COAST GUARD
IN THIS ISSUE... Interpreting Marine Radar. Seleted Marine Collisions From Fisal Years 1957-59 and 1967-69. THIS COPY FOR NOT LESS THAN 2 READERS-PLEASE PASS IT ALONG PROCEEDING OF THE MARINE SAFETY COUNCIL Published monthly by the Command USCG, in the interest of safety at - under the auspies of the Marine Sahlr Counil. Speial permission for republi. lion, either in whole or in part, with._ exeption of opyrighted artiles or _.. work, is not required provided redit given to the Proeedings of the Marim Safety Counil. All Inquiries and req for subsriptions should be addrenel.. U.S. Coast Guard ICMC / 821, 4 7th Sn. SW., Washington, D.C. 2591. CONTENTS FEATURES Interpreting Marine Radar A Comparative View of Seleted Marine Collisions From Fisal Years 1957-59 and 1967-69 _ DEPARTMENTS Maritime Sidelights------------ ------------------------- Amendments to Regulations--- ---------------------------- PAGE 123 COVERS FRONT COVER: The S / T Overseas Alaska is shown disharging the last of her half million barrel argo at Chevron, Perth Amboy, prior to sailing for the first time from her home port. Built at Bethlehem Steel Corp.'s Sparrows Point Yard, owned by Overseas Corp., the 731 foot, 62,5 dwt vessel is a single-srew turbine redution gear-drive tanker reeiving the highest rating from the Amerian Bureau of Shipping. Courtesy Tow Line, Moran Towing, and Transportation Co., In. BACK COVER: Comparisons of ollision statistis from the late fifties and the late sixties (ontained in this issue) should suggest several areas where vessel safety proedures ould be followed more losely. 128 134 137 Admiral C. R. Bender, USCG Commandant The Marine Safety Counil of The United States Coast Gun Chlo#, Ollle of Publi and lnternolionol Choltmon Rear Admiral W. L. Morri1on, USCG Chit# Counsel, Member Rear Admiral Robert E. Hammond, USCG Chief, Ollle ol Operollons, Member Rear Admiral W. F. Rea Ill, USCG Chlo#, Ollle of Merhonl Morine Solety, Rear Admiral H. S. Pearson, USCG Chit#, Offie ol En9inHrln9, Membor Rear Admiral A. C. Wagner, USCG Chief, Offie of Booting Soloty, Mombor Captain James 8. MCarty, Jr. USCG Exeutive Seuetary DIST. (SOL No. 931 A: abdew(2); fghijklmnopqrstuv(l) B: n (4) ;(16 ) ;e(5) ;f(4) ;gh(3) ;bkijnq(l) C: abdefgimnou ( 1) D: i(5) ; abdeklmnsuvx(l ) E: d ( l ) F: kjp( 1) Lists 141M, CG-13, CG-2 122 Commandant or Chairman, Marine Counil to deal with speial prob irumstanes. T. A. DeNardo, Ating Editor
Relative Motion vs. True Trak Plotting INTERPRETING MARINE RADAR Jak Pansmith, President Pansmith Navigational Devies Artiles have been printed in pre :Wus issues of the Proeedings de :-ribing relative motion methods of _,lotting information obtained from -adar. The author of this artile pre.ents his views on plotting the same :formation by the true motion (or TUe trak) method instead of by the elative motion method. His views ::re presented not to endorse them but.;j bring them to mariners for their oughtful onsideration. The Coast $uard feels that onsideration and aluation of any method designed to event ollisions at sea an only lead :> better understanding of the prob :ms involved and tend to lessen the.riurrene of suh ollisions- Editor. -::HE NEED TO PLOT AND IN- -:-ERPRET RADAR DATA _.\DAR GIVES the bearing and.:stane off of objets shown on the "'2dar sreen at the instant of obser- ion. I t does not give a history of.::b"t events. A single inspetion of the..:dar sreen at any one instant an be used by itself to analyse a sit.;;ltion. I t is neessary to make a plot.: the movements or nonmovements the data derived from the sope at.:ned intervals. This plot must be ited in a manner that will present =isual piture whih an be rapidly..:xi learly interpreted. For antiolon purposes, the plot must: ( 1) v whih ontats may beome 1971 problems; and (2) serve as a basis of a solution for appropriate evasive ation. PRESENT MANUAL "RELA TIVE MOTION" PLOTTING TECHNIQUES Sine the advent of radar for shipboard use, the '"relative motion" plotting tehnique has been the aepted method taught by all U.S. authorities-bowdith, Dutton, H.O. Maneuvering Board Manual, I-LO. Radar Plotting Manual, Marad's Radar Manual, and others. That it is onfusing, ambiguous, and subjet to misinterpretation, is shown by the fat that a True Plot is usually employed to explain the "relative motion plot." Over the past 25 years, many offiers and radar experts have proposed various methods to make it more understandable. Thayer Hengst, Peterson, Oliver, Brown, Slak, Wylie, Burger, Oudet, Fonda, Lubin, and others, all ontributed suggestions to larify the "relative motion plot." The fat remains, it is not understandable to most offiers and is very diffiult to interpret. To quote from the U.S. National Transportation Safety Board Report on ollisions of Radar-Equipped Merhant Ships: ".Based on the analysis of all the tabulated ollisions was a lak of understanding of relative motion." (Italis supplied.) Mr. Jak Pansmith is president of Pansmith, In., H auppauge, N.Y., 11787, Manufaturers of Navigational Devies, member of the I nstitute of Navigation, Navigator in the U.S. Power Squadron and member of the R adio T ehnial Committee for Marine Servies on Radar and R adar Plotting. THE CASE AGAINST "RELA TIVE MOTION" RADAR PLOT TING "Relative motion" radar plotting tehniques require the observer to form a mental piture in his mind's eye of the past and developing situation to determine evasive ation to prevent a ollision. Unless you are a "Dunninger" mindreader, this is pratially impossible. As an illustration-contats that move from dead ahead, or almost so, toward your position at the enter of the relative motion plot, an mean: ( 1) a ship is heading diretly toward you, R (2) a ship is going away from you, OR (3) a ship or objet is stopped or motionless (see ontats F, G, H of Relative Motion Plot Figures 2 and 3). If a ontat is going astern from the enter of the plot, it may mean the ship is going in a forward diretion NOT astern (see ontat D). 123
lfl I (I ITT MtM,M, f:ji R:e,Lm r -.- m is always parallel to M1 -- M1 <...... "' 3?. I I I I RELATIVE MOTION RADAR PLOT THE TRUE TRACK RADAR PLOT gives the atual positions, ourses and speeds of own ship and other vessels. Compare larity and interpretation of same radar data with onventiona. relative motion plot at lef Figure ].-Comparison of Relative Motion and Trne Motion Plots of single ship enounter. A motionless pip means a ship.is moving on a parallel ourse at same speed as your ship (see ontat C). Also, two sales usually ar neessary, one to determine speed and the other for distane; often they are onfused. How an an offier be expeted to mentally interpret these situalions orretly and take appropriate evasive ation, partiularly if any ship on the plot hanges ourse or speed? 124 We must onlude: The Relative Motion Radar Plotting Tehnique is AMBIGUOUS, CONFUSING, VISUALLY UNDECIPHERABLE, TIME CONSUMING, ARCHAIC, Al\T]) OBSOLETE and has been a ausal fator in many ollisions. "PASS IV E KNOWLEDGE WITHOUT ACT!VE AWARE NESS"- Sir Robert Watson-Watt. TllE '"l'rue TRACK/' GE GRAPHICAL OR NAVIG TIONAL RADAR PLOTTI.\ TECHNIQUE The TRUE TRACK reates a hart of a part of the ear! surfae and a measure of that of the earth. 'I1he true plot gives atual distane and diretion movement to ONE seleted sale. If either own ship
::.i, ::: "' - o - r-1 - N.gure 2.- R elative Motion Plot made with grease penil on sope. Radar on 1 mile range. Own Ship Course-. Speed-1. knots. t.1!a.nge ourse and/ or speed sine the -:evious ;bse1vation, the atual posins will be indiated on the true.!ot at the instant of the next obser _tion. I t provides ontinuous traking of all ships in real time. With the new True Trak method, the plot of the situation is onstruted in seonds. It utilizes the essential information readily available from any marine radar regardless of make or age-that is: the TRUE BEARING AND RANGE OF Al OBJECT, AT THE INSTANT OF OBSER VATION. 125
8 = Other Ship TYPICAL ANALYSIS OF THE TRUE-TRACK RADAR PLOT SYMBOLS: = A Own Ship f.\ = Projeted Positions I I J on perman reusable plot sheet with o nary lead p Same situatw in FigurP. 2. 126 Ships A, E, F ShipB ShipC ShipD ShipE Ship F ShipG ShipH Ship I ShipJ Bearing Lines are parallel and ranges dereasing Bearing Lines are rossed Bearing Lines are parallel but range is onstant Bearing Lines opening aft Bearing onstant dead astern with ranges dereasing Bearing onstant dead ahead ranges dereasing Bearings plot at same point Bearing Lines pratially parallel ranges dereasing Bearing Line opening forward Bearing Lines are random Collision Risk Passing Situation (hek ranges) Other ship on parallel ourse on same heading and speed Own ship passing ahead Other ship is overtaking on ollision ourse Head-on ollision risk Fixed objet (ship at anhor buoy, et.) Own ship overtaking - Assess risk of ollision Other ship passing ahead Other ship hanging.ourse.
Beause it presents a graphially - piture, the measures neessary -:event a ollision are readily dis- -ill>le and an be interpreted even.:nskilled personnel. _ US COMPARE THE TWO HODS :re 1 shows a relative motion :ldd a lrue trak plot of the same.e ship enounter. Whih is more..;igible? Figure 2 shows 12 ship ontats ;,..:ed. with the relative motion :..."'ol on a refletosope surfae - a grease penil. Can it be readily reted? If radar range sale is d or any ship hanges ourse speed, the plot beomes onfused :. ambiguous. To determine ourse, and CPA of eah ontat re.=es additional tedious and t.ime g operations. The triangular..ors that must be onstruted..jd make llls plot an undeiphera ::naze. :re 3 is the true trak plot of same multiple ship situation as _ :n in Figure 2. It presents a ;:ure as it would appear to the eye ;_ar wealher. Any ship's hange of..rse or speed an be readily de 'P!d and the radar range sale an swithed at any time without _,essitaling a hange in the plot e. hih plot would you prefer to ;.:rpret and evaluate, if you were upon to make a quik deision e\.'asive ation to prevent a ol... a with any one or all ships shown? -. SUMMARIZE THE ADV AN GES OF THE TRUE TRACK WAR PLOT ( 1) A manual plotter is availadesigned, and instrumented to -ide instantaneous analysis of :res, speeds, and ollision risks of pie ontats from the ranges and..;.ngs shown on the radar sreen. ili a speially designed parallel the true bearing and range of radar ontat an be reorded in ':ONDS on the plotting sheet. (2) Courses of all ontats an be determined in SECONDS with the same parallel rule. ( 3) A template, provided for measuring the length of ourse lines, gives the distane traveled and the speed is determined from a supplied Time-Speed-Distane table. At the same time, the template is used to draw the silhouette aspet of all ships. This operation an be performed in SECONDS. ( 4 ) The CPA for any ontat also may be extrated in SECONDS from the True Plot. H owever, if own ship or other ships hange ourse or speed, the GP A is worthless and, in our opinion, an lead to a false sense of seurity, partiularly if it shows a safe learane whih is subjet to hange at any instant. Court D eision On Unseaworthiness The U.S. Supreme Court dealt with a ase involving the differene between negligene of an individual and unseaworthiness of equipment in a January deision. A longshoreman had been injured by a loading sling lowered "too far and too fast" by a winh operator. The ourt said that "neither before or after this ourrene was any diffiulty experiened with the winh, boom, fall, sling, or any other equipment or appurtenanes of the ship or its argo." The worker sought ompensation and brought suit under the dotrine of unseaworthiness. The deision stated that- A major burden of the Court's deisions spelling out the nature and sope of the ause of ation for unseaworthiness has been in- ( 5) By analysing the lines of bearing in Figure 3, note how the situation is readily apparent by eye. (6) The True Plot an be used to establish a permanent reord on the Plotter's base of any blind setors aused by obstrutions in the line of the antenna Canner. (7) The True Plot, when made to the sale of the hart in use, may be overlayed on the hart to fix the ship's position and show any navigational hazards that might influene evasive ation. This may be aomplished on the bridge without loss of night vision, illumination being supplied by red light. The author invites omments and disussions of this artile-either onurring or ontrary views. :f; sisten upon the point that it is a remedy spa.rate from, independent of, and additional to other laims against the shipowner, whether reated by statute or under general maritime law. More speifially, lhe Court has repeatedly taken pains to point out that liability based upon unseaworthiness is wholly distint from liability based upon negligene. The reason, of ourse, is that unseaworthiness is a ondition, and how that ondition ame into being-whether by negligene or otherwise - is quite irrelevant to the owner's liability for personal injuries resulting from it. Finally the Court onluded: What aused the petitioner's injuries in the present ase, however, was not the ondition of the ship, her appurtenanes, her argo or her rew, but the isolated, personal negligent at of the petitioner's fellow longshoreman. T o hold that this individual at of negligene rendered the ship unseaworthy would be to subvert the fundamental dis tintion between unseaworthiness and negligene that we have so painstakingly and repeatedly emphasized in our deisions. ;f; 127
A COMPARATIVE VIEW COLLISIONS FROM FISCAL YEARS A major slatistial study of seleted marine ollisions in the late fifties and late sixties was ompleted by the Coast Guard's Offie of Merhant Marine Safety earlier this year. The two time periods hosen for omparison were the entire fisal years of 195 7, 1958, and 1959 and those of 1967, 1968, and 1969. Although every attempt was made to standardize the information available from reports of marine asualties during these periods, several unavoidable limitations persisted. Perhaps most important for purposes of omparison between the two periods was the widespread lak of full information in the basi reports. In addition asualties studied were limited to those ourring within the Coast Guard's jurisdition and further limited by the exlusion of ollisions ourring on the Western Rivers, above Baton Rouge, La. A total of 199 ollisions were onsidered from fisal years 1957, 1958, and 1959 and 218 ollisions were studied from fisal years 1967, 1968, and 1969. Figure I, illustrates the omparison between the two time periods in terms of the number of ollisions ourring at different times of the year. With an overall inrease of 9.5 per- 128 COMPARISON OF COLLISIONS BY MONTH /SEASON OF OCCURRENCE Sprina Summe Fall Winter ent, there were speifi inreases of larger amounts in the months of November, February, April, May, and J une. Collisions inreased only 3 perent during the winter months of Otober through Marh, but jumped an appreiable 19 perent during the remainder of the year. Similar Figure 1 umber of ollisio 2 15 1 weather onditions prevailed ir. enough of the omparative ollisiom so as to affet the results only inidentally. Although no high degree o orreiation appeared to exist betweei: month of ourrene and number t. ollisions, there did appear to be some seasonal variation. July 1971 o d l d r : r d o h r J
OF SELECTED MARINE YEARS 1957-59 AND FISCAL COMPARISON OF COLLISIONS BY LOCAL HOUR OF OCCURRENCE.---------------------------------------------------.number of ollisions 14 4 8 12 hour( loal) Figure 2 Figure 2, illustrates data obtained on the number of ollisions reported during eah hour of the day. Jn isolated instanes during the hours of darkness, there were substantial inreases in the number of ollisions from the fifties to the sixties. One statisti remained relatively onstant during both periods-over 5 perent of the ollisions ourred in the 1 hours from 2 through 5 loal time. 16 2 Figure 3, ontains information on the hange in number of ollisions involving two U.S. vessels, a U.S. vessel aml a foreign vessel, and two foreign vessels. U.S./ foreign ollisions inreased by well over 5 perent\\ hile U.S. / U.S. ollisions dereased by about the same amount. Foreign / foreign ollisions remained onstant. COMPARISON OF COLLISIONS BETWEEN FOREIGN AND U.S. VESSELS United States/ Foreign/ Foreign/ U n i "t e d St a t es U ni "t e d S tates F oreian FY 1957, 19 58,1959 FY 1967, 1968,1969 1 4 85 69 139 (number o f ollisions) Figure 3 1 1 July 1971 t12i- 24-ll- :! 129
FY 1957, 1958, 1959 FY 1967, 1968,1969 FY 1957, 1958,1958 COLLISIONS AS A FUNCTION OF TONNAGE OVER 1, (with) under over 1 1-5 5-1 1 ' ' 21 14 11 8 59 5 23 14 5, - 1, (with) under over l,ooo 1-5, ooo 5-lo,ooo 1, 45 12 1 2 11 ' Figure 5, shows information on ollisions as a funtion of vessel lassifiation. No major hanges were noted between the two periods. As with the preeding figure, here it appears that dissimiliar vessels a re more likely to ollide than ar vessels with the same lassifiation. COLLISIONS AS A FU NCTION FY 1967, 1968,1969 FY 1957, 1958,1959 FY 1967, 1968,1969 FY 1957, 1958,1959 47 6 21 23 1, - 5, (with) under over 1, 1-5 5-1 1 ' ' 31 9 12 14 23 2 6 5 UNDER 1, (with) under over 1, 1-5, 5-1, 1 36 31 45 21 ' OF V ESSEL CLASSIFICATIO N Combined Fisal Years 1957, 1958, a nd 1959 Passenger....... 1 Freighter........ 26 Tanker...... 11 Tug a nd Tow... 9 Other..... 6 I- "'O Oi J:! -" a> :> 6 I- I- - - - Combined Fisal Years 1967, 1968, and 1969 ii ii '" a>.. I... - - 3 2 4 21 33.... 2 8.... 19... FY 1967, 1968,1969 13 12 23 47 59 Figure 4 Figure 4, indiates a derease of approximately 25 perent in the total number of ollisions ourring between vessels of the same size and a similar inrease in the ollisions between vessels of liltrent sizes. T he "UNDER 1," ategory ontinued through both periods to involve the largest number of ollisions. "'O ii J:! 6 '" ::> I- ii -"" - - Passenger.... 3 1 Freighte.r... 36 46 24 Tanker... 1 28 5 Figure 5 ii ii '" a> ; g.: - - 3 1 5.......... Tug and Tow.... 5 4.......... Other.... 2............. July 1971
RULES OF THE ROAD/VESSEL LOCATION/SITUA TION Appliable Rules of the Road Loation Situation "'O "'6. Iii :E Fisal years: 57, 58, and 59...... 153 2 67, 68, and 69....... 118 72 Perent hange........ - 22.9 + 36. -- Figure 6, sets up omparisons between appliable rules of the road, loation of the ollision, and the type of situation. A derease of almost 25 perent was noted between the two deades in the number of ollisions ourring in areas governed by the Inland Rules of the Road and a derease of 3 perent was noted in Great Lakes ollisions. Collisions under T ntemational Rules of the Road more than made up the differene with an inrease of 36 perent over the two deades. An inrease of just under 35 perent was noted in the number of ollisions ourring in open seas whrea; only small inreases ourred in ongested waters and narrow hannels. T he number of ollisions in meeting and overtaking situations dereased by approximately 2 and 15 perent, respetively, while rossing situations inreased 5 perent. -- Combined Fisal Years 1957, 1958, and 1959 :.. en.:l le -;.....J l!! Vl -::;.. en.. en -.. ;.o -..!> a... :: i ;Q::.. g.. 1 (.!) z v u Vl... Q. 6V.. > "' 6 ------- - - 26..... 26 56 117...... 1-4 4 38...... 17 18 1 35 6 121...... 81 42 33 62-3.8... 34.6 7.1 3.4-22.1 5. - 13.2......... Figure 6 PASSING SIGNALS Combined fisal Years Combined Fisal Years 196 7, 1968, and 1969 1957, 1958, and 1959 Agreement Reahed...... 33 Agreement Reahed.......... 35 Agreement Not Reahed....... 152 Agreement Not Reahed... 164 Unknown......... 14 Unknown....... 19 "'O "'O "'O...... "'O "'O "'O ::I -a,. ::I "'O.... Vl "'O Vl Jl "'O,...,. Vl Vl.. z "'6 z.. "'.. a Vi "'6 ->I..:L en en :::> Vi Vi "' :::>... Vi "' Vi "',_ ------ Signals Sounded....... 3 41 67 Signals Sounded...... 4 34 72 Signals Not Sounded... 1 72... Signals Not Sound ed... 6 16 39.... Unknown........... 15....... Fol Signals Sounded.... 4 34...... Un nown... 9............ VISIBILITY Combined Fisal Years 1967, 1968, and 1969 : : "' C» :.. >.! >. ->I..i a I- I- --- - - --- - Under 2 Miles....... 31 19 3 Under 2 Miles... 45 35 2 2 to 5 Miles... 7 12 2 to 5 Miles........ 6 12 1 Over 5 Miles...... 41 8 6 O ver 5 Miles...... 35 79 3 I - -- Figure 8..i Figure 7 Fip,ure 7, provides strong support for the need to use whistle signals. In both time periods, over 3 ollisions ourred despite the fat that a passing agreement had been reahed. There was nearly a SO-perent derease in the number of ollisions ourring in ases when signals had not been sounded by either vessel from the fifties to the sixties. Figure 8 provides information on the onditions of visibility at the time of ollision. T he greatest number of oilisions ourred during darkness and when the visibility was over 5 miles. July 1971 131 '
INITIAL CONT ACT Combined Fisal Years 1957, 1958, Combined Fisal Years 1967, 1968, and 1959 and 1969.... J::... I "'ti "'ti I a. e e.. ; g; -; 'ti "'ti -;.,, "'ti "'.,, "'ti.: ::> ::> ::>.. > > ::::> Vl a:: ::::> v a:: Vl --- - -- - ----- Radar....... 2 3 13 11 Radar..... 13 1... 3 4 Visual... 11 1 138... Visual... 27 5 1 5 121... Sound... 2 3......... Sound... 1................. Undetermined... 15......... Radiotelephone........ 1.......... Collision... 1.............. Undetermined... 1...................,, a:: - 19 Figure 9 indiates the means by whih initial ontat was made between the vessels involved in the ollision. l n the largest number of ases, ontat was made by visual observation. figure 9 RULES OF THE ROAD VIOLA TlONS Figure JO lists the Rules of the Road by Artile/Rule and provides information on the number of violations of eah involving ollisions during the two time periods. Some inreases ranged as high as 1,9 perent with some minor dereases. Overall, there were 688 violations in the sixties as opposed to 37 for the fifties, an inrease of 124 perent. The violations listed are those whih, in the opinion of the reviewer, ourred even though the evidene may have been insuffiient to initiate appropriate remedial at.ion against the personnel or vessels involved. Artile/Rule 2.............. 3.............. 4-1........... 11....... 15....... 16.... 17............. 18 Rule I........ 18Rulelll...,.... 18 Rule V...... 18RuleVlll........ 19.... 2........ 21........ 22.... 23.... 24.......... 25.... 26........ 27............. 28.... 29... Total Fisal Years 1957, 1958, and 1959 1 1 NA NA 8 64 6 55} 3 15 17 13 NA 1 1 2 15 27 3 3 4 44 Total Fisal Years 1967, 1968, and 1969 3 5 1 27 68 83} 1 183 19 38 1 31 4 15 76 3 58 23 35 Perent Change -1 +2 +2 +6-1 +s +15 +1 +12 +192 +9 +21 +1,9 +182 +1,833 +475-21 figure 1 132 July 1971
CAUSES Desription Total Fisal Years 1957, 1958, and 1959 Exessive Speed......................... 77 Insuffiient Power................. 9 Wrong Side of Channel................... 58 Failure To Sound Signals.......... 45 Meeting Situation, Turned Left......... 27 Crossing Situation Burdened, Failed To Give Way.................... 24 Failed Ta Stop or Bak................. 15 Evasive Maneuvering Too Little or Too Late. 21 Overtaking Vessel Failed To Keep Clear.... 29 Overtaken Vessel Failed Ta Maintain Course. 6 Wind, Sea, or Current Were Fators........ 12 A greement Reahed, Vessel Sheered....... NA Agreement Reahed, Other.......... NA Cross Signals.............. NA Evasive Ation Not Prudent.......... NA Total Fisal Years 1967, 1968, and 1969 81 12 74 96 29 32 53 69 24 9 32 11 27 12 27 Perent hange +s + 33 + 8 + 113 +1 + 33-1- 253 + 229-17 + so -1-167 Figure 11 attempts to provide statistis on the auses of the ollisions during the two time periods. For both periods, exessive speed, being on the wrong side of the hannel, and failure to sound signals predominated. Although information on some auses was not available in the fifties, all that were listed then, with the exeption of one ause, inreased from 7 to 25 perent in the 1-year interin1, Speifi inreases were largest for these auses, "failed to stop or bak," "evasive maneuver, too little or too late," "wind, sea, or urrrent were fators," and "failure to sound signals." Figure 11 Figure 12 attempts to attribute the ollisions to material or personnel failures. As ould be expeted, personnel failures aount for the largest share of the ollisions with mehanial breakdowns aounting for only a small number. No substantial inrease in the number or perentage of personnel failures was noted for the sixties. MA TERI AL/PERSONNEL FAILURES Fisal Years 1957, 1958, and 1959 Desriptio n Tota l Material Failure.................. 6 Personnel Failure............ 289 No Material Failure.............. 39 No Personnel Failure.......... 17 Material Failure Not Determined... 2 Personnel Failure Not Determined... 2 Fisal Years 1967, 1968, and 1969 Desription Total Material Failure................. 12 Personnel Failure................ 36 No Failure...................... 115 Combination Material/ Personnel... 3 figure 12 Desription DEATHS/INJURIES Total Fisal Years 1957, 1958, and 1959 Deaths........... 55 Injuries.......... 137 figure 13 Total Fisal Years 1967, 1968, and 1969 1 11 72 Perent Change + 11.8-47.4 Figure 13 ontains surpnsmg information on figures for deaths and injuries. From the fifties to the sixties there was a marked upsurge in the number of deaths from 55 to 111 or an inrease of 12 perent. This may reflet suh fators as the volatile na.ture of produts shipped and inreased traffi density in more reent years. The fatality statistis ontrast sharply with those for injuries; whih showed a marked derease in the sixties. :t July 1971 133
maritime sidelights Two Merhant Ships Reeive Top Awards Innovation in Rubber F endering Appears on The Gulf Coast The SS President Jakson and the SS Export Ambassador are sailing proudly as the reipients of two major merhant ship awards in reent months. The President Jakson reeived the "Gallant Ship" award reently in San Franiso for the resue of seven men from a sinking shooner in J anuary 197, while en route to New York in heavy seas. The President Jakson was notified through the Coast Guard's AMVER system that the shooner was sinking approximately 12 miles north of Bermuda. Capt. E. A. Olsen, master of the freighter, maneuvered his vessel alongside the shooner in 6-knot winds, managing to safely resue all seven rewmen from the shooner with no injuries to either rew. Aompanying the "Gallant Ship" award was a itation praising "the ourage, resourefulness, expert seamanship, and teamwork of her master, offiers, and rew." The award,.authorized by Congress, has been presented to 24 other United States and foreign merhant ships whih have partiipated in "outstanding or gallant ations aimed as saving lives or property imperiled in marine disasters or other emergenies." 134 Editor's Note: The Proeedings was on its way to the printer when we learned that Captain Olsen had reeived the maritime industry's highest award for distinguished seamanship, the Amerian M erhant Marine Seamanship Trophy. The presentation was made by Assistant Seretary of Commere for Maritime Affairs A. E. Gibson at a Maritime Day lunheon in San Franiso. The SS Export Ambassador won first plae in the 197 Annual Ship Safety Ahievement Awards dry argo ship ompetition, osponsored by the Amerian I nstitute of Merhant Shipping (AIMS) and the National Safety Counil's Marine Setion. Under the ommand of Capt. E. Shellenbarger, the ship was able to resue seven South Korean fishermen from their sinking vessel in Apxil 197. The master was fored to use a "baking down" maneuver twie in order to approah the sinking vessel and take all its rew aboard the Export Ambassado'r. The award, presented in November 197, was aompanied by a letter iting the resue by the Ex port Ambassador as "in the highest tradition of the sea and of tremendous redit to the entire Amerian Merhant Marine." This award is presented annually to Amerian-flag ships whih have performed outstanding feats of safety during the year. d; A novel idea in rubber fendering has appeared on the Tampa (Fla.) Eletri Co.'s new onrete pier. By fastening two hollow rubber fenders to the dok behind the onrete dolphins (just below the man's feet in the above photograph), hipping of the two strutures during doking operations has been effetively redued. ;!; 'l'he Goodyear Tire Rubber Oo. J uly 1971
NAVIGATION AND VESSEL INSPECTION CIRCULAR NO. 2-71 February 5, 1971 Subj: Pip e Stress Analysis Ca lulations; Proedure for Submission of Ref: (a) 46CFR56.35-l(a) (b) 46 CFR56.7-1{) () 46 CFR 56.1-1 PURPOSE To outline the material required to be inluded with the pipe stress analysis alulations whih are submitted to the Commandant, United States Coast Guard, for review using digital omputer failities. CANCELLATION Navigation and Vessel Inspetion Cirular No. 3-65, dated 29 April 1965, is hen: by aneled. BACKGROUND a. The majority of the pipe systems reviewed by the Coast Guard are reviewed solely for material and internal pressure. These systems do not require review by the Commandant and are normally reviewed by the nearest Marine Inspetion Offie or a field tehnial offie as desribed in 46 CFR 5.2-5 ( b) and ( d ). b. However, the thermal stress analysis required by referene (a) and the dynami analysis mentioned in referene (b) require the use of omputer failities. At th e present time these failitir.s are not available to the loal Marine Inspetion Offies and the field tehnial offies. Therefore, this review is perfo1med by the Commandant.. Pipe stress alulations submitted to the Commandant often do not ontain suffiient information for proper evaluatjon and approval. T he information required for the evaluation is also required for the design of a piping system and does not depend upon the method of analysis used. It is, therefore, readily available, and a omplete initial submission will greatly redue the time required for Coast Guard approval. ACTION Submissions of stress alulations for piping systems requiring review by the Commandant (MMT) should ontain the following in tripliate: a. A dimensioned isometri shemati drawing of the omplete piping system. The points for whih the stresses are alulated should be numbered in sequene. b. A desription of the method of analysis used. ( 1) If hand alulations are used, representative alulations should be submitted along with a tabular listing of the data desribed below. (2) If a digital omputer is used, a opy of the July 1971 input data and the omplete output should be submitted along with a brief desription of the program being used. A desription of the input and output formats and any speial odings used in the program should also be submitted for proper interpretation of the data. If the input data does not ontain all of the data listed below, a supplemental list of the missing data should be inluded.. For thermal stress analysis alulations required by referene (a), the following data is required: ( 1) For eah lype and size of pipe used in the system: (i) Pipe outside diameter in inhes. (ii) Pipe wall thikness in inhes. (iii) E:i... "Pansion oeffiient or thermal strain in mils (.1 inh) of expansion per inh of pipe length. This is the total thermal strain from datum (7 F.) to the design temperature. (iv) Modulus of elastiity in tension at datum (7 F.) inpoundspersquareinh. ( v) Poisson's ratio. ( 2) For eah anhor: (i) Coordinates of the anhor point. (ii) Extraneous anhor movements in inhes. (3) For eah bend: (i) Coordinates of the intersetion point of the inoming and outgoing tangents. (ii) Bend radius. ( 4) For eah branh intersetion point: (i) Coordinates of the intersetion point. (5) For eah valve, flange, or reduer: ( i) Coordinates of eah end of the omponent. (ii) Length of the omponent. (iii) Expansion oeffiient or thermal strain in mils (.1 inh) of expansion per inh of omponent length. This is the total thermal strain from datum ( 7 F.) to the design temperature. (iv) Modulus of elastiity in tension at datum (7 F.) in pounds per square inh. ( v) Poisson's ratio. (6) Coordinates of any additional points for whih the stresses are alulated. d. For thermal stress analysis alulations seeking the inrease.in the allowable stress range permitted by setion 12.3.2(d) of the Amerian National Standards Institute (ANSI ) Code B-31.1 (Power Piping), the following data is required : ( 1) The data required in 4.. above. (2) For eah type and size of pipe used in the system : 135
(i) lnlemal pressure in pounds per square inh. (ii) Weight of lhe pipe and insulation in pounds per inh of pipe length. ( 3) For eah hanger or restraint: (i) Coordinates of the point of attahment to the pipe or omponent. (ii) Translational or rotational!lexibility in inhes per pound or radians per inh-pound as appropriate for the type of hanger or restraint. (iii) Coordinates of the point of attalunent to the ship. (iv) Initial or dead weight load in pounds or inh-pounds as appropriate for the type of hanger or restraint. ( v ) Extraneous hanger or restraint movements in inhes or radians as appropriate for the type of hanger or restraint. ( 4) For eah valve, flange or reduer: (i) Coordinates of the entroid of the omponent. (ii) Weight of the omponent and insulation in pounds. e. For dynami stress analysis alulations mentioned in referene (b), the following data is required: ( 1) The data required in 4.. and 4.d. above. (2) A desription of the method of determining the aelerations on the syslm inluding all asswnplions made in the analysis. (i) If hand alulations are used, representative alulations should be submitted. (ii) If a digital omputer is used, a opy of the input data and the omplete output should be submitted along with a brief desription of the program being used. A desription of the input and output formats and any speial odings used in the program should also be submitted for inlerpretation of the data. ( 3) The resultant aelerations and their diretion osines.. If review of the materials and inlernal pressure is requested to be performed by the Commandant (MMT), it will require submission of all of the data listed in referene ( ) in addition to the above listed data. ;f; NAVIGATION AND VESSEL INSPECTION CIRCULAR NO. 3-71 Marh 1 S, 1971 Subjet: Load Line-Bulk Liquid Carriers-Subdivision PURPOSE This irular is intended to larify the requirements of 46 CFR 42.2-5(a) with regard to the subdivision requirements for a bulk liquid arrier antiipating a TYPE A (tanker) minimum freeboard assignment. BACKGROUN D The International Load Line Convention 1966 ( ILLC 1966) in effet sine 21July1968 requires speifi interpretation wilh regard to several of its provisions. Some speial interpretive regulations passed by the Intergovernmental Maritime Consultative Organization (IMCO) were added in June 1969, (16 CFR 42.2-3). However, questions have arisen onerning the interpretalion of 46 CFR 42.2-5(a) and its relation to paragraph 42.2-5 (b). DISCUSSION The desription of a T YPE A vessel given in paragraph 42.2-5 (a) sets forth several equally weighted qualifiations for vessels arrying bulk liquids, most signifiant of whih involves the phrase "high degree of safety against flooding, resulting from the low permeabilily of loaded argo spaes and the degree of subdivision usually provided." I t is this phrase whih requires interpretation. Subdivision of tank vessels during most of the period under the 193 Load Line Convention was provided by two longitudinal bulkheads inboard of one-fifth the beam with transverse bulkheads dividing the argo spaes into 136 a number of set of triplet tanks. This was the experiene on whih the 1966 Conferene drew. This degree of subdivision, together with the fat that the vessel was essentially already flooded with the argo, lent the ability to withstand flooding of two adjaent ompartments withirt the argo length. This appears to be ontraditory to the wording in 46 CFR 42.2-5(b). However, it is emphasized that paragraph 5 (b) onerns empty ompartments only. I t was to insure onsideration of the suseptibility of damage lo an empty ompartment that the onvention delegates reated the disussion in paragraph 42.2-5 (b). INT ERPRETATION Interpretation of 46 CFR 42.2 with regard to the definition of TYPE A vessels and subdivision must plae primary emphasis on 46 CFR 42.2-5 (a) rather than allowing any ex-pansion of the "empty ompartment" setion. To do so would downgrade the normal level of safety in tanker subdivision. Aordingly, the meaning of the phrase disussed above "high degree of safety... " means that a TYPE A vessel must safely withstand damage penetrating to within onfifth the beam from the shell anywhere in the argo length of the vessel. This interpretation has already been applied to several vessels whose partiular design or density of argo required an exat instrution as to the meaning of Setion 46 CFR 42.2-5. d; July 1971
AMENDMENTS TO REGULATIONS Title 33 Changes Chapter I-Coast Guard, Department of Transportation SU BCHAPTER A-GENERAL PA RT 3-COAST GUARD AREAS, DISTRICTS, MARINE INSPECTION ZONES, AND CAPTAIN OF THE PORT AREAS Subpart 3.65-Thirteenth Coast Guard Distrit SEATTLE AND PORTLAND CAPTAIN OF TIIE PORT AREAS The purpose of this amendment to Part 3 is to hange the Seattle and Portland Captain of the Port areas. Part 3 of Title 33, Code of Federal Regulations, desribes the distrits, zones, and areas into whih the Coast Guard is divided for the performane of its assigned funtions and duties. This amendment hanges the area of responsibility of the Seattle Captain of the Port to reflet his assigned duty as On Sene Commander in aordane with the Seattle Coastal Region Pollution Contingeny Plan. The hanges in the desription of the Seattle Captain of the Port zone requires hanges in the desription of the Portland Captain of the Port zone. Sine this amendment onerns a matter relating to ageny management, the notie of proposed rule making and publi proedure requirements in 5 U.S.C. 553 do not apply and it may be made effetive in less than 3 days after publiation in the Federal Register. The omplete text of these hanges was published in the "Federal Register" of April 1, 1971. Chapter I-Coast Guard, Department of Transportation PART 82-BOUNDARY LINES OF INLAND WATER'S Grays Harbor, Wash. The purpose of this amendment is to hange the loation of Lhe line of demaration that separates the high seas from rivers, harbors, and inland waters at Grays Harbor, State of Washington. This line indiates to mariners the point at whih either the inland or international nautial rules of the road beome appliable. The amendment was proposed in a notie of proposed rule making (CG FR 7-83) issued on July 1, 197 (35 F.R. 1696). That notie fully desribed the present requirements and the reasons ACCEPTABLE HYDRAULIC COMPONENTS Nondutile hydrauli omponents whih have passed high impat shok tests. Unless othenvise noted, the material is ast iron. Manufaturer Valvo typo Identity Parker Hannifin, Industrial Hydraulis DirLional ontrol valve.. 111... Division, 1 Parker Dr., Otsego,... do............. 114.. n Mib. 4978. Pressure ontrol valve...... J\<IP R 16M.. A Do..................... do............ MSD*l6M''A Do.................... do................ MSR'l6M''A Do........... lo ;\'lul'l6m.. A Do................ do................. MB"16.. A Vikers :Marino & Ordnane Division, do............... R*'l'-1-'* -2 Troy, Mih., 4884. Diretional valve. 2-spool or, CM2N2 by extension, 3 spool. July 1971 Maximum allowflble prss1to (p.s.i.) 3 sooo 26, 255 256 255 255 2.5 uoo for the amendment. Interested persons were given an opportunity to partiipate in the rule making proedure. No omments were reeived on the proposal. The amendment is adopted as proposed. In onsideration of the f.oregoing, Part 82 is amended by revising 82.122 to read as follows: 82. 122 Grays Harbor, Wa sh. A line drawn from Grays Harbor Bar Range Rear Light to Grays Harbor Entrane Lighted Whistle Buoy 3; thene to Grays Harbor Entrane Lighted Whistle Buoy 2; thene to Grays Harbor Light. (Se. 2, 28 Stat. 672 ; se. 6(b) (1), 8 Stat. 937; 33 U.S.C. 151, 49 U.S.C. 1655 (b) (1 ); 49 CFR l.46{b)) Effetive date. This amendment shall beome effetive on April 2, 1971. Dated: Marh 31, 1971. C. R. BENDER, Admiral, U.S. Coast Guard, Commandant. [FR Do. 71-463 Filed 4-2-71; 8:49 am] (Federal Register of April 3, 1971.) Chapter I- Coast Guard, Department of Transportation SUBCHA PTER - POLLUTION PART 153-CONTROL OF POLLU TION BY OIL AND HAZARDOUS SUBSTANCES, DISCHARGE RE MOVAL Pollution Fund 1. The purpose of this amendment to Title 33, Code of Federal Regulations, Part 153, is to set forth poliies and proedures and presribe reporting requirements appliable to the speial fund established by the Federal Water Pollution Control At, as amended by the Water Quality Improvement At of 197. 2. Subsetion 11 ( ) of the At 137
provides that whenever any oil is disharged into or upon the navigable waters of the United States, or adjoining shorelines, or waters of the ontiguous zone, the President is authorized to at to remove suh oil at any time. Subsetion 11 ( i) provides for the reovery of reasonable osts inurred by the owner or operator of a vessel,.onshore faility, or offshore faility in removing an oil disharg-e in ertain ases. Setion 12 of the At pertains to ontrol of hazardous polluting substanes other than oil and requires that the President, if appropriate, shall remove any substane designated a hazardous polluting substane that is disharged into or upon the navigable waters of the United States or adjoining shorelines or the waters of the ontinguous zone, unless removal is immediately undertaken by the owner or operator of the vessel or onshore or offshore faility from whih the disharge ours. 3. Setion 11 (k) of the At authorizes an appropriation to a speial fund of not to exeed $35 million to be established in the Treasury to arry out the provisions in subsetion 11 ( ), ( i) and ( 1) and setions 12 of the At. Setion 11 ( 1) of the At, provides that the President may delegate the administration of setion 11 to appropriate Federal departments, agenies, and instrumentalities. Exeutive Order No. 11548 (35 F.R. 11677) delegates to the Seretary of Transportation, among other things, the responsibility and authority to administer the fund established pursuant to subsetion 11 ( k) of the At. T he Seretary has redelegated the responsibility and authority for the fund to the Commandant in 49 CFR 1.46 (35 F.R. 1459). 4. These amendments add a new Subpart D to Part 153. Subpart C is reserved for rules for removing oil or hazardous substanes. New 153.33 indiates the kinds of osts that may be paid or reimbursed from the fund under the At. The National Contingeny Plan separates the ations taken to respond to a spill or pollu- 138 tion inident into five phases: Phase I, Disovery and Notifiation; Pha!>e II, Containment and Countermeasures; Phase III, Cleanup and Disposal; Phase IV, Restoration; and Phase V, Reovery of Damages and Enforement. Only Phase II and III ations taken in response to a spill or pollution inident are onsidered to be eligible osts to be harged to the fund. 5. Phase II ations are defensive ations and may inlude soure ontrol proedures, publi health protetion ativities, salvage operations, plaement of physial barriers to halt or slow the spread of a pollutant, emplaement or ativation of booms or barriers to protet speifi installations or areas, ontrol of the water disharge from upstream impoundments and the employment of hemials and other materials to restrain the pollutant and its effet on water related resoures. Phase III inludes ations taken to remove the pollutant from the water and related onshore areas suh as the olletion of oil through the use of sorbers, skimmers, or other olletion devies, the removal of beah sand, and safe, nonpolluting disposal of the pollutants that are reovered in the leanup proess. 6. Ations desribed in the other phases of the plan, that is, notifiation, restoration and enforement, are not hargeable against the fund beause the fund is onsidered to be available only for the ost of those ations taken under the plan to minimize damage from oil and hazardous polluting substane disharges, inluding ontainment, disposal, and removal. 7. Although Phase II inludes defensive ations to be initiated as soon as possible after disovery of a "pollution inident", whih inludes an imminent threat of a spill as well as an atual spill of oil or other hazardous substane, suh defensive ations in response to the imminent threat of a spill are not hargeable to the fund. 8. Although the fund is not intended to pay for removal of oil spilled by offshore failities that are regulated under the Outer Continental Shelf Lands At, it would be available for removal of oil disharged into the ontiguous zone. To this extent, the osts of a response to a spill from a faility overed by the O uter Continental Shelf Lands At ould be harged to the fund. 9. This amendment does not speify in detail the kinds of osts that may be harged to the fund. The Coast Guard will prepare instrutions to assist in the determination of appropriate osts by Distrit Commanders and On-Sene Commanders. Until suh instrutions are inluded in the National Contingeny Plan, the Coast Guard will have appropriate instrutions and distribute them to individuals and agenies onerned. 1. Setions 153.35 through 153.319 ontain delegations proedural requirements and information onerning administration of the fund. 11. Sine the addition of this Subpart D to Part 153 involves delegations of authority and statements of poliy and proedures, I find that publi notie and proedure thereon a.re not neessary, and that this amendment may beome effetive in less than 3 days. In onsideration of the foregoing, Part 153 is amended effetive May 13, 1971. The omplete text of these hanges was published in the "Federal Register" of April 13, 1971. AFFIDAVITS The following affidavits were aepted during the period from May 15 to June 15, 1971: Servie Bronze and Brass Works, In., 532 SE. 26th Ave., Portland, Oreg. 9722. FITTINGS AND FLANGES. Imperial Eastman Corp., 63 West Howard St., Chiago, Ill. 6648. VALVES AND FITTINGS. July 197 1
MERCHANT MARINE SAFETY PUBLICATIONS The following publiations of marine safety rules and regulations may be obtained from the nearest marine inspetion offie of the U.S. Coast Guard. Beause hanges to the rules and regulations are made from time to time, these publiations, between revisions, must be kept urrent by the individual onsulting the latest appliable Federal Register. (Offiial hanges to all Federal rules and regulations are published in the Federal Register, printed daily exept Sunday, Monday, and days following holidays.) The date of eah Coast Guard publiation in the table below is indiated in parentheses following i:ts title. The dates of the Federal Registers affeting eah publiation are noted after the date of eah edition. The Federal Register will be furnished by mail to subsribers, free of postage, for $2.5 per month or $25 per year, payable in advane. The harge for individual opies is 2 ents for eah issue, or 2 ents for eah group of pages as atually bound. Remit hek or money order, made payable to the Superintendent of Douments, U.S. Government Printing Offie, Washington, D.C. 242. Regula tions for Danger.ous Cargoes, 4,5 CFR 146 and 147 (Subhapter N ), dated January 1, 1971 are now available from the Superintendent of Douments prie: $3.75. CG No. TITLE OF PUBLICATION 11 Speimen Examination for Merhant Marine Dek Offiers (7-1-63). 18 Rules and Regulations for Military Explosives and Hazardous Munitions (5-1-68). F.R. 6-7-68, 2-12-69, 1-29-69. 115 Marine Engineering Regulations and Material Speiflations 17-1-71. F.R. 12-3-7. 123 Rules and Regulations for Tank Vessels (5-1-69). F.R. 1-29- 69, 2-25- 7, 6-17- 7, 1-31-7, 12-3-7. 129 Proeedings of the Marine Safety Coundl!Monthly). 169 Rules of the Road-International-Inland (9-1-65). F.R. 12-8-65, 12-22-65, 2-5-66, 3-15-66, 7-3-66, 8-2-66, 9-7-66, 1-22-66, 5-11- 67, 12-23-67, 6-4-68, 1-29-69, 11-29-69, 4-3-71. 172 Rules of the Road-Great Lakes (9-1-66). F.R. 7-4-69, 8-4-7. 174 A Manual for tho Safe Handling of Inflammable and Combustible Liquids (3-2-64). 175 Manual for Lifeboatmen, Able Seamen, and Quallfled Members of Engine Department (3-1-65). 176 Load Line Regulations 12-1-711. 182 Speimen Examinations for Merhant Marine Engineer Lienses 17-1-63). 184 Rules of tho Road-Western Rivers (9-1-66). f.r. 9-7-66, 5-11-67, 12-23-67, 6-4-68, 11-29-69, 4-3- 71. 19 Equipment Lists 18-1-71. F.R. 8-15-7, 9-29-7. 191 Rules and Regulations for Liensing and Certifiating of Merhant Marine Personnel 15-1-68). F.R. 11-28-68, 4-3-7, 6-17-7, 12-3-7. 2 Marine Investigation Regulations and Suspension and Revoation Proeedings (5-1-67). F.R. 3-3-68, 4-3-7, 1-2-7. 22 Speimen Examination Questions for Lienses as Master, Mate, and Pilot of Central Western Rivers Vessels 14-1- 571. 227 Laws Govern ing Marine Inspetion 13-1-65). 239 Seurity of Veuels and Waterfront Failltles 15-1-681. F.R. 1-29-69, 5-15-7, 9-11-7, 1-2-71, 4-1-71. 249 Marine Safety Counil Publi Hearing Agenda!Annually). 256 Rules and Regulations for Passenger Vessels 15-1-69). F.R. 1-29-69, 2-25-7, 4-3-7, 6-17-7, 1-31-7, 12-3- 7. 257 Rules and Regulations for Cargo and Misellaneous Veuels 18-1-69). F.R. 1-29-69, 2-25- 7, 4-22-7, 4-3-7, 6-17-7, 1-31-7, 12-3-7. 258 Rules and Regulations for Uninspeted Vessels 15-1-7). 259 Eletrial Engineering Regulations 13-1-67). F.R. 12-2- 67, 12-27-67, 1-27-68, 4-12-68, 12-18-68, 12-28- 68, 1-29-69' 2-25-7, 4-3- 7, 12-3-7. 266,Rules and Regulations for Bulk Grain Cargoes 15-1-68). F.R. 12-4-69. 268 Rules and Regulations for Manning of Vessels 15-1-67). F.R. 4-12-68, 4-3-7, 12-3-7. 293 Misellaneous Eletrial Equipment List 19-3-68). 32 Rules and Regulations for Artifiial Islands and Fixed Strutures on the Oute r Continental Shelf 111-1-681. F.R. 12-17-68, 1-29-69. 323 Rules and Regu lations for Small Passenger Vessels!Under 1 Gross Tons) 17-1-69). F.R. 1-29-69, 2-25-7, 4-3- 7, 1-31- 7, 12-3- 7. 329 Fire Fighting Manual for Tank Vessels 17-1-681. CHANGES PUBLISHED DUR ING APRIL 1971 The following have been modified by Federal Registers: CG-239, Federal Register, April 1, 1971 and CG-169 and CG-184, Federal Register, April 3, 1971. CHANGES PUBLISHED DUR ING MAY 1 971 INO CHANGE) July 1971 139