.. Elmira , N. Y. (Supersedes Approva l No. 162.00'll 30/0 published In the FJ;lIERAL REClS­ TEll dated Feb. 8, 1950.) Approval No. 162.00'l 1",2/ 0. Bulf alo Better · Bu!Jt (Symbol AM ), 2'f.t gallon soda - acid type hand portab le nrc ex ­ tinguisher, asse m bly dwg-. No. 2X­ 1219 da ted January 21. 19S2, n o revi­ sion, name plate d wg. No . 2X-442 dated October 17, 1951. no revision , manufactured for Bulf a lo Fir e AppU­ ance Corp .. Dayton I, Oh io. by Amerl­ can· lI1Fran ce-Foa mite COrp ., Elmlra , N. Y . (R. S. 44011. 441711, 44211. 447D. 4491, 4492. 49 Stat . 164.4, 114 Stat . 165, 166. 346, 1026. IUld osee. 5 Ie ). 55 Stat . 244...... mended ; 48 D. S. C. 307, 375, 39111, 404. tea.. 472, ~. 490. 5Ug, 526p. 1333. 50 U. S. C. 1275: 4.tI CFR 25.5-1. 20.3-1. 27.3-1, 34.25- 1, 01.13, 77.13, 95.13, 114.1!i) CIlANGE IN NAME AND "DlIIIESS OP MANUP"CTtIlIER The na me and address or OCeanic Insul-Llte Corp .. 464 Baltl c Streel. Brooklyn 17, N. Y., has been changed to OCean _Ute Flooring Cor p .. 2 Con­ over Street. Brooklyn 31, N. Y ., for Approval No. 164006 / 32/ 0 publis h ed May J952 ===== PDF PAGE 21 ===== In the Fzl)DlAL REGlSTD. dated April I, 1948, for deck covering. Dated : February 28, 1952. [SEAL) MnLlN O'NIlLL, VIc. Admiral , U. S. Coatt GlUJrd, Commandant. [r. R.. Doe . ~1I -2M8; FUt'd, Mar . 4, 1952; 8:50 a. m. 11 F. R.. IIM4-3 / I1/ ~l1.1 AFFIDAVITS The following aMdavlLs "'ere ac ­ cepted during the period. from F ebru­ ary Hi to March 15, 1952 : Hamm01ld MaChine dr Forge Worb, Inc ., ~62 Wilcox Street, Hammond, Ind. FitUngs. Rivenide' Foundf1/ 4r Galvanizing Co .. Kalamazoo, MIch . ca.stl ngs. H omeT F 'undf1/ Corp ., Coldwater, Mich . CUUngs. Bruce Foundrll &: Manufacturing Co., Tec:um: eh. Mich . Castings . Ideal CcuUngs Co .. Albion , Mich . CastJng1 FUSIBLE PLUGS The Marlrie Enginee ring Reg ula ­ tions and Material SpeclflcatJons re­ quire that manufacture rs submlt samples fro m each heat of fusible plugs to the Commandant for test prior to plugs manufactured from the heat being used on vessels subject to Inspect:on by the Coast Guard . A list of approved heats which h ave been tested and found accepta ble during the period fro m Pebnuu)' 15 to March IS, 1952, Is as fOllows: The. LunkenheimeT Co., P. O. Box 360 , Annex Station. Cincinnati 14, Ohio . Heat Nos. ~24 through 432 . Merchant Marine Personnel Statistics INVESTIGATING UNITS Coa.st Guard Merchant Marine In­ vestlgaUng Units and Merchant Ma ­ rine Details investigated a total of 823 caaes during the month of January 1952. Fro m this number, hearings be­ fore Examiners res ulted Involving 24 omcers and 91 unlic ensed men. 1n the case of omcers. 1 licens e was re­ voked , 8 were suspended without pro ­ baUon , 9 were susp ended with proba.­ tion granted , 1 IIcens! "'8.5 volun­ tartlY surr endered ,S were dlsmlssed after heari ng , and no hearings were closed with an admoniti on. Of the unlicensed personnel 9 certificat es were revoked , 24 were sus pended with_ out probation, 32 were suspended with probaUon granted , S were vol· untarlly surrendered , 3 hearin gs wer e closed with admonitions a nd II cases were dism issed after hearing . Ma y J952 WAIVER Of MANNING REQUIREMENTS •, ! o " " .. • 1:) ,.. , ~ ~ , ". " ~ ~ :r:! ,n · ". ~ · .., . ~ " .., , a ...... 6 • • · " ,. ~ , " ..51 1M ~~ 48, Tlllai ..... 1"""' , Number of .._10 .r. .. .," NOT ~ .-Ih ..1<1111011. lndl~Id...1 waln", __ ""'"'fOl 10 PI'f'I'll t II,.. ~rnploytno'llt of lIIabl. ....... n hoId b'l _lIn ..l., lot .'",,1' • ..,_1:: montb," In ~f'OW III I"'" :z.s 1",,-,,"111 au lhorllt'd by IIat ute ORIGINAL SEAMEN'S DOCUMENTS ISSUED S...II' oIll(t"f .. •(JOQII,, " ou, li t.· " '"" IJ _....~ bo<>~ . ._... " .. a I ..... " " • MERCHANT MARINE OFFICER LICENSES ISSUED ::'>I """ha'" marl"..,.', dOCtl mrlll~........ 1. 1 17 A II . 11)' ,..,.II'I·S " " . Iin.I",, 1 • •••• la.l ,\ II a ny "'"1,""" 12 moo.lh,_ •• (,e ,\ II U,..I I ... ~ ... 18 monlt.. .... ....... .. A II IOIQ ",'" 10...• ....... "y ..... , .... ..... _ .... A " h .y" and-.....,., ....... ... ........ _...... ~ I~~ =,::~ ~' Jn . ~ "'4 " !111"' :: Q. M.. I' . O ..... ::xl 00 1I ~ ~7 lta.lk> vlII'mun .. ~ :: ~ .... C "' llnn ,. ~ III ~,.""" koo.. • ....... I, OJ, ~ I.()I I ..n T"' _c.mn" ..... .; . ." I 12 m",,11ls, ''1'IlI00'I3 10lIO ""... lor" or .."det'. U<>: cwryln. ,-",.- u,",­ Nou. - T ""t.:.I. II a,1"IfIlI'b Indnl .. nutnbrr 01 r ... l......., ..... '. ",_If! OIl l ·n"....1 tiialN " ....-0 1 nllloln.'r"I, I''''''''''''IO . Tolnl .... . .. (1"",,(1 lOla .. . _ •• IHG rNf il STKA ;\! c l .~·r en.I_ •. '·nllmlt ..r 1 .I "' I~1. _ ... PIr1I .,.ql.l.n l ~n~l",,"", t:nUmiUd .. _ ...... _ ullin .. ' .... . ..... .....1;oeoI",--.k lan l trlll_ , UnUm""'" ._..... _ .... I.Imll"ll .......... _ . T~ln l _"'tanl ""Ji"""' : (;IIllonl1O<1 ........ _ ... 1.I ""l l~ r ...... ......... ::'>I OT O U Chlrl~ " lhwt : UnU,ulIl'tl _ ..... • u llin"" ............. . YirJl ..""""t t n f\n~ ,;"Un.lIl'd ...... _ _ __ 1.lmll ..: d (2 ): remainder (l ). e: All II >' 0 : All ( J) . E : mo(1 ). List 141M. " " M " " " " .. " ,.. ....• " ,• ," • ," ~," , ~'4 I 811 1,1 :0 12S ===== PDF PAGE 22 ===== MAIliNG liST fOR " I'tOCUDINGS " It Is required by the Regulations at the Joint Committee on Print­ Ing. dated July 1, 1951, that the mailing list tor the Proceedings of the Merchant Mnrlne Council be circularized to determine whether thi s publication Is s tili desired by the persons to whom It 18 addressed. To all addressees on the matllng list for the Proceeding s a card wlll be sent requesting an amnnatlve reply , to be returned to the Com­ mandant tCMC). United States Coast Guard, by no later than July I, 1952. II you desire to continue to receive the Proceedings and you do not receive 1\ card by June 1. 1952. It Is suggested that you sen d a card to the Comman­ dant fCMC)' United States coast Guard Headquarters, Wtihlngton 25, D. C .. settin g forth the follOVo'­ Ins: Information ; t a I Quantity desired. cb) Quantity now received . ec ) Name and address to which the Proceedln&s are now sent . Cd) The new postal address if different from that to which the Proceeding s are now sent. Ie) Nameottlrm . companY,cor­ poratlon, or Indlvldual requesting the Proceeding s. In order to reduce the size at the mailin g llst it Is mOlit advan­ tageous to have caples of the Pro­ ceedings, when severa l are in­ VOlVed. mailed under the same cover to the same address . If no amnnativ c reply reQuesting continuance Is received by July I, 1952, the addre S5ee's name will be removed from the mailing list. FILTERS When filters are tilted arrange­ ments 5hould be made for the main­ tenan ce and care of the apparatus . I. e., cleaning and where necessary changing the media to ensure that the apparatus does not become con­ taminated by bacteria and other foreign matter . It 1a recommended that the media, I. eoo the carbon candles. should at Intervals be re­ moved and washed. out In chlorin­ ated water and lightly scrubbed with a brush to rem ove all traces of dePOSit on the surfac e of the f1Jter. The frequency with ""hlch this should be carried out. will, of course, depend on the amount of solid ma tter in the water . as water which gives a marked deposit on standin g will soon clog UP the pores of the filter , wherea s pure water should allow the nIter to work satis factorily a considerable time . In any case. filters should be clea ned out at least once a month . and more "6 frequently if water eontalnlng an ap· preela ble sediment Is being passed through them . It cannot be too strong ly stressed that filte rs wUl not guarantee the bacteriological purity of the nItered water . Therefore , whenever there Is any doubt as to the quality of the waLer, chlo rination should be carried out In accordance with the Instruc. tlon s laid down In the Ship Captaln' s Medical QuidI.'. Navisation and Vessel Inspection Circular No.2-52 UNITED STATES COAST GUARD. Wo\SmNGTON 25. D . C. March 12, J952. SubJ .: Uberty type vCS!lels: fuel all discha rge strainers on , protection and maintenan ce of. 1. A number of disastrous fires have occurred on Liberty shillS which re­ sulted In the death of several crew member s and the total\oss at the ships concerned , These blazes originated In the nrerooms of the vessels and It has been determined that the location of the fuel all discharge strainers was a prime factor. both in the starting of the nres and In the dlmculty of con­ trolling them after they had started . 2. The strainers In Question are of the dupl ex basket type . An Integrally fitted cock directs the ftow of all Into one or the other of the strainers which carry hot fue1 aU under heavy pres. sure. The caps which are ntted over the strainers are held In place with stron g back a nd screws . During the years these unJts have been In usc, the lugs on toP of the callS which provide leverage for the strong backs . hav e been squeezed out of shape and In many cases the covers have become silghly warped. These two conditions make It d.J.mcult to maintain tight Joints between the covers and bod ies of the units. In some eases two gas kets. one lead and oneftber, have been used . It sometimes happens after cleaning and replacing a strainer that the strong back is not tightened down sum­ clent\y on the strainer cover or one of the gaskets used Is defective. Then when the cock 1s turned . directing the all Into the recently cleaned strainer, a sp ray of all heated to the optimum burning temperature Is shot out onto the surrounding objects . 3. In most Liberty shillS. the fuel 011 discharge strainers are located just forward of the starboard boiler s close to the Inboard edge of the casing and directly under the starboard ftreroom ventlllator. In thi s position, a leaky cover gas ket can spray the h ot Inflam . mabIe all dlrecUy across the nreroom onto the furnace front of the port boUer. Th is Is what happened in the casualties referred to In the nrst para ­ grap h. The spray of olllhen became Ignited and the name s prevented any _ one getting back to turn the cock to the opposite position. Before the fuel all PumllS could be stopped by the re­ mote contro ls. the fires were out or hand . 4. To correct these dangerous con­ ditions. two steps must be taken by the owner or operator of a Uberty vessel. First, change the location of the strainer ; a.nd. seco nd. Install a metal sp ray s hield around the strainer . The Coas t Quard wllI re· quire one ot the followin g methods to be followed to acco mplish this : (" ! The IItr a lnl!r mar be m O"ed at leaat nva (iii feet outboard from Ita present ID­ eat ion . ThlB will render It II!I.tremely un_ likely thaI a leaky cap call " pray 011 onto the pOrt boiler front . To keep . u eb II luk rrom lIulkln g tbe ca.ln. of the !JUI'­ boa.d boiler . a 3 1 B . W. O . 01" thlck"r " hee t m eta l epray ahleld Iha ll be l""Ulled between thl! straine r lind the . tnJ"bOIu"d boiler . See ngure No. 1. ( h i The strainer m lly be IOCllted on the forward n.eroom bulkhead (bul khud 88) . lIere. too. a 31 B. W. O. 0. thIcker IIheet metal .pre. y I hleld lB required . When It III ne<:e&5ary to lead II e Ort !lee­ lion or the ruel all d llleharge p ipi ng under the noor pl a tn, "uch ae<:llon or pipin g IIhali be oontinuoUll a nd a _ultable In­ llpeetlon plate I haU be Inltalled In the noo. plate ""here deemed neceaaa . y by thl! Inlpeeto r. See ngurll No. 2. (e ) The strainer mlly be located at IIny othe. place dl!ll1red lID long 1\11 It ""Ill Ile­ oompll llh the purpoae . bUt prior IIpproval mu.t be obta ined from the <>meer In Chll1lfe, Marine I nspection . In the ~ne ""here the changes are to be made. 5. Figures Nos. 1 and 2 on page 127 show detalis of the recommended locations of the all disch arge strainers and may be used as guides In making the required alterations In the fuel all syste m. 6. The cooperation of shipowner s and operators Is sought In taking the above outlined corrective action at the earliest possible date. In any event, the desired change must be ac­ complished not later than 1 July 1952, '1. The engineer omcers are re­ minded that the mai ntenan ce In good cond lUon ot fuel 011 strainers Is one of thei r responsibilities . Any strainer cap which Is warped or defective to the point where more than one gas ket Is requIred should be replaced . 8. The COast Guard marine Inspec­ tors In the future will pay particular atte nti on to the maintenance at such equipment and will require replace­ ment of any which Rre defective . By direction of the Commandant . (8 ) H , C. SH.EPHltAaD, R ear Admiral. U. S. C. G . eILie/ . 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