MERCHANT MARINE SAFETY PUBLICATIONS The following publications of marine safety rules and regulations may be obtained from the nearest marine inspection office of the U.S. Coast Guard. Because changes to the rules and regulations are made from time to time, these publications, between revisions, must be kept current by the individual consulting the latest applicable Federal Register. (Official changes to all Federal rules and regulations are published in the Federal Register, printed daily except Sunday, Monday, and days following holidays.) The date of each Coast Guard publication in the table below is indicated in parentheses following its title. The dates of the Federal Registers affecting each publication are noted after the date of each edition. The Federal Register will be furnished by mail to subscribers, free of postage, for $2.50 per month or $25 per year, payable in advance. The charge for individual copies is 20 cents for each issue, or 20 cents for each group of pages as actually bound. Remit check or money order, made payable to the Superintendent of Documents, U.S. Government Printing Office, Washington, D.C. 20402. Regulations for Dangerous Cargoes, 46 CFR 146 and 147 (Subchapter N), dated January 1, 1971 are now available from the Superintendent of Documents price: $3.75. CG No. 101 108 115 123 129 169 172 174 175 176 182 184 190 191 200 220 227 239 249 256 TITLE OF PUBLICATION Specimen Examination for Merchant Marine Deck Officers (7-1-63). Rules and Regulations for Military Explosives and Hazardous Munitions (5-1-68). F.R. 6-7–68, 2—12–69, 10–29–69. Rules and Regulations for Tank Vessels (5–1–69). F.R. 10-29-69, 2-25-70, 6-17-70, 10-31-70, 12-30–70. Rules of the Road-International-Inland (9–1–65). F.R. 12-8-65, 12–22–65, 2–5-66, 3-15-66, 7–30–66, 8—2—66, Rules of the Road-Great Lakes (9–1–66). F.R. 2—18–67, 7–4–69, 8—4–70. A Manual for the Safe Handling of Inflammable and Combustible Liquids (3-2-64). Manual for Lifeboatmen, Able Seamen, and Qualified Members of Engine Department (3–1–65). Specimen Examinations for Merchant Marine Engineer Licenses (7-1-63). Rules of the Road-Western Rivers (9-1-66). F.R. 9–7–66, 2-18-67, 5-11-67, 12-23-67, 6-4-68, 11-29-69, 4-3-71. Equipment Lists (8-1-70). F.R. 8-15-70, 9-29-70, 9-24-71, 9-30-71, 10-7-71, 10-14–71, 10–19–71, 10-30-71, 11-3-71, 11-6-71, 11-10-71, 11-23-71, 12-2-71. Rules and Regulations for Licensing and Certificating of Merchant Marine Personnel (5—1—68). F.R. 11–28–68, 4-30-70, 6-17-70, 12-30-70, 6-17-71, 12-8-71. Marine Investigation Regulations and Suspension and Revocation Proceedings (5-1-67). F.R. 3-30-68, 4-30-70, 10-20-70. Specimen Examination Questions for Licenses as Master, Mate, and Pilot of Central Western Rivers Vessels (4-—1—57). Security of Vessels and Waterfront Facilities (5-1-68). F.R. 10-29-69, 5-15-70, 9-11-70, 1-20-71, 4–1–71, Marine Safety Council Public Hearing Agenda (Annually). Rules and Regulations for Passenger Vessels (5-1-69). F.R. 10-29–69, 2–25–70, 4-30-70, 6-17-70, 10-31-70, 12-30-70. Rules and Regulations for Cargo and Miscellaneous Vessels (8-1-69). F.R. 10-29-69, 2–25–70, 4-22-70, 4-30-70, 6-17-70, 10-31-70, 12-30-70, 9-30-71. Rules and Regulations for Artificial Islands and Fixed Structures on the Outer Continental Shelf (11-1-68). F.R. 12-17-68, 10-29-69, 1-20-71, 8-24-71, 10–7–71. Rules and Regulations for Small Passenger Vessels (Under 100 Gross Tons) (7-1-69). F.R. 10-29-69, 2-25-70, 4-30-70, 10-31-70, 12-30-70. Fire Fighting Manual for Tank Vessels (7-1-68). CHANGES PUBLISHED DURING DECEMBER 1971 The following have been modified by Federal Registers: Subchapter N of Title 46 CFR, Federal Register December 7, 1971. 40 Pictured below are the results of a sea voyage with improperly stowed ammunition. These photos were taken in the holds of a ship-not the Badger State-which survived the improper stowage. Perhaps this is the sort of sight which greeted the crewmembers aboard the Badger State day after day. The hazards of improper cargo stowage need not be emphasized further. The message? Be safe; stow it properly! PROCEEDINGS OF THE MARINE SAFETY COUNCIL THIS COPY FOR NOT LESS THAN 20 READERS-PLEASE PASS IT ALONG Published monthly by the Commandant, USCG, in the interest of safety at sea under the auspices of the Marine Safety Council. Special permission for republication, either in whole or in part, with the exception of copyrighted articles or artwork, is not required provided credit is given to the Proceedings of the Marine Safety Council. All inquiries and requests for subscriptions should be addressed to U.S. Coast Guard (CMC/82), 400 7th Street SW., Washington, D.C. 20590. Use of funds for printing this publication has been approved by the Director of the Bureau of the Budget, May 21, 1969. FRONT COVER: Lykes' Brothers SEABEE Doctor Lykes is shown immediately following its launching in the Quincy Massachusetts shipyards of General Dynamics Corp. The first of three barge and inter-modal carriers to be completed for Lykes, the Doctor Lykes underwent her maiden voyage last January. BACK COVER: The behavior of an experimental floating oil barrier is watched by marine engineers from a lifeboat as the Coast Guard Cutter Point Thatcher stands by, during developmental tests. Tests were made using soybean oil, which is non-toxic and biodegradable, in place of crude oil. This barrier, with its series of aprons strung on supporting pontoons, is designed to operate in seas up to five feet, with a current up to two knots, and winds at 20 miles per hour. It can be deployed within four hours of notification of a spill. DIST. (SDL No. 94) A: abcdew (2); fghijklmnopqrstuv (1) B: n(40); c(16); e(5) ; f(4); gh (3); bkijnq(1) C: abcdefgimnou (1) D: i(5); abdeklmnsuvx (1) E: d(1) F: kjp(1) Lists 141 M, CG-13, CG-20 Rear Admiral H. S. Pearson, USCG Rear Admiral A. C. Wagner, USCG Chief, Office of Boating Safety, Member Rear Admiral W. M. Benkert, USCG Chief, Office of Marine Environment and Systems, Captain James H. Durfee, USCG Chief, Office of Public and International Affairs, Captain Douglas H. Clifton, USCG The membership may be expanded by the Ensign A. W. Vander Meer, Jr., Editor AVOIDABLE FIRE INJURES ON APRIL 16, 1971, William C. Chick, attendant at the Mobil Oil Corporation fueling pier on the Southern Branch of the Elizabeth River in Chesapeake, Va., was help ing to fuel the Tug Warrengas. He was on the pier, and he expected the tug's Chief Engineer to call over to him from the vessel, telling him when to slow or stop the delivery of diesel fuel and lube oil which were being pumped aboard simultaneously. The tug's diesel engine was idling during the fueling operation. At 9:45 p.m. Mr. Chick heard the tug's main engine speed up; and he looked toward the vessel. Moments later he heard a muffled explosion and saw flames coming out of the openings on the starboard side of the tug's engineroom and the galley as well as the stack cowl. He immediately secured pumping lube oil and ran to a protective enclosure on the pier. There he obtained a 150 pound capacity "Purple K" dry chemical extinguisher on wheels. He laid a protective screen along the dock near the Warrengas so that he could get to his fuel line and cut off the diesel fuel flow to the tug. Having accomplished this, he emptied the contents of the extinguisher into the engineroom, temporarily extinguishing the fire. Mr. Chick heard one of the vessel's crewmen calling for help from near the vessel's bow. The man said he could not see. The pier attendant told him to stay put until he could help him. At this moment a small fire reflashed in the engineroom, and Mr. Chick obtained two 30 pound capacity "Purple K" extinguishers from the pier and emptied them into the March 1972 THREE engineroom. Another crewman who had escaped unhurt from the stern of the Warrengas, arrived to assist the pier attendant. Mr. Chick handed. him a third 30 pound capacity extinguisher which he used to put out a fire in the tug's galley. The two of them helped to remove the injured man--the cook-from the bow of the Warrengas. The crewman who had assisted Mr. Chick, prior to his arrival to lend a hand fighting the fire, had rushed to a nearby telephone to notify the fire department and the Coast Guard. Personnel from the Chesapeake fire and police departments arrived at 9:51 p.m. according to their logonly 6 minutes after the fire broke out. By that time, firemen noticed, all machinery on the Warrengas was secured, and the vessel was quiet. But heavy smoke and diesel fumes were evident in the upper level of the engineroom. The pier attendant told the firemen that he believed the Chief Engineer of the tug was in the engineroom. Using self-contained breathing apparatus, firemen entered the Warrengas and found the Chief Engineer lying unconscious in the athwartship passageway located immediately aft of the tug's galley. At 10:05 a Coast Guard utility boat arrived on scene from Norfolk Station, followed by the Coast Guard Cutter Chock at 10:12. Chesapeake firemen had run firehose from shore to the Warrengas. The utility boat lay along the port side of the tug, and its crew ran a hose from their fire pump to the engineroom of the Warrengas, to serve as an emergency hose in the event of a reflash. From the time the firemen and the Coast Guard personnel arrived, scattered small fires were found in the engineroom (rags on top of the switchboard), in the galley, and in one stateroom. All fires had been completely extinguished by 10:55, but a watch remained through the night. The three burned men-the Master, the Chief Engineer, and the Cook-were all taken to the Burn Center at Norfolk General Hospital. All had to be hospitalized. After the fire a Coast Guard Investigating Officer inspected the tug and reported on his investigation of the casualty. He determined that negligence of the Chief Engineer of the Warrengas caused a sequence of events which culminated in the explosion and fire. The Warrengas moored starboard side to the Mobil fueling pier at about 8:45 p.m. the evening of the casualty. The Chief Engineer had remained aboard the tug the night before, and early that morning he had commenced work on the vessel's main engine. He decided to leave the engine operating at idling speed while the vessel was being fueled in order to further check its operating condition. In addition to the main engine, number one ship service diesel generator was operating and was on the line supplying electrical power to the vessel's electrical system. In preparation for the fueling, the sounding caps were removed from three of the four diesel fuel tank sounding tubes located in the deck of the centerline fore and aft passageway on the main deck level. The remaining sounding tube cap located 43 |