y PROCEEDINGS OF THE MERCHANT MARINE COUNCIL i^- The printing of thia pubiicalion has been approved by Ihe Di- rector of the Bureau of the Budget, March U, 1952. UNITED STATES COAST GUARD Vol.11 CG 129 October 1954 This copy for not iesE than 20 readers. PASS IT ALONG No. 10 Proceedings of fhe MERCHANT MARINE COUNCIL Published monthly af CoosI Guard Headquarteri, Washington 25, D. C, under the auspicei of the Merchant Marine Council, In the interett of safely at sea. Special permission for republication, either in whole or in part, with the exception of copyrighted orticles or pictures, is not required provided credit is given to the Proceedings of the Merchant Marine Council. The Merchant Marine Council of the United States Coast Guard Vice Admiral Alfrkd C. Richmond, USCG Commandant Rear Admiral H. C. Shepheabd, USCG Chief, Office of Merchant Marine Safety Chairman Captain R. A. Smyth, USCG Assistant Chief, Oflice of Merchant Marine Safety Vice Chairman Rear Admirai, K. K. Cowart, USCG Engineer in Chief Member Cai'tain I. K. EsKiiiix;E. USCG Deputy Chief of Stalf Member Captain P. A. Ovenden, USCG Chief, Merchant Vessel Inspection Division Member Captain C. P. MuRPiiy, TTSCG Chief, Merchant Marine Technical Division Member Captain James D. Craik. USCG Chief, Merchant Vessel Personnel Division 3[ ember Commander Eugene A. Coffin, Jr., USCG Executive Secretary and Member Mr. K. S. Harrison Chief Counsel For each meeting two District Commanders and three Marine Inspection OtTicers are designated as members by the Commandant. CONTENTS FEATURES Page Global Marine Communications 159 Relief OfBcers 161 Countries Which Have Accepted the 1948 Convention to Date 162 Side Lights on the Rules 163 Your Fact Forum 164 LESSONS FROM CASUALTIES Cotton Waste 165 Gas Free — But For How Long 166 APPENDIX Amendments to Regulations ■ 168 Navigation and Vessel Inspection Circulars No. 2-54, 3-54 169 Equipment Approved by the Commandant 169 Articles of Ships' Stores and Supplies 171 DISTRIBUTION (SDL 581 A: a aa b c d dd (2) : remainder (IV B: e (35); c (16) ; f (4i ; h (3> ; g (2) ; remainder (1). C: abcdefgimodi. D: i (5) ; a b c de f g h j kl m (1). E: o (New London only) (1). List 141 M. • List 111. PROCLAMATION 3063 FIRE PREVENTION W^EEK, 1954 BY THE PRESIDENT OF THE UNITED STATES OF AMERICA A PROCLAMATION WHEREAS during the past year preventable fires have taken thousands of lives: and WHEREAS destruction of property by fire results in an annual loss of nearly a billion dollars, of an untold number of jobs, and of an irreplaceable amount of production; and WHEREAS safety of life and property and conservation of natural resources are of primary importance to every citizen of the Nation; and WHEREAS the effectiveness of sound fire-prevention programs has been demonstrated in communities throughout the land : NOW, THEREFORE, I, DWIGHT D. EISENHOWER, President of the United States of America, do hereby designate the week beginning October 3, 1954, as Fire Prevention Week. I call upon all citizens to initiate a year-round campaign against the waste caused by preventable fires, and I urge State and local governments, the American National Red Cross, the National Fire Waste Council, the Chamber of Commerce of the United States, and business, labor, and farm organizations, as well as schools, civic groups, and public information agencies, to cooperate in the observance of Fire Prevention Week. I also direct the appropriate agencies of the Federal Government to assist in this national campaign against the loss of life and property resulting from fires, IN WITNESS WHEREOF, I have hereunto set my hand and caused the Seal of the United States of America to be affixed. DONE at the City of Washington this Fourth day of August in the year of our Lord nineteen hundred and fifty-four, and of the Independence of the United States of America the one hundred and seventy-ninth. I seal I . DWIGHT D. EISENHOWER By the President: JOHN Foster Dulles, Secretary of State. [F. R. Doc. 54-6188; Filed, Aug. 6, 1954; 1:23 p. m.l FRONT COVER PICTURE The freighter shown on the front cover was reduced to a floating hazard to navigation by a destructive cargo fire. In addition to the damage evident from the picture, four seamen lost their lives in this casualty. What stronger rea- sons for adequate fire-prevention practices aboard merchant vessels can be advanced? 158 October 1954 GLOBAL MARINE COMMUNICATIONS The marine global communication system had its inception shortly after Marconi obtained the first patent for wireless telegraphy in 1896. In the following year he established what was probably the first communication radio circuit when he linked together two lighthouses off the North Irish coast which were separated by a dis- tance of 7'2 miles. The potentialities of radio, or wire- less as it was more commonly called in those days, as a means of com- munication between ships was obvi- ous. However, it was not until the Spring of 1899, when a wireless equipped lightship near Dover, Eng- land, was rammed by a freighter, that public attention was focused on the vital role that wireless telegraphy could assume in the event of a marine disaster. Prom then on the evolu- tion of marine radiocommunication has followed the lessons learned from the marine disasters in which radio has played a part, and in which the romance of the sea and the pride and exploits of the seagoing operator have become legendary. The world now had at its disposal one of the greatest contributions to marine safety since the first ship ventured out on the great oceans. Accordingly, the whole history of global marine radio- communications stems from radio in connection with "safety of life at sea." Shortly after the turn of the cen- tury, when maritime nations of the world began putting radio to its first practical use as a means of communi- cating between ships and between ships and shore stations, administra- tive problems born of experience and the need for uniformity of systems became evident. The absence of uni- formity and control was accentuated by one situation in particular. Num- erous radio companies throughout the world were formed to install and op- erate radio stations on board ships as well as on shore. These companies engaged in a ruthless commercial competitive warfare with each other. Operators of one company were for- bidden to carry on any communica- tion whatsoever with the ships of a competitor. This, more than any other problem, prompted the early in- ternational radio conferences because it was recognized that without com- plete freedcm of intercommunication between ships and between ships and shore without regard to particular systems employed, radio could not ful- fill its purpose to ships where there was no alternate means of communi- cation. The principle of intercommuni- cation without regard to systems employed became a fundamental cornerstone of all international radio agreements to this day. It was apparent that, in order to have a uni- form, world-wide maritime radio sys- tem which would permit ships of all nations to communicate freely with each other as well as with shore sta- tions of all nations, an international understanding would have to be reached with respect to operating frequencies, operating procedures, op- erator qualifications, and intercom- munication between stations of dif- ferent administrations. Accordingly, as a step in that direction, the first International Wireless Conference was held in Berlin in 1903. An important result of the confer- ence, which was exploratory in na- ture, was the recognition of the need for a common international signal of disti'ess. While all delegates agreed that a distress signal should have precedence over all other forms of wireless communication, they were unable to agree on a specific signal. It was not until 1906, at the Second Wireless Conference held in Berlin, that an international distress signal was adopted. However, even though the signal SOS was agreed upon and included in the Berlin Wireless Tele- graph Convention, 1906, the signal CQD continued to be used for some time and, as late as 1912 when the TITANIC foundered, both SOS and CQD were used. The necessity for the establishment of uniform methods and standard procedures for handling the inter- national problem of radiocommuni- cation, from the point of view of safety as well as traffic handling, has been recognized by the several inter- national safety and telecommunica- tions and radio conferences, the most recent of which were the Interna- tional Radio Conference of Atlantic City, 1947, and the International Safety of Life at Sea Conference, London, 1948. The agreements re- sulting therefrom have provided for the following essentials to a success- ful system: standard operating pro- cedures which are uniform through- out the world; intercommunication without regard to equipment belong- ing to any one company; the designa- tion of specific radio frequencies for the purpose of making universal con- tact and for the transmission and reception of distress messages; and standard qualifications for radio op- erators so that those entrusted with this important link in the communi- cation system will be competent to maintain their equipment and carry out the established procedures. The raising of safety standards and the expansion of a universal com- munication system in the marine field has usually been brought about through the impetus of some sea dis- aster. This is well illustrated by the case of the TITANIC disaster in 1912. The investigation which followed the sinking of that vessel brought to light many defects relating to such mat- ters as the structure of the ship, aids to navigation, safety precautions and communications. As a consequence, on June 28, 1912, Congress adopted a joint resolution proposing an international maritime conference to be held to study means for preventing similar disasters in the future. In response to world- wide sentiment, the United Kingdom called such a conference in London in 1914, which was attended by thirteen of the principal maritime nations. This was the first International Conference on Safety of Life at Sea. It required, among other things, the installation of radio equipment on board certain ships. However, the outbreak of the first World War and other causes prevented the 1914 Con- vention from coming into world-wide force although parts of it were en- acted nationally. Congress had previously enacted the Ship Act of June 24, 1910, which forbade any "ocean-going" steamer carrying or licensed to carry fifty or more persons to leave any port of the United States unless equipped with efficient apparatus for radiocommu- nications, in charge of a skilled per- son, and capable of communication over a distance of 100 miles. This Act was amended July 23, 1912, to in- clude all vessels navigating the ocean or Great Lakes carrying or licensed to carry fifty or more persons, includ- ing passengers or crew or both. After the termination of World War I, consideration was given to the holding of a second international conference to carry forward the work commenced in 1914. The Second International Conference on Safety of Life at Sea convened in London on April 16, 1929. For years prior to 1929 the entire world had recognized the growing importance radioteleg- 1 ThLs article contains abstracts from a speech given by Commissioner E. M. Webster, Federal Communications Commission, Com- modore, USCG (Ret.) before The Institute of Radio Engineers, Professional Group on Communications Systems, IRE Symposium on Global Communications, at Washington, D. C, on June 23. 1954. Ocfober 1954 314959 — 54 159 raphy had played in the safety of life at sea. While improvements were being made in the radio art and more sea -going ships were being equipped with apparatus, it was apparent that some method had to be devised to increase the overall number of radio- equipped vessels if maximum safety were to be realized. The 1929 Convention, too, was in- fluenced by a marine disaster. In November, 1928, six months before the Conference convened, the SS VES- TRIS went down about 100 miles off the east coast of the United States under mysterious circumstances. The shortcomings and failures surround- ing the radiocommunications were so glaring that critical studies were un- dertaken to determine what changes were desirable to improve and en- hance the reliability of marine com- munications and the safety of life at sea. The subject of safety of life at sea can be divided into four categories: one, the ship must be structurally safe and must be properly equipped and manned for safe navigation and internal protection: two, there must be provided the necessary aids to navigation external to the ship to assist the navigator; three, some method must be provided on board the ship to permit the summoning of aid and the reception of distress calls; and four, an adequate system for the search and rescue of ships and their survivors when in distress is essential. Communications, in some form or de- gree, are involved in all categories. The Conference of 1929 quickly recognized that the maximum safety would be attained when all vessels, large and small, were equipped with radio installations and a continuous watch by operator was maintained throughout the entire period of navi- gation. However, it was also real- ized that such a situation, while highly desirable, was impracticable, and any attempt to require more than one operator aboard a cargo ship certainly would be resisted. It was concluded that the underly- ing principle was to provide a contin- uous radio watch by operators for all ships, but economic considerations would prevent the adoption of such a principle without certain exceptions. It was further concluded that if limited exemptions could be made with respect to the continuous watch principle, a substantial increase could at least be made in the total number of radio-equipped ships and in the number of hours of radio watch maintained at sea throughout the world. In searching for a solution it was therefore necessary to strike a balance between the ideal on the one side and the practical and economic features on the other. Too stringent require- ments involving prohibitive costs might jeopardize universal accept- ance of the treaty and thus be re- sponsible for the failure of the Conference to meet its objective. The Conference was faced with three major problems: first, what ships or classes of ships should be compulsorily fitted with radiotele- graph apparatus; second, what radio watches, or hours of operation, should be maintained aboard those ships; and third, what should be the tech- nical requirements of the apparatus installed. Because of the conflict of interests and the tendency of each participating nation to view the prob- lems from the standpoint of its own laws and practices, the first two prob- lems were most difScult of solution. There was no disagreement with the philosophy that all passenger ships on international voyages should be equipped with radio installations and maintain a continuous watch by operator. However, in the sphere of cargo ships such unanimity did not exist and a compromise solution was reached whereby all cargo vessels over 1600 gross tons must be equipped with radio and must maintain a continu- ous watch. The watch requirement, however, was modified to the extent that a continuous watch could be maintained by one or more operators, supplemented by a suitable automatic alarm device as necessary. The third and last question for solution was that of the type of appa- ratus to be installed, together with the technical requirements which it must meet. There was reluctance on the part of some participants to replace the radio installations already on board and in operation with equipment of modern design. How- ever, the advocates of higher stand- ards were successful in outlawing the old shipboard spark transmitting equipment which was obsolete and which was retarding the development of a good, efficient marine radiocom- munication system. While the re- sulting Convention, the final act of which was signed by all eighteen participating nations on May 31, 1929, may have fallen short of the ultimate in some respects, it was a major step forward in the direction of safety of life at sea and the estab- lishment of a sound maritime com- munication system. Beginning with the use of high frequencies the complexion of the marine communication system began to change. Ships at the four corners of the earth were no longer depend- ent upon landwire and cable connec- tions to contact their home countries. The necessity for communication with the coast station nearest the shi; no longer existed. Now the ship! could communicate with the coast station nearest the message destina tion. The marine communication system had truly reached the stature of a global communication system. Following World War I, radiote- lephony began to be used for marine communications in several regions of the world. Because the communica- tion requirements were generally lim- ited to relatively short distances with- in limited geographical areas and be- cause of the low power requirements, compact equipment and ease of op- eration by non-professional opera- tors, radiotelephony was particularly adaptable to the needs of small boats. Various regions of the world adopted their own frequency plans within the band 1600 to 3000 kc. For example, the marine radiotelephone service in the waters of Western Eu- rope, i. e., the Baltic Sea, North Sea, English Channel, etc., centered on 1650 kc. as a calling and distress fre- quency, was established some years ago. Today the marine radiotele- phone service is in extensive use in that area. In about 1931 a small beginning was made in the United States toward the establishment of a radiotelephone service along our coasts, using fre- quencies between 2 and 3 Mc. but without the use of a common calling frequency as in Europe. The expan- ."jion of this service has been rapid, and today there are approximately '10,000 small boats equipped with radiotelephony operating in American waters. As the radiotelephone system grew within the various regions and radio- telephone equipped boats began op- erating in more than one region, it became evident that this system, like the radiotelegraph system, had cer- tain problems w'hich must be con- sidered on an international basis. The most pressing matter, that of an international calling and distress fre- quency was recognized and resolved at the International Radio Conference at Atlantic City in 1947 by the adop- tion of the frequency 2182 kc. as the world-wide marine radiotelephone calling and distress frequency. The establishment of an inter- national calling and distress fre- quency for radiotelephony w^as fol- lowed by the requirement included in the International Conference on Safety of Life at Sea, 1948, that ocean- going cargo vessels between 500 and 1600 gross tons must be equipped with radio installations, either radiotele- graph in the 500 kc. band or radio- telephone in the 2 Mc. band. Thus, for the first time, radiotelephony was (Continued on page 163) M 3t^ 160 October 1954 RELIEF OFFICERS When discussing the duties and responsibilities of mates and engi- neers aboard merchant vessels it is generally taken for granted these officers are thoroughly familiar with their vessels and the owners' opera- tional procedures. One exception to this rule, however, are the Relief Officers, often referred to as "Night Mates" and "Night Engineers." These officers come aboard a great many ships to relieve the regular offi- cers of the vessel at night or on Satur- days, Sundays and holidays in port. They may be aboard a particular ves- sel for one watch or several, and then they are off to another ship, which is probably operated by a different steamship company. One night they may stand a watch on a tanker, the next on a Liberty-type cargo vessel, and possibly the next watch may be on a passenger vessel. It is evident therefore that these officers must familiarize themselves with the vessel and the owner's poli- cies in a minimum of time. There is not time to go over all the ship's gear, nor to go over every detail an officer coming aboard for the next voyage would be expected to check prior to sailing. Still there are many items which must be checked, records to be kept: and above all the Relief Offi- cer must be prepared to handle effec- tively any emergency which may arise. One of the most practical solutions we have seen to this problem is that employed by the Matson Navigation Company. This company provides each vessel with a looseleaf booklet containing instructions for Relief Officers concerning their duties, com- pany policies and emergency proce- dures. In addition, this booklet has a diagram of the particular vessel with all the emergency equipment and other facilities clearly marked. Since all vessels have certain char- acteristics which are different from others, these diagrams are not placed aboard the vessel ready-made. Rather each diagram has attached to it a series of headings on gummed paper which are cut out when the pamphlet comes aboard and are pasted at the appropriate spot on the diagram to indicate where a particu- lar facility is located, such as the controls for the various fire-fighting equipment, emergency-gear locker, etc. This booklet is printed in large type, with illustrations, and is com- pact enough that it can be read in a short period of time. There is also a space provided for the Night Orders for the Mate, and also the telephone numbers of all agents and shoreside operation officials to be called in an emergency. With information such as this at his finger tips the Relief Officer is better prepared to perform his duties, particularly those of the Relief Mate. The Relief Engineer as a rule knows the type of plant with which a parti- cular vessel is equipped before he comes aboard. With the assistance of the unlicensed personnel he there- fore generally does not require addi- tional instructions. The booklet referred to above, al- though brief, is quite comprehensive. Many items are merely touched upon, since they are somewhat routine in nature. Functions such as log en- tries, checking drafts, keeping cargo plans, etc., are often overlooked, how- ever, and for this reason a reminder serves a useful purpose. Relief Mates are also cautioned to give attention to the gangway, espe- cially during the night. Slack hand lines give little protection to some- one using the gangway; when they are too tight there is danger of these lines snapping. The gangway itself may be damaged if the roller is not kept clear of the dock fittings. Courtesy Matson Nav. Co. Courtesy Matson Nav. Co. Since the cargo operations and tidal conditions will also have an effect on mooring lines. Relief Mates are also cautioned to check them at frequent intervals. These and many other such activities come under the heading of seeing that the vessel is shipshape. They are routine, it is true, but very essential. For ex- ample, the value of instructing the Relief Mate to see that adequate lighting is available, especially during cargo operations, or to see that cargo gear is operating safely and properly is easily seen. By locating spare cargo equipment, such as cargo lights, winch runners, tarpaulins, etc., be- fore it is needed, the Relief Mate may easily prevent delay in operations. Since fire-fighting equipment dif- fers on merchant ships the Relief Officer should be familiar with the type in use on board the vessel on which he is serving. One vessel may have a carbon dioxide smothering system in the holds, and another may use steam. This is where the book of instructions and the diagram serve their intended purpose best. A short explanation on the operation and location of flre-detecting, fire-alai^m, and fire-extinguishing equipment aboard the vessel is invaluable to the Relief Mate. One point which the Relief Mate must keep constantly in mind is that he may have little assistance from anyone familiar with the vessel's fire- fighting equipment should an emer- gency arise, since it is quite likely most of the crew will be ashore. For this reason he must rely to a great extent on shoreside assistance. No time can be wasted in sounding the alarm both on the vessel and ashore. Knowledge of how to go about this before a crisis arises is a valuable asset. Steps then can be taken to locate and isolate the fire and at the same time make sure no one is in the affected areas. The shoreside fire department will probably rely on the Relief Mate for information concern- ing the .cargo, location of the fire, fire- fighting equipment available, etc. Here is where advance knowledge re- garding these factors will pay off. (Continued on page 171^ October J 954 161 COUNTRIES WHICH HAVE ACCEPTED THE 1948 CONVENTION TO DATE The Government of the United Kingdom extended the International Convention for the Safety of Life at Sea, signed at London on June 10, 1948, to the Colony of Singapore and to the Federation of Malaya. These extensions took effect on August 5 and October 21, 1953, respectively. Instruments of Acceptance by the Governments of Panama and Greece of the aforementioned Convention were deposited in the Archives of the LIST OF COUNTRIES WHICH HAVE ACCEPTED THE INTERNATIONAL CONVENTION FOR THE SAFETY OF LIFE AT SEA, 1948, AND OF TER- RITORIES TO WHICH THE CONVENTION HAS BEEN EXTENDED ACCEPTANCES DEPOSITED Country Date of deposit Effective date United Kingdom Sept. 30, 1949 New Zealand Dec. 29, 1949 United States of America Jan. 5, 1950 Prance Feb. 8, 1950 Netherlands Apr. 18, 1950 Sweden May 16. 1950 Norway June 12, 1950 Union of South Africa Aug. 18, 1950 Iceland Oct. 19, 1950 Portugal Nov. 30, 1950 Canada Feb. 1, 1951 Pakistan Feb. 1, 1951 Denmark Oct. 15, 1951 Yugoslavia Nov. 13, 1951 Italy Nov. 19, 1951 Belgium Dec. 5, 1951 Israel July 2, 1952 Japan July 23, 1952 Philippines Oct. 2, 1952 India Nov. 19, 1952 Spain Dec. 26, 1952 Liberia , Jan. 13, 1953 Chile June 5, 1953 Finland . Aug. 13, 1953 Irish Republic Aug. 19, 1953 Viet Nam . Sept. 12, 1953 Panama Jan. 8, 1954 Greece Jan. 21, 1954 Nicaragua Feb. 19, 1954 Cambodia Mar. 2, 1954 U. S. S. R May 10, 1954 Switzerland May 19, 1954 Haiti May 26, 1954 Egypt June 11, 1954 Poland June 11, 1954 Nov. 19. 1952 Mar. 26, Apr. 13, Sept. 5, Nov. 13, Nov. 19, Dec. 12, Apr. 8, Apr. 21, May 19, June 2, Aug. 10, Aug. 19, Aug. 26, Sept. 11, Sept. 11, 1953 1953 1953 1953 1953 1953 1954 1954 1954 1954 1954 1954 1954 1954 1954 EXTENSIONS NOTIFIED Territory Effective date Alaska, Hawaii and Puerto Rico Nov. 19, 1952 Spanish Protectorate of Morocco and the Spanish Colonies Mar. 26, 1953 Hong Kong Apr. 7, 1953 Somaliland July 6, 1953 Singapore Aug. 5, 1953 Malaya Oct. 21, 1953 Government of the United Kingdom on January 8 and 21, 1954, respec- tively. In accordance with the provi- sions of the Convention these Accept- ances became effective three months after deposit. Therefore, the Pana- manian Acceptance took effect on April 8, 1954, and the Greek Accept- ance took effect on April 21, 1954. Instruments of Acceptance by the Governments of Cambodia, Union of Soviet Socialist Republics, Switzer- land, and Haiti of this 1948 Conven- tion were deposited in the Archives of the Government of the United Kingdom on March 2, May 10, 19, and 26, 1954, respectively, and in ac- cordance with the provisions of Article XI ( c ) of the Convention, the respective acceptances took effect on June 2, August 10, 19, and 26, 1954. Instruments of Acceptance by the Governments of Egypt and the Polish People's Republic of the aforemen- tioned Convention were also de- posited in the archives of the Gov- ernment of the United Kingdom on June 11, 1954, and in accordance with the provisions of the Convention, the Egyptian and Polish acceptances took effect on Sept. 11, 1954. Countries which have accepted the International Convention for the Safety of Life at Sea, 1948, and the Territories to which the Convention has been extended are shown in the table on this page. DENUNCIATION OF 1929 CONVENTION The Government of the United Kingdom received a notification of de- nunciation of the International Con- vention for the Safety of Life at Sea, signed at London on May 31, 1929, from the Government of Greece on January 21, 1954, and from the Gov- ernment of Poland on June 11, 1954. In accordance with Article 66 of the Convention, the Greek denunciation will take effect on January 21. 1955, and the denunciation by Poland will take effect on June 11, 1955. SPARE PARTS SHOP If you do not like to wear your safety goggles when you are engaged in hazardous work, follow this sug- gestion: Next time you are in port, spend an hour or so shopping around for an extra eye. 162 Ocfober 1954 t/ide/ (yn^ ■0 Wt€/^ In this article, the 13th in the Side- lights on the Rules series, we shall continue the comparison of the Inter- national Rules with the correspond- ing provisions in the local rules appli- cable to the Inland Waters, Western Rivers, and the Great Lakes by turn- ing to Rule 16, International Rules. The first part of this rule requires vessels and seaplanes to proceed at moderate speed in restricted visibility in the following terms: Rule 16 (a) Every vessel, or seaplane when taxl-ing, on the water, shall, in fog, mist, falling snow, heavy rainstorms or any other condition similarly restricting visibility, go at a moderate speed, having careful regard to the existing circum- stances and conditions. Similar provisions are to be found in Article 16. Inland Rules, and Sec. 80.13 (ci, Pilot Rules for Inland Waters, insofar as vessels are con- cerned. However, both are silent as to seaplanes. Another difference is that neither Article 16 nor Sec. 80.13 (a I refers to "other conditions simi- larly restricting visibility." Article 16, Inland Rules, states: Art. 16. Every vessel shall. In a fog, mist, falling snow, or heavy rainstorms, go at a moderate speed, having careful regard to the existing circumstances and conditions. . . . Section 80.13 (a), Pilot Rules for Inland Waters, which is almost iden- tical, in turn, provides that: 80.13 Speed in fog: posting of rules; diagrams — (a) Moderate speed in fog, — Every steam vessel shall, in a fog. mist, falling snow, or heavy rainstorms, go at a moderate speed, having careful regard to the existing circumstances and con- ditions. . . . Corresponding Rule Numbered 16, Western Rivers Rules, though similar, in addition to being silent as to sea- planes, omits the phrase "having care- ful regard to the existing circum- stances and conditions," and fails to provide for vessels other than steam vessels. It also contains the phrase "whether by day or by night:" RULE NUMBERED 16. Every steam vessel shall, in fog, mist, falling snow, heavy rainstorms, or any other condition similarly restricting visibility, whether by day or night, go at a moderate speed. . . . Rule 15, Great Lakes Rules, on the other hand, is worded still differently : Rule 15. Every vessel shall, in thick weather, by reason of fog, mist, falling snow, heavy rainstorms, or other causes, go at moderate speed. ■ • . The last part of Rule 16, Interna- tional Rules, which requires a power- driven vessel to stop her engines when a fog signal is heard from what ap- pears to be forward of the beam, states : (b) A power-driven vessel hearing, apparently forward of her beam, the fog- signal of a vessel the position of which is not ascertained, shall, so far as the cir- cumstances of the case admit, stop her engines, and then navigate with caution until danger of collision is over. IT IS SUGGESTED THE READER REFER TO CG-169, 'RULES TO PREVENT COL- LISIONS OF VESSELS AND PILOT RULES FOR CERTAIN INLAND WATERS OF THE ATLANTIC AND PACIFIC COASTS AND OF THE COAST OF THE GULF OF MEXICO:" CG-172, "PILOT RULES FOR THE GREAT LAKES AND THEIR CONNECTING AND TRIBUTARY WATERS AND THE ST. M4RYS river:" and CG-184, "PILOT RULES FOR THE WESTERN RIVERS AND THE RED RTVER OF THE NORTH:" WHICH CONTAIN THE LOCAL RULES TO PREVENT COLLISIONS BETWEEN VESSELS ON THE LOCAL WATERS OF THE UNITED STATES. REFERENCES TO RULES AND ARTICLES THROUGHOUT THIS SERIES MAY BE FOUND THEREIN. Aside from the fact a power-driven vessel is termed a steam vessel in inland waters, Ai't. 16. Inland Rules, and Sec. 80.13 ta). Pilot Rules for Inland Waters, are worded identi- cally: Art. 16. ... A steam vessel hearing, apparently forward of her beam, the fog signal of a vessel the position of which is not ascertained shall, so far as the cir- cumstances of the case admit, stop her engines, and then navigate with caution until danger of collision is over. 80.13 Speed in fog; posting of rules; diagrams — (a) Moderate speed in fog. . . . A steam vessel hearing, apparently for- ward of her beam, the fog signal of a vessel the position of which is not ascer- tained shall, so far as the circumstances of the case admit, stop her engines and then navigate with caution until danger of collision is over. Corresponding Rule Numbered 16, Western Rivers Rules, not only is worded differently, but merely re- quires a steam or other power-driven vessel hearing another vessel's fog signal from what appears to be for- ward of the beam to reduce speed to bare steerageway: RULE NUMBERED 16. ... A steam vessel hearing, apparently forward of her beam, the fog signal of another vessel shall at once reduce her speed to bare steerageway. and navigate with caution until the vessels shall have passed each other. The term bare steerageway is com- monly held to be the slowest possible speed a vessel can make and still maintain rudder control. Further differences in wording and meaning are to be found in Rule 15, Great Lakes Rules, which contains the corresponding provisions for the Great Lakes and their connecting and tributary waters. In these waters, a steam or other power-driven vessel must reduce speed to bare steerage- way upon hearing a fog signal of an- other vessel from what appears to be not more than four points from right ahead: Rule 15. ... A steam vessel hearing, apparently not more than four points from right ahead, the fog signal of an- other vessel shall at once reduce her speed to bare steerageway, and navigate with caution until the vessels shall have passed each other. ' These differences are not particu- larly critical as long as vessels remain within their respective waters. How- ever, the trend today is away from localized shipping, and that often makes the differences critical. In the next issue, the series will go on to the clear weather steering and sailing rules. Here, too, critical dif- ferences will be found in the meeting, crossing, and overtaking rules. Global Marine Communications (Co)itiiiiic(l from page 160) officially recognized as an instru- ment capable of being used effectively in a marine communication system. The marine radiotelephone subject would not be complete without men- tion of the so-called high-seas or long-distance radiotelephone system. This system is comparable to the long-range marine radiotelegraph system employing high frequencies, and provides ships with a facility to communicate by radiotelephone di- rectly with the country with which communication is desired. At present you will find these installations con- fined generally to the large passenger vessels making overseas voyages, principally as a convenience to pas- sengers. Any discussion of the global marine communications system must include mention of the associated coastal sta- tions. Such stations are located throughout the world to provide Ocfober 1954 163 interconnection between landline fa- cilities and ships at sea for the ex- change of both safety and commercial messages. Coastal stations in most foreign countries are maintained and operated by their respective govern- ments. In the United States, while Coast Guard and Navy stations main- tain safety watches on the distress frequencies, privately owned commer- cial stations are operated to provide both safety and general communica- tion service. To give the maximum of service and the greatest protection to ships at sea, most coastal telegraph stations throughout the world main- tain watch on high frequencies as well as on the international calling and distress frequency of 500 kilocycles. Beginning in about 1921 and up to World War 11, radio navigation cen- tered around the use of radio direc- tion finders either at shore-based radio compass stations on the fre- quency 375 kc. or on board ship in conjunction with shore-based radio beacon stations operating in the 290- 320 kc. band. While radio direction finders and radio beacons still are useful navigating tools, the wartime developed radar and loran are of great assistance in navigating under conditions of poor visibility because of radar's ability to detect objects without dependence upon a signal being radiated by the object and loran's extension of the useful range of radio navigation facilities. The International Convention on Safety of Life at Sea requires that the contracting governments under- take to provide for the rescue of per- sons in distress at sea. The Conven- tion on International Civil Aviation contains similar provisions with re- spect to rendering assistance to air- craft in distress. While the wording of the two conventions is different, the objective is the same, namely, to provide greater safety and security for the passengers and crew of sur- face ships and aircraft. The basis for a successful search and rescue agency is an adequate communication system properly used. The global marine communications system fur- nishes the necessary link for surface craft, and through the provisions of various international treaties, is inte- grated with the communication sys- tem of aircraft to form the combined network upon which the search and rescue agency is dependent. This briefly traces the history of maritime communications. Through the joint efforts of the maritime na- tions, a successful global marine com- munications system has been devel- oped. Moreover, through the ma- chinery established by international agreements, future progress toward the improvement of the world-wide system is assured. OiA/t^ Q. When must the steering gear be tested by a licensed officer? A. On all vessels making a voyage of more than 48 hours duration, the entire steering gear should be exam- ined and tested by an officer of the vessel within a period of not more than twelve (12) hours prior to de- parture. On other vessels similar ex- aminations and tests should be made at least once each week. Q. When running well off the wind or running free in a sailboat, how can a sudden gust of wind be met which threatens to capsize the boat? A. Slack the sheet to spill the wind out of the sail and luff the boat up into the wind at the same time. Q. Before painting canvas, what should be done, and why? A. Canvas should be wet before painting; some advocate soapy water, others plain fresh water. This keeps the canvas fairly pliable as it thus takes much less paint than when dry. Q. Explain the purpose of ex- traction, or bleed, steam, and how it is obtained. A. Extraction steam is used to augment the auxiliary exhaust or back pressure steam which serves to heat the feed water and low pressure distilling plants, seal the shaft glands, and cushion auxiliary machinery. It is extracted during near full load con- ditions from the later stages of the main turbine via bleeder connections in the casings. Some approved means must be provided to prevent steam from entering the turbine via the bleeder connections. Q. What is a cross-compound turbine? A. A cross-compound turbine is a form of compound turbine in which the steam passes successively through two separate high and low pressure casings or turbines, each turbine driv- ing separate pinions of a reduction gear. Q. When a vessel is moored to two anchors, what is the most advan- tageous position for the cable shackles or detachable links in event of a foul hawse? A. When moored to two anchors the most advantageous position for the shackles or detachable links is on deck forward of the windlass wildcat, so that in the event of foul hawse they are readily available for detaching in order to take the turns out of the chain. Q. What precaution is necessary in taking a twin screw vessel away from a wharf? A. The inside propeller should not be used until the stern is well clear. Q. What precautions must be borne in mind by ships' officers when maneuvering vessels powered with a geared turbine drive? A. Vessels powered with geared turbines usually require separate tur- bines for backing purposes and gen- erally do not have the same amount of power that is available for forward drive. Q. What is the purpose and order of application of the two types of paints used on a ship's bottom? A. Anticorrosive paint is applied first to prevent corrosion of the steel surface, and then an antifouling paint to prevent or discourage fouling of the ship's bottom. Q. What is the purpose of load- lines on vessels? A. Loadlines are assigned to ves- sels with the purpose of affording a positive means for the ship's person- nel, law enforcement agencies, and other interested parties to determine if the vessel has been loaded in excess of the limitations. These limitations are placed on the ship by law for the various combinations of route, season, cargoes, and water densities that may be encountered. The loadline mark- ings are so placed that they assure the vessel has sufficient reserve buoyancy, compartmentation, and strength, as well as ample freeboard so that in combination with the other factors involved, she possesses reserve stabil- ity. Sufficient freeboard is required so that the deck provides a safe work- ing platform for the crew, and the hatches and other openings are high enough above the water to be secure from seas that may be encountered. Q. Explain why throttling of an engine in which saturated steam is used may produce superheated steam in the valve chest? Why is this unde- sirable? A. In a thi-ottling process the steam passes from a higher pressure to a lower pressure, at approximately the same total heat. As the steam at the lower pressure still has the same total heat, it is superheated propor- tionately with the pressure drop. Therefore, when steam passes through a steam admission valve, there is a drop in pressure without performance of work, which is not economical. 164 Oc/ober J 954 LESSONS FROM CASUALTIES COTTON WASTE The inherent hazard and persistent nature of fire in a cargo of cotton aboard ship were dramatically em- phasized last spring when a foreign freighter burned for three days in a Southern port of the United States. While bulk sulphur and other mate- rials which may have been combus- tible were near the area of the fire, it was determined that these mate- rials had not contributed to the origin of the fire, and the cotton cargo was the principal agent., Fortunately there were no lives lost and injuries were minor, although there was con- siderable damage to the vessel and to the cargo. Five hundred bales of cotton had been loaded in the bottom of No. 5 hold at one port eleven days before the fire. The remainder of No. 5 hold was loaded at another port with about 1400 bales of cotton linters and 55 large sealed drums of a commercial petroleum additive named Lubrisol. The flash point of this petroleum ad- ditive was about 430 degreees P, which is well above and beyond the flash point range of inflammable liquids prohibited by the Dangerous Cargo regulations from being loaded in the same hold as baled cotton. While this vessel was loading bulk sulphur in No. 4 hold at still another port, smoke was seen issuing from the goose-neck ventilator on deck, which was the common ventilator for No. 4 and No. 5 holds. No fire was seen in No. 4 hold where the bulk sulphur was being piled, but men in No. 4 hold reported that the after bulkhead next to No. 5 hold was unusually hot. Within one-half hour, the Master felt certain that there was definitely a fire in the cotton with which No. 5 hold was completely loaded. He ordered the discharge of 1,500 lbs. of CO: gas into No. 5 hold. No imme- diate effects of the CO:: gas were ap- parent and a smoldering fire con- tinued to discharge smoke from the ventilator. About two hours after the first de- tection of smoke, it was definitely established that the seat of the fire was in No. 5 hold and it was decided to have the vessel proceed immedi- ately -to a large nearby port where proper facilities were available to dis- charge the cotton linters and proper- ly combat the fire. The foreign freighter arrived and berthed in the large nearby port about six hours later with the fire still in a smoldering state. A city fireboat was standing by as the dis- charge of linters began. Within an- other eight hours the square of the shelter deck was completely dis- charged of linters and upon removal of the hatch boards of the 'tween deck, it was found that the entire surface of the cotton linter bales in the 'tween deck was burning. As many of the freighter's fire hoses as could be brought to bear and hoses from the fireboat were turned on the fire in No. 5 hold. Due to ex- cessive fumes and smoke which hin- dered fire fighting personnel tremen- dously, the fire gained during the next half hour, and it was decided to flood the lower hold. Water was pumped in through ballast lines. As the flood- ing stage rose in the hold, it seemed that the fire was being brought under control. However, about two hours after flooding began, an explosion occurred in the starboard refrigerated cargo boxes in No. 5 'tween deck followed by a violent flash which seemed to increase the intensity of and feed the fire in the cargo. Shore fire appara- tus was now called. Since the con- tinued efforts of fire fighters from the vessel's crew, from the fireboat, and from the shore brigade did not seem to be gaining control over the con- flagration, the Captain of the Port and a Port Commissioner ordered the vessel to leave the wharf and proceed to an anchorage. It was feared that the fire might spread to the wharf. Fire fighting was continued at the anchorage using all hose lines avail- able. As a result of the flooding of No. 5 hold, from below and from above, the water level gradually rose above the shelter deck and overflowed into No. 4 hold. Water also made its way by devious routes into the shaft alley, evaporator room, and engine room. With the flreboat, assisted by three tugs, pouring water into the ship the amount of water in the lower holds was too great to be handled by the ship's pumps. Gradually the stern of the vessel settled until it was rest- ing on the bottom at the anchorage, leaving only three feet of freeboard at the stern. One drastic measure taken to en- able the flre fighters to get at the heart of the fire was to cut 8-inch circular openings in various places in the main deck of No. 5 hold to allow water to be directed on the burning cotton in the shelter deck wings and onto the refrigerated cargo box in the forward end of the shelter deck. Toward the evening of the second day, the fire was somewhat under control and a barge was brought alongside. Unloading of cotton lin- ter bales and oil drums from the for- ward part of No. 5 shelter deck was begun by vessel's personnel and long- shoremen in order to get at the re- frigerator boxes which were burning with heavy smoke and acrid fumes. The intense difficulties of personnel working under these conditions pre- vented much headway in unloading and it was not until the following afternoon that access was gained to the refrigerator boxes. By the eve- ning of the third day the fii'e had been completely extinguished. While the partially burned and un- burned cotton cargo was being un- loaded the next day, a bale of cotton in the forward starboard corner of No. 5 lower hold was found to be burned and charred and the burlap covering on the immediately adjacent bales was also charred. The wooden battens on a trunk which led from the bilge valves in the lower hold up to the shelter deck next to the re- frigerator boxes were also completely charred along their entire length. It was concluded that the source of the fire was in this bale of cotton which was found to be most severely burned in the lower hold, and was due to spontaneous heating followed by ignition. Undoubtedly this original combustion was communicated up- ward on the wooden battens on the access trunk to the refrigerated cargo boxes, These boxes were insulated with cork covered by an asphalt seal- ing compound which, in burning, cre- ated dense smoke and biting acrid fumes. While at least one small fire, typical of the instantaneous type of ignition often encountered while loading bulk sulphur, had broken out in the sulphur in No. 4 hold before the fire in No. 5 hold was detected, this small fire was extinguished im- mediately, and no casual connection between this small fire and the later fire in No. 5 hold could be construed. Bulk sulphur is permitted to be loaded in the same hold as baled cotton provided certain precautions are taken. If cotton is stowed over sulphur, the sulphur must be trimmed and leveled and the hold thoroughly cleaned of sulphur dust. A tight floor of two 1-inch crossed clean dunnage boards shall be laid on the sulphur before the cotton is stowed. If stowed alongside each other in the same hold, the cotton and sulphur Ocfofaer 1954 165 must be separated by a tight wooden bulkhead constructed dustproof . When bulk sulphur is loaded in a lower hold, cotton shall not be stowed in a 'tween deck hold over it until such hold has been thoroughly cleaned of all sulphur dust and the 'tween deck hatch covers are in place and covered with tarpaulins and dun- nage. Bulk sulphur may not be loaded over cotton. There is no pro- hibition against stowing bulk sulphur and cotton in adjacent holds, as was the case in the above casualty, pro- viding the bulkhead between them is tight. No connection was established between the presence of the drums of petroleum additive in the upper part of No. 5 hold and the origin of the fire in that hold, although some of this liquid, flowing from damaged drums during the latter stages of the fire, may have contributed to the combustion. While the exact cause of the spon- taneous heating of a bale of cotton in the hold of this vessel will probably never be ascertained, there are sev- eral possibilities. The Dangerous Cargo Regulations contain many pre- cautions concerning the loading of cotton aboard ship, several of which are intended, among other things, to prevent spontaneous heating. For example: (1) All cotton (to be accepted for stowage aboard ship) shall be securely baled and bound and covered with bagging on at least three- fourths of its surface, including both ends of the bale. Poorly compressed bales shall not be accepted. Loose cotton shall not be accepted for transportation on board any vessel. (2> Bales that are wet or have been wetted shall be stowed separate from dry cotton, preferably in a 'tween deck, not overstowed. Bales that are saturated shall not be ac- cepted. < 3 1 Bales showing contact with oil or grease shall not be accepted. (4> Cotton shall not be stowed in a hold lately used for oil cargo un- less such hold has been steamed or otherwise cleaned so as to completely remove all traces of oil residue. Par- ticular care shall be exercised if the recent cargo contained any vegeta- ble or animal oils. Holds which have been recently painted shall not be utilized for cotton stowage unless thoroughly dry. 15 1 Cotton may not be stowed in a hold having a division bulkhead which is also a boundary of a boiler room, engine room, coal bunker, or galley unless such cotton is adequately dunnaged off the bulkhead. If ad- jacent to a boiler room, the space be- tween the cotton and the bulkhead must be at least 6 inches deep at all points: if adjacent to an engine room bulkhead, the space must be at least 2 inches deep at all points. Cotton, like other fibrous or finely divided materials, when contami- nated with drying or oxidizing oils, will heat spontaneously and under confined conditions where there is insufficient circulation of air to dis- sipate the heat as generated, ignition may occur. Such spontaneous heat- ing in cotton stowed closely in bales in the hold of a ship is particularly dangerous due to the lack of air cir- culation which will encourage igni- tion, and due to the extreme difficul- ties of locating the source of a fire caused in this manner and in com- batting it. Due to the millions of fibres in- volved in baled cotton and the pene- tration-resistant characteristics of such baled material, the cooling and extinguishment of baled cotton by solid streams of water is doubly diffi- cult. The addition to the fire-fight- ing water supply of various chemical wetting agents which serve to reduce the surface tension of the water in order to secure more rapid penetra- tion of baled fibres, hay, loose waste materials, forest litter, etc. is a grow- ing branch of the science of firefight- ing. However, such wetting agents are not usually available aboard ships nor would their use be possible in hose streams supplied by the ship's pumps from a sea suction. However, in case of a vessel fire involving fibrous ma- terials in the cargo when the vessel is alongside a dock, every attempt should be made to obtain modern shore apparatus which is equipped with the so-called "wet water" system. Any cargo fire is hazardous and de- structive. Casualty records indicate that fire in a cargo of cotton is not only hazardous and destructive, but persistent to the point of utter frus- tration. "Keep your cotton dry, cool, and clean" is probably the simplest possible summation of advice on load- ing this harmless-looking staple fibre. For all ship's personnel who have taken part in a 3 or 4 day fight against fire in cotton, the above advice will not require repeating. GAS FREE— BUT FOR HOW LONG? The importance of gas freeing any compartment or tank of a vessel which has contained petroleum prod- ucts, before hot work can be under- taken in the vicinity, was dramat- ically underlined by an explosion. A tank barge which had contained no cargo for at least 14 days was shat- tered by a devastating blast (see fig- ure 1 ) and one man lost his life. The explosion was apparently caused by the ignition of gasoline-air vapors by the acetylene torch of a yard work- man, although the gasoline cargo had been pumped out two weeks before and the barge had been certified gas free 7 days before the accident. , Having been brought to the ship- < yard with another barge for routine hull repairs, the tank barge which suffered the above fatality was the < first to be ordered gas freed. During \ the coui'se of an initial hull inspec- tion, a strong smell of gasoline was detected and instructions were given the yard foreman to have the barge thoroughly cleaned out in order that a Gas Free Certificate could be ob- tained. At this time several damaged portions of the hull were marked out with chalk for repairs, in particular one spot on each deck margin or gun- wale abreast No. 2 port and starboard tanks. Tank cleaning operations were begun two days later. Daytime temperatures were near 100° P. Since Butterworth equipment and steam were not immediately avail- able, the procedure used in cleaning tanks on this barge was to wash them out with a stream of cold water under pressure, until all gasoline in liquid form had been cleared out. The practice at this yard, apparently, was to wash out the entire barge for a period of about two hours, wait for an interval of several hours, and then start over and wash it out again and again until the yard foreman was satisfied all liquid petroleum product had been removed. During the first round of washing, the men who went into the cargo tanks wore gas masks because of the gasoline fumes. On subsequent rounds the masks were found unnec- essary. Normally the wash water would be pumped through the entire cargo pipe line while the cleaning process was under way. However, on this Occasion, because proper hose connections could not readily be made, water used for washing was sucked directly from the harbor by a portable pump and into the hose. Thus the cargo pipe lines and the entire cargo pump assembly inside the barge were not flushed out prop- erly, and may not have been flushed out at all. Two days after the cleaning opera- tion had been performed, a commer- cial chemist, who was properly certi- fied by the American Bureau of Shipping for the purpose of testing' vessels for gas, carried out an exam- ination of this tank barge and issued a Gas Free Certificate indicating that the tanks were safe for men and safe for fire. 166 Ocfcber J 954 Soon afterward, all tank hatch covers were closed because of rain. The covers remained closed for the next few days while sandblasting op- erations were carried out on the deck and on the sides. The evidence in- dicates that these covers were not opened between the time of the gas free certification and the moment of explosion. Following the completion of sand- blasting, it was decided by the yard management to begin removing the damaged deck sections which had been marked up for repairs. Several air blowers were available for venti- lation purposes but none was used to air out any of the tanks before start- ing burning operations. An explo- sion meter was also available but ap- parently nobody thought it was neces- sary to use it. The hatch covers to the two tanks where burning took place, and probably the covers to all cargo tanks, remained closed. On the morning of the fatal day, a yard workman was assigned the job of burning out a section of plating in No. 2 port tank. This burning was carried out without any untoward de- velopment. The burner was then in- structed to move his equipment over to the plate to be burned out on No. 2 starboard tank. He did this, lit his acetylene torch, stooped over and applied it to the deck: a violent ex- plosion occurred immediately, killing him instantaneously. The explosion shook the area within a mile radius. A detail from the local Coast Guard Port Security Unit, the City police emergency rescue squad, fire appa- ratus, and ambulances rushed to the scene. Several heavy steel members and other debris were strewn about the yard. The sister tank barge next to the one which had exploded was damaged. Window panes in nearby buildings were shattered and corru- gated metal sheathing on a warehouse 300 yards away was torn loose. The barge which had exploded suffered considerable structural damage in her cargo tanks and began sinking. She was quickly towed to a nearby shore and beached to prevent foundering. Fortunately there was little fire fol- lowing the explosion and this was im- mediately extinguished. Examination of the damaged barge on the day after the explosion indi- cated that the deep well vertical cargo pump with which it was equipped had a 20-inch cylindrical casing which extended through the deck down to within a few inches of the bottom of the barge. Between the bottom of the impeller in the lower end of this pump casing and the bottom of the casing itself there was a space approximately 4 inches deep which Ocfober 1954 could not be pumped out or vacated in any normal pumping process. How- ever, on the lower extremity of this pump casing was a 3 -inch capped nipple obviously installed for the pui'- pose of drainage. That this cap had not been removed for a long time was demonstrated in that it took two men with a 24-inch pipe wrench to remove the cap after the explosion. When the cap was removed, liquid gasoline drained out. An explosimeter showed a reading of 100% explosibility in the immedi- ate vicinity of this pump casing soon after the explosion. Eight days later a further test still indicated 100% ex- plosibility on the meter in this im- mediate vicinity and further traces of liquid gasoline were also detected at that time. The evidence was quite conclusive that the tank barge explosion was caused by the ignition of gasoline-air vapors which had originated from the cargo pump casing. The explosive vapor mixture had travelled from the pump casing through the cargo pip- ing and escaped into No. 2 starboard tank through either a leaky valve or joint, or an open valve, gradually set- ting up an explosive mixture in this tank. It is quite likely that had the drain nipple in the pump casing been re- moved, gasoline in this casing would have drained out and been flushed away and no explosive vapors been generated. It is also likely that or- dinary ventilation precautions to re- place the air or vapors in the tanks before any hot work was started could easily have avoided the explosion. Merely opening the tank access hatch would very likely have sufficed to warn the workmen of the lurking va- pors by sense of smell. Pilling the pump casing and the entire cargo pipe line with water would probably have prevented the release of explosive va- pors to a great extent. While the above simple and ele- mentary precautions were not taken and the hot work was begun under conditions which may be described as utterly blind to safety precautions, it is felt that a principal factor in causing the series of derelictions which led to such a grim outcome was a misunderstanding of the signifi- cance of the Gas Free Certificate. Tank Vessel Regulations require that no riveting, welding, burning, or like fire-producing operations shall be undertaken within or on the boundaries of bulk cargo spaces or in spaces adjacent thereto, until an inspection has been made to deter- mine that such operations can be un- dertaken with safety. Such inspec- tion shall be made, when in a port of the continental United States, by a gas chemist certificated by the Amer- ican Bureau of Shipping, if such services are reasonably available. It must be clearly understood, in the interpretation and application of this safety requirement, that the cer- tification of any compartment of a (Continued on page 17 D rUjHic 1. ■\b7 L AMENDMENTS TO REGULATIONS [Editor's Note. — The material con- tained herein has been condensed due to space limitations. Copies of the Federal Registers containing the ma- terial referred to may be obtained from the Superintendent of Docu- ments, Washington 25, D. C.l TITLE 46— SHIPPING Chapter I — Coast Guard, Depart- ment of the Treasury [CGPR 54-161 Miscellaneous Amendments to Chapter A notice regarding proposed changes in the navigation and vessel inspection rules and regulations was published in the Federal Register dated February 25, 1954, 19 F. R. 1056-1059, as Items I to XI, inclusive, on the Agenda to be considered by the Merchant Marine Council, and a pub- lic hearing was held on March 23, 1954, at Washington, D. C. The amendments to 46 CFR 50.01- 15 (d) and 55.07-5 (d) will permit the use of ultrasonic or other nondestruc- tive methods for determining the thickness of the outer walls of pipe bends after fabrication. These changes provide an alternate method for determining pipe wall thicknesses and will require a non-destructive method of examination of pipe wall thicknesses where the design tem- peratures of the piping will exceed 750' F. These amendments are based on Item II in the Agenda. The amendments to 46 CFR 52.01- 55 (a) and 61.20-15 (fi, regarding maximum allowable pressures for boilers constructed before November 19, 1952, provide that the maximum allowable pressure of a boiler may be recalculated on the basis of the regu- lations in effect at the time such boiler was contracted for or built, but in no event will the maximum allowable pressure be changed to peiTnit a boiler to operate with a factor of safety of less than four and a half. These amendments are based on Item I in the Agenda. The new regulation designated 46 CFR 52.65-15 (f) will require direct drains from boiler safety valves on new boilers or on replacements of ex- isting safety valves. This new regu- lation is based on Item I in the Agenda. A P P E N D I X The amendment to 46 CFR 52.70- 10 I a) covers certain detail require- ments for boiler nozzles, mountings and attachments. There are no lim- itations on butt-welded flanges. However, various restrictions are placed on boiler nozzles, mountings and attachments with flanged or welding or screwed ends. Slip-on flanges and socket-welded connec- tions may be used under certain conditions. This amendment is based on comments and data submitted in connection with the proposed regula- tion in Item I in the Agenda. The amendment to 46 CFR 55.10-1 , 71.25-20 lai i2), 91.25-20 I a) 111, and 91.25-20 la) i2i, add requirements regarding testing and marking for CO; cylinders used in hand portable fire extinguishers, and semiportable and fixed fire extin- guishing systems. These amendments are based on Item VIII in the Agenda. The amendments to 46 CFR 72.05-5 (h) and 72.05-10 (b), regarding structural fire protection of passenger vessels, 72.05-50 (g), regarding ven- tilation of auxiliary machinery spaces, and 72.05-55 ic), regarding furniture and furnishings in passageways and stairway enclosures on passenger ves- sels, clarify the requirements. These amendments are based on Item V in the Agenda. The amendments to 46 CFR 72.40-5 (a) and ib) and 92.25-5 (a) will re- quire on new passenger, cargo and miscellaneous vessels contracted for on or after January 1, 1955, that the maximum distance between courses of rails in guard rails shall be 18 inches. These amendments are based on Item VII in the Agenda. The amendments to 46 CFR 75.10- 15 (b), regarding lifesaving equip- ment for passenger motor vessels of less than 300 gross tons in the coast- wise service, 94.01-1 (a), regarding application of lifesaving equipment requirements to cargo and miscella- neous vessels, 75.15-90 and 94.15-90, regarding application of stowage and marking requirements for lifeboats and hfe rafts, 75.43-10 (a) and 94.43- 10 (a>, regarding the number of ring life buoys and water lights required, 94.45-1 (a) and 94.45-10 la), re- garding line-throwing appliances on cargo and miscellaneous vessels, 94.50-10 (a), regarding illumination for lifeboat launching operations on cargo and miscellaneous vessels, and 94.55-1 (a), regarding portable radio apparatus on cargo and miscellaneous vessels, clarify the application of such regulations. The amendments mod- ify the application of certain require- ments to vessels but do not change the requirements for such life-saving items. These amendments are based on Item IV of the Agenda. The amendments to 46 CFR 76.05-1, regarding fire detecting and extin- guishing equipment, 76.05-5 ta), re- garding manual alarm system, 76.05- 10 (a^, regarding the supervised pa- trol or watchman system, and 95.05- 10, regarding fixed fire extinguishing systems required, eliminate the ap- plication of certain fire prevention re- I 168 October 1954 quirements to motorboats and clarify the application of the regulations. The amendments to 46 CFR 76.50-10 and 95.50-10 clarify the requirements regarding hand portable fire extin- guishers, semiportable fire extin- guishing systems and exclude motor- boats from certain requirements with respect thereto. These amendments are based on Item IV in the Agenda. The amendment to 46 CFR 78.30-10 Ca), regarding supervised patrols on passenger vessels, eliminates the ap- plication of this requirement to motorboats. The amendment to 46 CFR 93.01-1 (a), regarding stability regulations, makes these require- ments apply only to vessels on an in- ternational voyage, which are con- tracted for on or after Noveniber 19, 1952. These amendments are based on Item IV in the Agenda. The miscellaneous amendments to 46 CFR Part 146 revise and bring up to date certain requirements govern- ing water transportation of certain commodities so that they will be as nearly parallel as practicable to the Interstate Commerce Commission regulations governing land trans- portation of the same commodities. These amendments also include cer- tain new articles of commerce, au- thorize additional shipping con- tainers for certain commodities, and revise certain marking and labeling requirements. The amendments af- fect 46 CFR 146.04-5, regarding list of explosives and other dangerous articles and combustible liquids; 146.20-3 (q), regarding shipment of new explosives; 146.20-7 (k), regard- ing explosive projectiles; 146.20-9 (a) and (di (1), regarding class B ex- plosives; 146.20-55, regarding electric lanterns or flashlights; 146.20-100, regarding class A, dangerous explo- sives; 146.20-200, regarding class B, less dangerous explosives; 146.20-300, regarding class C, relatively safe ex- plosives; 146.21-65 (c), regarding limited quantity shipments of inflam- mable hquids; 146.21-100, regarding transportation of inflammable liq- uids; 146.22-25 (b) , regarding lithium, aluminum hydride; 146.22-100, re- garding transportation of inflam- mable solids and oxidizing materials; 146.23-100, regarding transportation of corrosive liquids; 146.24-100, re- garding transportation of compressed gases; 146.25-200, regarding trans- portation of poisonous articles; 146.26-100, regarding transportation of combustible liquids; 146.27-100, re- garding transportation of hazardous articles; and 146.25-55 (b) (1) and (2) , regarding exemptions for class B, poisonous solids. These amendments are based on Item IX in the Agenda. The new regulation designated 46 CFR 147.04-5 and amendment to 46 CFR 147.05-100 add new require- ments regarding liquefied carbon dioxide for permanently installed fire extinguishing systems and require- ments regarding engine starting fluid. These amendments are based on Item IX in the Agenda. The specifications for various pyro- technic distress signals have been re- vised and brought up to date. The changes in the revised specifications published in this document deal pri- marily with the requirements regard- ing construction, performance, sam- pling, inspections, conditioning, and tests for such signals. These amend- ments are based on Item X in the Agenda. The specifications have been republished in their entirety in order to incorporate certain editorial changes required. The specification Subpart 160.021, regarding hand red flare distress sig- nals, contains amendments to 46 CFR 160.021-1 (c), 160.021-3, and 160.021-4, which revise and bring the specification up to date. The specification Subpart 160.022, regarding floating orange smoke dis- tress signals, contains amendments to 46 CFR 160.022-1 (b), 160.022-3, and 160.022-4, which revise and bring the specification up to date. The specification Subpart 160.024, regarding pistol-projected parachute red flare distress signals, contains amendments to 46 CFR 160.024-1 (c), 160.024-3, and 160.024-4, which revise and bring the specification up to date. The specification Subpart 160.036 regarding hand-held rocket-propelled parachute red flare distress signals, contains amendments to 46 CFR 160.036-1 (b), 160.036-3, and 160.036- 4, which revise and bring the specifi- cation up to date. The specification Subpart 160.037, regarding hand orange smoke dis- tress signals, contains amendments to 46 CFR 160.037-1 (d, 160.037-3, and 160.037-4, which revise and bring the specification up to date. The amendment to 46 CFR 160.040- 5 (c), regarding representative pro- duction tests of all rockets, was re- vised in accordance with the proposed amendment described in Item XI in the Agenda. The change requires representative production check tests on all rockets supplied, either with new appliances or as replacements for spent rockets. The specification Subpart 160 040, regarding impulse- projected rocket type (and equip- ment) line-throwing appliances for merchant vessels, has been also edi- torially revised and brought up to date. These amendments to the regula- tions shall become effective 90 days after the date of publication of this document in the Federal Register, ex- cept as otherwise indicated in the regulations. NAVIGATION AND VESSEL INSPECTION CIRCULAR NO. 2-54 5 August 1954 Subj: Placard forms; use of trans- parent materials in lieu of glass for posting of 1. Purpose. The purpose of this memorandum is to set forth a policy permitting the use of plastics in cases where the regulations require that certain forms be framed under glass for posting on board vessels. 2. Background. Inquiries have been received concerning the accep- tance of laminated acetate or other plastics in lieu of glass for the pm-- pose of protecting the various forms required by the vessel inspection laws and regulations to be displayed to the public on board vessels. 3. Discussion. The statutes and regulations requiring framing under glass were intended to protect the posted placards or forms and to in- sure their legibility for considerable periods of time. At the time that the statutes and/or regulations were made effective, the only available suitable material for the pui'pose in- tended was glass. Due to the com- paratively recent advances made in the field of transparent plastics it is considered desirable to permit the use of these materials in lieu of glass where possible. 4. Action. The following policy will be followed in all cases where glass is now required in accepting plastics in lieu of glass: a. All printed placard forms may be encased in laminated acetate or framed under clear transparent sheet plastic or equivalent. b. All fonns requiring entries or signature may be framed under clear transparent sheet plastic or equivalent. c. Where break glass type boxes are installed, plastics shall not be used in lieu of glass. 5. Effective date. Upon receipt. R. A. Smyth, Captain, U. S. Coast Guard, Acting Chief, Office of Merchant Marine Safety, By direction of the Commandant. NAVIGATION AND VESSEL INSPECTION CIRCULAR NO. 3-54 17 August 1954 Subj ; Revocation or denial of mer- chant marine documents to persons Ocfober J 954 169 convicted of narcotic violations or who are users of or addicted to the use of narcotic drugs. 1. Purpose. The purpose of this circular is to bring attention to the provisions of Public Law 500. 83d Congress, approved 15 July 1954. which provides authority for the rev- ocation or denial of merchant marine documents to persons involved in cer- tain narcotic violations or who are the users of or addicted to the use of narcotic drugs. 2. Discussion. Public Law 500 pro- vides statutory authority for the Coast Guard to deny issuing a docu- ment to a person involved in certain narcotics violations or to persons who are users of or addicted to the use of narcotic drugs. It also provides that if a person has been issued a docu- ment by the Coast Guard, then the Coast Guard may take action seeking to revoke the holder's document. This authority is specific and applies regardless of whether or not the holder of a Coast Guard docimient is acting under the authority of such a document. 3. Public Laio 500. This is an act to provide for the revocation or denial of merchant marine documents to persons involved in certain narcotic violations (Public Law 500 — 83d Con- gress, 68 Stat. 484) : "Be it enacted by the Senate and House of Representatives of the United States of America in Congress assembled. That when used in this Act— "(a) The term 'narcotic drug' shall have the meaning ascribed to that term by paragraph (a) of the first section of the Narcotic Drugs Import and Export Act, as amended (21 U. S. C. sec. 171 (ai), and also shall include marihuana as defined in section 3238 (b) of the Internal Reve- nue Code. "(b) The term 'Secretary' means the head of the department in which the Coast Guard is operating, "c) The term 'seaman's docu- ment' means any document author- ized by law or regulation to be issued to a merchant mariner by the Secre- tary. "Sec. 2. The Secretary may— la) deny a seaman's docu- ment to — ( 1 ) any person who, with- in ten years prior to the date of the application therefor, has been convicted in a court of record of a violation of the narcotic drug laws of the United States, the District of Columbia, or any State or Territory of the United States, which conviction has become final; or <2) any person who, un- less he furnishes satisfactory evidence that he is cured, has ever been a user of or addicted to the use of a nar- cotic drug; and (b) take action, based on a hearing before a Coast Guard examiner, under hearing procedures pre- scribed by the Administra- tive Procedure Act, as amended (U. S. C, title 5, sees. 1001-1011), to revoke the seaman's document of — (1) any person who, sub- sequent to the .effective date of this Act and within ten years prior to the institution of the action, has been con- victed in a court of record of a violation of the narcotic drug laws of the United States, the District of Co- lumbia, or any State or Ter- ritory of the United States, the revocation to be subject to the conviction's becoming final; or (2) any person who, un- less he furnishes satisfactory evidence that he is cured, has been, subsequent to the effective date of this Act, a user of or addicted to the use of a narcotic drug. Approved July 15, 1954." 4. Definition of narcotic drugs. a. The provisions of section 171 (a) of Title 21, United States Code, read as follows: "(a) The term 'narcotic drug' means opium, coca leaves, cocaine, isonipecaine, opiate, or any salt, de- rivative, or preparation of opium, coca leaves, cocaine, isonipecaine, or opiate: and the word 'isonipecaine' as used herein shall mean any sub- stance identified chemically as 1- methyl-4-phenyl-piperidine-4- c a r - boxylic acid ethyl ester, or any salt thereof, by whatever trade name des- ignated; and the word 'opiate' as used herein shall have the same meaning as defined in section 3228 (b) of Title 26." b. The provisions of section 3238 (bi of the Internal Revenue Code or Title 26 of the United States Code read as follows: "(b) The term 'marihuana' means all parts of the plant Cannabis sativa L., whether growing or not: the seeds thereof; the resin extracted from any part of such plant; and every compound, manufacture, salt, derivative, mixture, or preparation of such plant, its seeds, or resin; but shall not include the mature stalks of such plant, fiber produced from such stalks, oil or cake made from the seeds of such plant, any other com- pound, manufacture, salt, derivative, mixture, or preparation of such ma- ture stalks (except the resin extracted therefrom i , fiber, oil, or cake, or the sterilized seed of such plant which is incapable of germination." 5. Applications for documents. Every applicant for a seaman's docu- ment will be required to indicate on the application whether or not the applicant has ever been convicted of violation of the narcotic drug laws of the United States, the District of Columbia, or any State or Territory of the United States. If the answer is "Yes," the applicant will be re- quired to state the place, date, and particulars of each conviction. The applicant will also be required to in- dicate whether or not the applicant has ever used or has ever been ad- dicted to the use of narcotics. If the answer is "Yes," further information regarding the place, date, and par- ticulars of use or addiction to the use of narcotics will be required. An ap- plicant's failure to answer or refusal to answer one or more questions in the application will be considered as one of the reasons for refusal to issue the document in question. 6. Revocation of documents. In every case where there is reason to believe the holder of a seaman's doc- ument is no longer entitled thereto under the provisions of Public Law 500, 83d Congress, the Coast Guard will institute proceedings under the Administrative Procedure Act ( 5 U. S. C. 1001-1011) and R. S. 4450, as amended (46 U. S. C. 239 i, looking to the revocation of the Coast Guard document. 7. Action required. The coopera- tion of all persons concerned with or affected by Public Law 500. 83d Con- gress, is requested. All organiza- tions representing or dealing with persons holding Coast Guard docu- ments are requested to assist in dis- tributing the information set forth in this circular. R. A. Smyth, Captain, U. S. Coast Guard, Acting Chief, Office of Merchant Marine Safety. By direction of the Com.mandant. EQUIPMENT APPROVED BY THE COMMANDANT FUSIBLE PLUGS The regulations prescribed in Sub- part 162.014. Subchapter Q. Specifi- cations, require that manufacturers submit samples from each heat of fusible plugs for test prior to plugs 170 Ocfober J 954 manufactured from the heat bemg used on vessels subject to inspection by the Coast Guard. A list of ap- proved heats which have been tested and found acceptable during the period from 15 July to 15 August 1954, is as follows: The Liaikenheimer Co., Cincinnati 14. Ohio. Heat Nos. 479 through 483. AFFIDAVITS The following affidavits were ac- cepted during the period from 15 July to 15 August 1954: Biitteriuorth System. Inc., Foot of E. 22nd St.. Bayonne, N. J., Valves. Duoseal Corp., 8247 E. Firestone Boulevard, Downy, Calif., Valves & Fittings. Metal Goods Manufacturing Co., 106-110 S. Park Ave., Bartlesville, Okla., Valves & Fittings. ARTICLES OF SHIPS' STORES AND SUPPLIES Articles of ships' stores and supplies certificated from 29 July 1954 to 27 August 1954, inclusive, for use on board vessels in accordance with the provisions of part 147 of the regula- tions governing "Explosives or Other Dangerous Articles on Board Vessels" are as follows: CERTIFIED New Process Chemical Co., Inc., 121 Clay St., San Francisco 11, Calif. Certificate No. 171, dated July 30, 1954, "PROCESS 129 SPECIAL DE- GREASING COMPOUND." New Process Chemical Co., Inc., 121 Clay St., San Francisco 11, Calif. Certificate No. 173. dated July 30, 1954, "TRICON SELF-RINSE TANK CLEANER." R. C. D. Chemicals, Inc., 465 Straight St., Paterson, N. J. Certifi- cate No. 183, dated August 12, 1954, "F. O. T. #99." New Process Chemical Co., Inc., 121 Clay St.. San Francisco 11, Calif. ; Certificate No. 186. dated August 27, 1954, "TRICON PROCESS 14." New Process Chemical Co., Inc., 121 Clay St., San Francisco 11, Calif. Certificate No. 187, dated August 27, 1954, "PROCESS 130 SD." Neio Process Chemical Co., Inc., 121 Clay St., San Francisco 11, Calif. Certificate No. 188, dated August 27, 1954. "TRICON PROCESS 61." Neiv Process Chemical Co., Inc., 121 Clay St., San Francisco 11, Calif. Certificate No. 190, dated August 27, 1954, "TRICON GAS-FREE TANK I CLEANER." , Oc/ober J 954 Relief Officers (Continued from pnr/c 161) There are other casualties that may arise and which the Relief Mate must be prepared to meet. Damage to the ship's structure and gear may occur at any time during cargo operations. Or personnel may be injured about the vessel. It is essential that the Relief Mate know what emergency measures to take, what medical facili- ties are available, and what reports are required in these instances. Cargo and ship's stores must also be protected from damage and possi- ble pilferage. Where such conditions do take place the Relief Mate must know what reports are required. He must also know what company offi- cials are available to assist in correct- ing such situations. The value of a complete list of emergency telephone numbers supplied to each vessel for use by both the regular and relief officers thus becomes more evident. Many steamship companies carry specific types of cargoes aboard their vessels. Special means of handling and caring for this cargo in many cases have been developed. This may induce special docking problems, or loading or discharging situations with which a Relief Mate may not be fa- miliar. For this reason special in- structions available to the Relief Mate covering these situations are very helpful. It is true many of the points cov- ered appear routine to men who make a practice of staying with a particu- lar company or ship trip after trip. The knowledge and experience these men have picked up during this time helps considerably towards efficient operation of their vessel. Some means of imparting this special knowledge quickly to the Relief Officer, aboard for possibly one watch, is essential. The method arrived at by one steam- ship company to accomplish this is considered worthy of note. Gas Free — But for How Long? (Continued from pfif/c 167) vessel as "gas free", no matter to what degree, can only be held to describe the conditions of such compartment at the time that such certification is made. The presence of any hidden deposit of a petroleum product, such as the gasoline in the bottom of the pump casing in the above case, may well lead to the generation of additional vapors in that area. The character- istic of the metal of compartments which have contained petroleum products to continue to emit minute quantities of vapor from the pores of the metal long after the product has been pumped out may also lead, in time, to an explosive air-vapor con- U. S. GOVERNMENT PRINTING OFFICE: 1954 centration in the "empty" compart- ment. In view of these changes in vapor concentration which can take place in any compartment after it has been examined and pronounced gas free, the time limitation factor in the gas free certification must always be given serious consideration. For instance, there are casualty records on file at Coast Guard Headquarters which clearly indicate that compartments which have been certified gas free in the morning have become contami- nated by vapors and suffered an ex- plosion by the afternoon of the same day, hidden deposits of petroleum product being the cause. This condition may be caused, in part, by the heat of welding or burn- ing which would tend to accelerate the generation of vapors in the heated area. It is also quite possible that penetration of the structure by such operations as burning, drilling, or chipping may expose hidden pockets of petroleum product which will then generate vapors. There are casualty cases on record wherein the gas free certification has been made and at a later time a valve has been opened or disassembled, product has run out, and an explosion occurred. When it is remembered that the minimum concentration by volume of gasoline vapor in air necessary to have an explosive mixture is only about 1.5% and for other petroleum products the minimum percentage is similarly low. the need for extreme caution in relying on a compartment remaining gas free for a prolonged period, after it has been so certifi- cated, is readily apparent. The principal factor to be remem- bered when undertaking hot work on tank vessels is that a gas free certifi- cation only certifies conditions at the time of the chemist's examination and does not guarantee that any tanks or compartments will remain gas free. Due to the many unseen or unknown conditions, such as de- scribed above, which can lead to the generation of vapors after a gas free certification has been made, the safest attitude to be maintained con- cerning the propriety of conducting hot work in such compartments is one of continual suspicion. When there has been any appre- ciable delay since the gas free certifi- cation was made, and especially if there are any conditions such as the above-mentioned which would en- courage further vaporization, call the gas chemist again. The issuance of a gas free certificate every day work is continuing might seem, at the mo- ment, to be an unnecessary expense or nuisance, but weighed against the consequences of explosion, it is very low-cost insurance. 171 0NWERS>TV^,OF ftORlDA WATCH YOUR WEIGHT Will this winter cost you a tanker? The heavy weather ahead is going to be tough on both the ships and the men who sail them. Here is a way to ease the strain on both at one time. Brealc out the guidance manual for loading your ship. With the assistance of this manual a favorable distribution of cargo and/or ballast can be simply and accurately determined. Thus a serious hogging or sagging stress is avoided and a possible casualty averted. The necessity for the use of such a manual aboard T2 tankers is high- lighted by the fact that a series of structural failures in these vessels led to the preparation and distribution of a "Guidance Manual for Loading T2 Tankers" in 1952 by the American Bureau of Shipping. During the past few years the value of this information has become recognized to such an extent that similar loading manuals are being developed for most new tankships be- fore they leave the building yards. Whether you sail a T2 or not. the preparation and use of a loading guide is good insurance against a broken back; yours and the ships!