Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Ms. Carolyn Steele, Technical Writer
A cry in the dark
In the foggy pre-dawn darkness of July 12, 2001, the captain of the towboat M/V Elaine G heard a cry from the dark water of the Ohio River. It was 5:25 a.m., and the vessel was traveling at a speed of six knots, pushing 14 empty hopper barges along that stretch of river in Kentucky.
The captain sounded the general alarm, brought the engines to all stop, and maintained position in the river while the crew searched for the source.
At 5:50 a.m., having failed to find anyone in the water, the captain backed the 998-foot tow onto the Kentucky bank and contacted Coast Guard Group Ohio Valley by VHF radio, and reported that the tow was stopping to investigate.
Crewmembers discovered two seat cushions floating in the water between the starboard and center strings and the port and center strings of the barges. After the fog lifted, more items were found floating in the water, including two paddles, a plastic bucket, and a ball cap.
The Indiana Department of Natural Resources arrived first on the scene at 8:00 a.m., followed by the Coast Guard Marine Safety Office (MSO) Louisville investigators. The MSO investigators determined that only the tow and a nearby recreational vessel could have been involved in the incident.
Sad discovery
On July 18, 2001, a 17-foot recreational vessel was recovered approximately three miles away. It was found floating awash in a vertical position with the stern down.
The body of a man was found under the starboard side steering console, and a large dog was found under the port side console. Over the next three days, the bodies of five other men were recovered from the Ohio River in that vicinity.
Damage to the Vessels
The initial investigation revealed damage that told a decisive story. While the towboat itself sustained no damage, when they examined its string of barges, investigators observed scrape marks on the bow rake of the center lead barge. These marks, which began at 42.5 inches above the waterline and extended down approximately 20 inches, were consistent with the damage found on the recreational vessel.
The recreational vessel had scrapes in an 80-degree pattern on the port gunwale beginning approximately 19 inches from the stern and continuing forward three feet and four inches further. This was believed to be the initial contact point with the rake of the center lead barge.
A similar pattern of 85-degree scrapes appeared on the port transom top, indicating a slight twisting motion around the time of the initial contact. The windshield was shattered and bent to starboard, and part of the forward handrail was missing, compressed, and bent at a 75-degree angle. The starboard forward handrail, also partially missing, was bent forward and down, puncturing the hull coaming at the bow.
In part II we will outline the subsequent Coast Guard investigation.
For more information:
Full article is available at http://www.uscg.mil/proceedings/spring2010.
Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.
A discussion forum on Marine Safety, Recreational Boating Safety, and waterways managment as we work together to protect maritime commerce and mobility, the marine environment, and safety of life at sea.
Tuesday, October 18, 2011
USCG Proceedings NEW DIGITAL EDITION now online
Proceedings now offers an online digital edition that can be read from laptop and desktop computers as well as mobile devices, including:
iPad, iPod Touch, iPhone, Blackberry Torch and Playbook, and most Android-powered phones and tablets.
Go to www.uscg.mil/proceedings and click on the cover picture to view.
iPad, iPod Touch, iPhone, Blackberry Torch and Playbook, and most Android-powered phones and tablets.
Go to www.uscg.mil/proceedings and click on the cover picture to view.
Monday, October 17, 2011
Nautical Deck Queries Answers Part—2
Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine. Nautical Deck Queries Answers Part—2.
1. A star is observed at lower transit. The line of position derived from this sight is_____.
A. on the prime vertical
Incorrect answer.
B. a latitude line
Correct answer. A sight taken when a body is either due north or due south of the observer, while transiting the observer’s meridian, yields a line of position extending in an east-west direction. This is a parallel of latitude when plotted.
C. a longitude line
Incorrect answer.
D. of no special significance
Incorrect answer.
2. BOTH INTERNATIONAL & INLAND: Which signal may at some time be exhibited by a trawling vessel?
A. two white lights in a vertical line
Incorrect answer.
B. a white light over a red light in a vertical line
Incorrect answer.
C. two red lights in a vertical line
Incorrect answer.
D. all of the above
Correct answer. Annex II of the Navigation Rules defines additional signals for fishing vessels fishing in close proximity. The annex includes signals for trawlers and states: “Vessels of twenty meters or more in length when engaged in trawling, whether using demersal or pelagic gear, shall exhibit:
(i) when shooting their nets: two white lights in a vertical line
(ii) when hauling their nets: one white light over one red light in a vertical line
(iii) when the net has come fast upon an obstruction: two red lights in a vertical line.”
3. An International Tonnage Certificate will be issued to a vessel when it meets several requirements, one of which is that the vessel must__________.
A. admeasure over 100 GT
Incorrect answer.
B. be 79 or more feet in length
Correct answer. As per 46 CFR 69.69, on request of the vessel owner, an International Tonnage Certificate (1969) is issued for a vessel measured under this subpart that is 79 feet or more in registered length and that will engage on a foreign voyage. The certificate is issued to the vessel owner or master and must be maintained on board the vessel when it is engaged on a foreign voyage.
C. engage in intercoastal or international trade
Incorrect answer.
D. be issued a certificate of inspection
Incorrect answer.
4. Wages due a seaman may be attached by the court for the__________.
A. payment of any fines imposed by the court
Incorrect answer.
B. payment of back taxes to the IRS
Incorrect answer.
C. support of a spouse
Correct answer. As per 46 USC Sec 11109(a), wages due or accruing to a master or seaman are not subject to attachment or arrestment from any court, except for an order of a court about the payment by a master or seaman of any part of the master’s or seaman’s wages for the support and maintenance of the spouse or minor children of the master or seaman, or both.
D. all of the above
Incorrect answer.
To see the questions to these Nautical Deck Queries click here.
Full article is available at http://www.uscg.mil/proceedings/articles/91_DeckAnswers.pdf.
Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp
1. A star is observed at lower transit. The line of position derived from this sight is_____.
A. on the prime vertical
Incorrect answer.
B. a latitude line
Correct answer. A sight taken when a body is either due north or due south of the observer, while transiting the observer’s meridian, yields a line of position extending in an east-west direction. This is a parallel of latitude when plotted.
C. a longitude line
Incorrect answer.
D. of no special significance
Incorrect answer.
2. BOTH INTERNATIONAL & INLAND: Which signal may at some time be exhibited by a trawling vessel?
A. two white lights in a vertical line
Incorrect answer.
B. a white light over a red light in a vertical line
Incorrect answer.
C. two red lights in a vertical line
Incorrect answer.
D. all of the above
Correct answer. Annex II of the Navigation Rules defines additional signals for fishing vessels fishing in close proximity. The annex includes signals for trawlers and states: “Vessels of twenty meters or more in length when engaged in trawling, whether using demersal or pelagic gear, shall exhibit:
(i) when shooting their nets: two white lights in a vertical line
(ii) when hauling their nets: one white light over one red light in a vertical line
(iii) when the net has come fast upon an obstruction: two red lights in a vertical line.”
3. An International Tonnage Certificate will be issued to a vessel when it meets several requirements, one of which is that the vessel must__________.
A. admeasure over 100 GT
Incorrect answer.
B. be 79 or more feet in length
Correct answer. As per 46 CFR 69.69, on request of the vessel owner, an International Tonnage Certificate (1969) is issued for a vessel measured under this subpart that is 79 feet or more in registered length and that will engage on a foreign voyage. The certificate is issued to the vessel owner or master and must be maintained on board the vessel when it is engaged on a foreign voyage.
C. engage in intercoastal or international trade
Incorrect answer.
D. be issued a certificate of inspection
Incorrect answer.
4. Wages due a seaman may be attached by the court for the__________.
A. payment of any fines imposed by the court
Incorrect answer.
B. payment of back taxes to the IRS
Incorrect answer.
C. support of a spouse
Correct answer. As per 46 USC Sec 11109(a), wages due or accruing to a master or seaman are not subject to attachment or arrestment from any court, except for an order of a court about the payment by a master or seaman of any part of the master’s or seaman’s wages for the support and maintenance of the spouse or minor children of the master or seaman, or both.
D. all of the above
Incorrect answer.
To see the questions to these Nautical Deck Queries click here.
Full article is available at http://www.uscg.mil/proceedings/articles/91_DeckAnswers.pdf.
Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp
Tuesday, October 11, 2011
Nautical Engineering Deck Questions Part—1
Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine. Nautical Engineering Deck Questions Part—1.
1. A star is observed at lower transit. The line of position derived from this sight is_____.
A. on the prime vertical
B. a latitude line
C. a longitude line
D. of no special significance
2. BOTH INTERNATIONAL & INLAND: Which signal may at some time be exhibited by a trawling vessel?
A. two white lights in a vertical line
B. a white light over a red light in a vertical line
C. two red lights in a vertical line
D. all of the above
3. An International Tonnage Certificate will be issued to a vessel when it meets several requirements, one of which is that the vessel must__________.
A. admeasure over 100 GT
B. be 79 or more feet in length
C. engage in intercoastal or international trade
D. be issued a certificate of inspection
4. Wages due a seaman may be attached by the court for the__________.
A. payment of any fines imposed by the court
B. payment of back taxes to the IRS
C. support of a spouse
D. all of the above
Stay tuned to see the answers to these Nautical Deck Queries.
Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp
1. A star is observed at lower transit. The line of position derived from this sight is_____.
A. on the prime vertical
B. a latitude line
C. a longitude line
D. of no special significance
2. BOTH INTERNATIONAL & INLAND: Which signal may at some time be exhibited by a trawling vessel?
A. two white lights in a vertical line
B. a white light over a red light in a vertical line
C. two red lights in a vertical line
D. all of the above
3. An International Tonnage Certificate will be issued to a vessel when it meets several requirements, one of which is that the vessel must__________.
A. admeasure over 100 GT
B. be 79 or more feet in length
C. engage in intercoastal or international trade
D. be issued a certificate of inspection
4. Wages due a seaman may be attached by the court for the__________.
A. payment of any fines imposed by the court
B. payment of back taxes to the IRS
C. support of a spouse
D. all of the above
Stay tuned to see the answers to these Nautical Deck Queries.
Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp
Friday, October 7, 2011
Nautical Engineering Queries Answers Part—2
Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine. Nautical Engineering Queries Answers Part—2.
1. Amortisseur windings are installed in a synchronous motor to __________.
A. reduce eddy current losses
Incorrect answer. To reduce eddy current losses, the core of the synchronous motor stator is built up from many thin steel sheets that are insulated from each other with a coating of varnish.
B. produce a higher power factor
Incorrect answer. To adjust the power factor of a synchronous motor, a DC exciter varies the amount of current to the rotor field windings. Low values of field current result in less hold-in strength and a lagging (lower) power factor. Conversely, high values of field current result in greater hold-in strength and a leading (higher) power factor.
C. provide a means for starting
Correct answer. The amortisseur winding is a squirrel-cage winding consisting of copper bars embedded in the rotor pole faces, and is used to start and accelerate the synchronous motor to near synchronous speed.
D. eliminate arcing between
Incorrect answer. Any arcing would occur at the DC exciter circuit breaker when opened. To prevent this, a “field-discharge resistor” converts the energy stored in the magnetic field of the rotor to heat energy that is harmlessly dissipated to the atmosphere.
Note: Synchronous motors are utilized in applications in which constant speed is essential, or where the power factor of a system must be maintained at a high level. Large machines that are in continuous service for long periods of time operate more efficiently when driven by synchronous motors.
2. Coast Guard regulations (46 CFR) define several acceptable means of closure for ballast and fuel oil tank vents. One of the acceptable means is by the use of a/an __________.
A. manually operated ball
Incorrect answer. 46 CFR 56.50-85(a)(7)(i) states: “A ball check valve where the ball float, normally in the open position, will float up and close under the action of a submerging wave.” A ball float check valve that will float up and close under the action of a submerging wave is an automatically operated valve.
B. automatically operated
Correct answer. 46 CFR 56.50-85(a)(7)(ii) states: “A hinged closure normally open on the outlet of the return bend, which must close automatically by the force of a submerging wave …”
C. permanently installed
Incorrect answer. A permanently installed canvas hood over the vent would prevent proper venting of the ballast and/or fuel oil tank under normal operating conditions.
D. corrosion-resistant wire screen I
ncorrect answer. A corrosion-resistant wire screen is a permeable material, and would not prevent the entrance of water into the ballast and/or fuel oil tank from a submerging wave or other source.
3. A continuous blow is used to __________.
A. regulate the density or salinity
Correct answer. A continuous blow, as the term implies, is the continuous removal of water from the boiler via a tapped connection close to the boiler water surface. A continuous blow allows for the regulation of the salinity of the boiler with minimal loss of water and heat from the boiler.
B. remove scum from the surface
Incorrect answer. A surface blow is used to remove scum and light solids from the surface of the boiler water via a tapped connection at the boiler water surface.
C. permit air to escape while
Incorrect answer. Venting of the boiler through the “aircock” permits the escape of air from a cold boiler when raising steam. The “aircock” is a high-pressure globe valve installed at the highest point of the steam drum.
D. remove sludge from the bottom
Incorrect answer. A bottom blow is used to remove heavy solids and sludge via a tapped connection at the bottom of the water (mud) drum.
Note: Boiler blowdown is the removal of water from a boiler to control boiler water parameters within prescribed limits to minimize scale, corrosion, and carryover.
4. What type of engine lubrication oil filter system sends filtered oil directly back to the high-pressure discharge
manifold?
A. centrifugal purifier system
Incorrect answer. The centrifugal purifier filtering system is a “sump”-type filtering system. The purifier is supplied lubricating oil from the engine sump, purifies same, and then discharges the clean oil back to the engine sump.
B. bypass system
Incorrect answer. In a “bypass”-type filtering system, a portion of the oil discharged by the lube oil supply pump is continuously passed through filter(s) and then discharged back into the sump. To ensure that sufficient oil is supplied to the engine bearings, the amount of oil passed through the filter(s) is limited through the use of a flow-restricting orifice.
C. shunt system
Correct answer. In a shunt-type filtering system, oil taken from the engine sump by the lube oil supply pump is discharged first into a strainer, then through a filter and cooler, and finally to the high-pressure discharge (supply) manifold. To ensure that an adequate flow of oil will be delivered to the engine at all times, the filter and strainer are fitted with pressure relief valves.
D. batch system
Incorrect answer. The “batch” system of filtering lubricating oil is a reclamation process performed periodically. When the engine oil has become too contaminated, it is drained and the system refilled with fresh oil. After the drained oil has been permitted to settle, any water or contaminants are removed through filtering and/or centrifuging. After the reclamation process is complete, the oil is stored for reuse.
To see the questions to these Nautical Engineering Queries click here.
Full article is available at http://www.uscg.mil/proceedings/articles/90_EngineeringAnswers.pdf.
Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp
1. Amortisseur windings are installed in a synchronous motor to __________.
A. reduce eddy current losses
Incorrect answer. To reduce eddy current losses, the core of the synchronous motor stator is built up from many thin steel sheets that are insulated from each other with a coating of varnish.
B. produce a higher power factor
Incorrect answer. To adjust the power factor of a synchronous motor, a DC exciter varies the amount of current to the rotor field windings. Low values of field current result in less hold-in strength and a lagging (lower) power factor. Conversely, high values of field current result in greater hold-in strength and a leading (higher) power factor.
C. provide a means for starting
Correct answer. The amortisseur winding is a squirrel-cage winding consisting of copper bars embedded in the rotor pole faces, and is used to start and accelerate the synchronous motor to near synchronous speed.
D. eliminate arcing between
Incorrect answer. Any arcing would occur at the DC exciter circuit breaker when opened. To prevent this, a “field-discharge resistor” converts the energy stored in the magnetic field of the rotor to heat energy that is harmlessly dissipated to the atmosphere.
Note: Synchronous motors are utilized in applications in which constant speed is essential, or where the power factor of a system must be maintained at a high level. Large machines that are in continuous service for long periods of time operate more efficiently when driven by synchronous motors.
2. Coast Guard regulations (46 CFR) define several acceptable means of closure for ballast and fuel oil tank vents. One of the acceptable means is by the use of a/an __________.
A. manually operated ball
Incorrect answer. 46 CFR 56.50-85(a)(7)(i) states: “A ball check valve where the ball float, normally in the open position, will float up and close under the action of a submerging wave.” A ball float check valve that will float up and close under the action of a submerging wave is an automatically operated valve.
B. automatically operated
Correct answer. 46 CFR 56.50-85(a)(7)(ii) states: “A hinged closure normally open on the outlet of the return bend, which must close automatically by the force of a submerging wave …”
C. permanently installed
Incorrect answer. A permanently installed canvas hood over the vent would prevent proper venting of the ballast and/or fuel oil tank under normal operating conditions.
D. corrosion-resistant wire screen I
ncorrect answer. A corrosion-resistant wire screen is a permeable material, and would not prevent the entrance of water into the ballast and/or fuel oil tank from a submerging wave or other source.
3. A continuous blow is used to __________.
A. regulate the density or salinity
Correct answer. A continuous blow, as the term implies, is the continuous removal of water from the boiler via a tapped connection close to the boiler water surface. A continuous blow allows for the regulation of the salinity of the boiler with minimal loss of water and heat from the boiler.
B. remove scum from the surface
Incorrect answer. A surface blow is used to remove scum and light solids from the surface of the boiler water via a tapped connection at the boiler water surface.
C. permit air to escape while
Incorrect answer. Venting of the boiler through the “aircock” permits the escape of air from a cold boiler when raising steam. The “aircock” is a high-pressure globe valve installed at the highest point of the steam drum.
D. remove sludge from the bottom
Incorrect answer. A bottom blow is used to remove heavy solids and sludge via a tapped connection at the bottom of the water (mud) drum.
Note: Boiler blowdown is the removal of water from a boiler to control boiler water parameters within prescribed limits to minimize scale, corrosion, and carryover.
4. What type of engine lubrication oil filter system sends filtered oil directly back to the high-pressure discharge
manifold?
A. centrifugal purifier system
Incorrect answer. The centrifugal purifier filtering system is a “sump”-type filtering system. The purifier is supplied lubricating oil from the engine sump, purifies same, and then discharges the clean oil back to the engine sump.
B. bypass system
Incorrect answer. In a “bypass”-type filtering system, a portion of the oil discharged by the lube oil supply pump is continuously passed through filter(s) and then discharged back into the sump. To ensure that sufficient oil is supplied to the engine bearings, the amount of oil passed through the filter(s) is limited through the use of a flow-restricting orifice.
C. shunt system
Correct answer. In a shunt-type filtering system, oil taken from the engine sump by the lube oil supply pump is discharged first into a strainer, then through a filter and cooler, and finally to the high-pressure discharge (supply) manifold. To ensure that an adequate flow of oil will be delivered to the engine at all times, the filter and strainer are fitted with pressure relief valves.
D. batch system
Incorrect answer. The “batch” system of filtering lubricating oil is a reclamation process performed periodically. When the engine oil has become too contaminated, it is drained and the system refilled with fresh oil. After the drained oil has been permitted to settle, any water or contaminants are removed through filtering and/or centrifuging. After the reclamation process is complete, the oil is stored for reuse.
To see the questions to these Nautical Engineering Queries click here.
Full article is available at http://www.uscg.mil/proceedings/articles/90_EngineeringAnswers.pdf.
Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp
Wednesday, October 5, 2011
Fall 2011 Search and Rescue is available online!
The current edition of Proceedings (Fall 2011 Search and Rescue) is available online at http://www.uscg.mil/proceedings/. This edition highlights search and rescue agencies, partners, and the Good Samaritans who work alongside Coast Guard responders to improve response time to distressed boaters/sailors all around the world.This issue is very exciting for Proceedings, since changes have been made to the way readers will view our editions. This edition officially kicks off our digital viewing option, which is more reader-friendly. To view our digital edition, click on the Fall 2011 headline icon, the magazine cover, or the link beneath the magazine cover to be directed to the digital magazine. We hope you enjoy this new edition and new format!
Nautical Engineering Queries Questions Part—1.
Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine. Nautical Engineering Queries Questions Part—1.
1. Amortisseur windings are installed in a synchronous motor to __________.
A. reduce eddy current losses
B. produce a higher power factor
C. provide a means for starting
D. eliminate arcing between the stator and the rotor
2. Coast Guard regulations (46 CFR) define several acceptable means of closure for ballast and fuel oil tank vents.
One of the acceptable means is by the use of a/an __________.
A. manually operated ball check valve
B. automatically operated hinged closure
C. permanently installed canvas hood
D. corrosion-resistant wire screen
3. A continuous blow is used to __________.
A. regulate the density or salinity of boiler water
B. remove scum from the surface of boiler water
C. permit air to escape while raising steam in a cold boiler
D. remove sludge from the bottom of the water drum
4. What type of engine lubrication oil filter system sends filtered oil directly back to the high-pressure discharge
manifold?
A. centrifugal purifier system
B. bypass system
C. shunt system
D. batch system
Stay tuned to see the answers to these Nautical Engineering Queries.
Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp
1. Amortisseur windings are installed in a synchronous motor to __________.
A. reduce eddy current losses
B. produce a higher power factor
C. provide a means for starting
D. eliminate arcing between the stator and the rotor
2. Coast Guard regulations (46 CFR) define several acceptable means of closure for ballast and fuel oil tank vents.
One of the acceptable means is by the use of a/an __________.
A. manually operated ball check valve
B. automatically operated hinged closure
C. permanently installed canvas hood
D. corrosion-resistant wire screen
3. A continuous blow is used to __________.
A. regulate the density or salinity of boiler water
B. remove scum from the surface of boiler water
C. permit air to escape while raising steam in a cold boiler
D. remove sludge from the bottom of the water drum
4. What type of engine lubrication oil filter system sends filtered oil directly back to the high-pressure discharge
manifold?
A. centrifugal purifier system
B. bypass system
C. shunt system
D. batch system
Stay tuned to see the answers to these Nautical Engineering Queries.
Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp
Tuesday, October 4, 2011
Yes We CAN! The Citizens’s Action Network Part—2.
Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Ms. Judy Darby, Program Coordinator, U.S. Coast Guard Auxiliary, District Eight.
The success of the Citizen’s Action Network program is proportional to the number of members in the network, the extent of their training, and their familiarity with their particular waterway. A member’s contribution is not dependent on his or her ability to confront a situation or fix a problem, but on the ability to report appropriate information to the Coast Guard investigator.
CAN members might be called upon to aid search and rescue efforts, verify radio calls and flare sightings, and note unsafe vessel operation, aids to navigation equipment outages/abnormalities, suspicious activity, and marine pollution.
After training, a member receives the Coast Guard sector communications emergency number to be used for reporting purposes. CAN reporting uses the acronym “LAST” to describe the information to be reported:
The success of the Citizen’s Action Network program is proportional to the number of members in the network, the extent of their training, and their familiarity with their particular waterway. A member’s contribution is not dependent on his or her ability to confront a situation or fix a problem, but on the ability to report appropriate information to the Coast Guard investigator.
CAN members might be called upon to aid search and rescue efforts, verify radio calls and flare sightings, and note unsafe vessel operation, aids to navigation equipment outages/abnormalities, suspicious activity, and marine pollution.
After training, a member receives the Coast Guard sector communications emergency number to be used for reporting purposes. CAN reporting uses the acronym “LAST” to describe the information to be reported:
- location of the incident,
- activity,
- size and identification information of the vessel involved in the incident,
- time, date, and conditions at the scene of the incident.
See Part 1 here.
Full article is available at http://www.uscg.mil/proceedings/fall2010.
Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.
Full article is available at http://www.uscg.mil/proceedings/fall2010.
Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.
Tuesday, September 27, 2011
Yes We CAN! The Citizens Action Network Part—1.
Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Ms. Judy Darby, Program Coordinator, U.S. Coast Guard Auxiliary, District Eight.The area of District Eight encompasses the New Orleans metropolitan area north to the Red River and west to Lafayette, La. Within this area, there are thousands of acres of sparsely populated marshland and swamp near the cities of Baton Rouge, Port Fouchon, Lafayette, Morgan City, and New Iberia.
Citizen’s Action Network (CAN) USCG Auxiliarists worked to launch a small committee of citizens who volunteer to help the U.S. Coast Guard save lives and property, report oil spills, and protect wildlife, in an effort to improve area maritime security.
The committee focused its early recruiting efforts on auxiliarists who live, work, and recreate on the water, and on large entities with permanent water presence and an interest in adding another layer of security. These partners include:
The Greater New Orleans Expressway Commission—which manages the Lake Pontchartrain Causeway, a double span that stretches 24 miles entirely over open water from Jefferson Parish to St. Tammany Parish in the New Orleans metropolitan area.
NASA/Michoud Assembly Facility—located on an 800-acre tract in East New Orleans, the facility has direct access to the Intracoastal Waterway.
The Lake Pontchartrain Basin Foundation—This non-profit foundation had partnered with the Coast Guard in environmental efforts.
Recruitment Efforts
Recreational boaters, fishermen, and waterfront homeowners were reached through vendors who display tri-fold Citizen’s Action Network information brochures and application forms at checkout counters.
Anyone interested in joining can now fill out the form online and send it directly to the local CAN coordinator, who verifies that the applicant contact information is correct and vets the applicant for program participation.
Stay tuned for Part 2.
Full article is available at http://www.uscg.mil/proceedings/fall2010.
Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.
Thursday, September 22, 2011
Understanding Acrylonitrile
This "Chemical of the Quarter" excerpt is from the U.S. Coast Guard “Proceedings of the Marine Safety & Security Council” magazine, by LCDR Gretchen Bailey, Marine Inspector, U.S. Coast Guard Hazardous Materials Standards Division
What is it?
Acrylonitrile is a colorless to pale yellow volatile liquid that is soluble in water and used in common solvents. Technical-grade acrylonitrile is more than 99 percent pure and always contains a polymerization inhibitor.
Acrylonitrile is a reactive chemical that polymerizes (converts one compound into another) spontaneously, either when heated or in the presence of a strong alkali. I
How is it shipped?
Acrylonitrile is typically shipped as a liquid in low-pressure tank railcars, as liquid in tank barges, or by truck as liquid in non-pressure liquid tanks.
Why should I care?
Shipping concerns.
Acrylonitrile is a polymerizing cargo that can become explosive when heated or involved in a fire. This product has a very low flash point—30 degrees Fahrenheit—and using water to fight the fire may be inefficient. When this cargo is heated or burned, it may produce a toxic vapor of hydrogen cyanide gas, so it is essential to keep a safe distance during a fire. Additionally, its vapor is heavier than air and has been known to travel a considerable distance to an ignition source, then flash back to the spill.
Health concerns.
It is very toxic by ingestion, inhalation, or absorption through the skin. Symptoms of poisoning will begin with irritation of the eyes, limb weakness, difficulty in breathing, dizziness, and impaired judgment. If the degree of poisoning increases, the symptoms will progress to cyanosis, nausea, collapse and loss of consciousness, irregular breathing, convulsions, and respiratory arrest.
Because it is lighter than water, acrylonitrile will form a light surface sheen when spilled on the water. Sorbent booms, pillows, and other containment tools will be contaminated and must not be handled without appropriate personnel protective equipment. However, due to its moderately high solubility, acrylonitrile will quickly dissolve into the water column.
Fire or explosion concerns.
Acrylonitrile is flammable and has the capability to explode. This happens when the cargo is heated, causing a polymerization reaction, which is highly exothermic. If the cargo is involved with a fire, the fumes from the cargo are a poisonous gas and should be avoided.
It is essential for emergency responders to wear self-contained breathing apparatus and rubber overclothing (including gloves), and to combat the fire from a safe distance or protected location. The most efficient way to extinguish the fire is with dry chemical foam, alcohol foam, or carbon dioxide. With water, use spray or fog; do not use straight stream.
What is the Coast Guard doing about it?
Acrylonitrile is categorized as a “Subchapter D” cargo, regulated in 46 Code of Federal Regulations Part 30.25. This cargo is carried in tank barges and ships that are required to be inspected by the Coast Guard.
Required design and construction standards for these vessels include:
· being double-skinned,
· having spacing between the hull and the inner tank wall,
· employing individual tank manifolds and pumps to avoid cross-contamination,
· utilizing a separate tank venting facility,
· being capable of internally circulating the tanks,
· being capable of being ventilated.
For more information:
Full article is available at http://www.uscg.mil/proceedings/fall2010.
Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.
What is it?
Acrylonitrile is a colorless to pale yellow volatile liquid that is soluble in water and used in common solvents. Technical-grade acrylonitrile is more than 99 percent pure and always contains a polymerization inhibitor.
Acrylonitrile is a reactive chemical that polymerizes (converts one compound into another) spontaneously, either when heated or in the presence of a strong alkali. I
How is it shipped?
Acrylonitrile is typically shipped as a liquid in low-pressure tank railcars, as liquid in tank barges, or by truck as liquid in non-pressure liquid tanks.
Why should I care?
Shipping concerns.
Acrylonitrile is a polymerizing cargo that can become explosive when heated or involved in a fire. This product has a very low flash point—30 degrees Fahrenheit—and using water to fight the fire may be inefficient. When this cargo is heated or burned, it may produce a toxic vapor of hydrogen cyanide gas, so it is essential to keep a safe distance during a fire. Additionally, its vapor is heavier than air and has been known to travel a considerable distance to an ignition source, then flash back to the spill.
Health concerns.
It is very toxic by ingestion, inhalation, or absorption through the skin. Symptoms of poisoning will begin with irritation of the eyes, limb weakness, difficulty in breathing, dizziness, and impaired judgment. If the degree of poisoning increases, the symptoms will progress to cyanosis, nausea, collapse and loss of consciousness, irregular breathing, convulsions, and respiratory arrest.
Because it is lighter than water, acrylonitrile will form a light surface sheen when spilled on the water. Sorbent booms, pillows, and other containment tools will be contaminated and must not be handled without appropriate personnel protective equipment. However, due to its moderately high solubility, acrylonitrile will quickly dissolve into the water column.
Fire or explosion concerns.
Acrylonitrile is flammable and has the capability to explode. This happens when the cargo is heated, causing a polymerization reaction, which is highly exothermic. If the cargo is involved with a fire, the fumes from the cargo are a poisonous gas and should be avoided.
It is essential for emergency responders to wear self-contained breathing apparatus and rubber overclothing (including gloves), and to combat the fire from a safe distance or protected location. The most efficient way to extinguish the fire is with dry chemical foam, alcohol foam, or carbon dioxide. With water, use spray or fog; do not use straight stream.
What is the Coast Guard doing about it?
Acrylonitrile is categorized as a “Subchapter D” cargo, regulated in 46 Code of Federal Regulations Part 30.25. This cargo is carried in tank barges and ships that are required to be inspected by the Coast Guard.
Required design and construction standards for these vessels include:
· being double-skinned,
· having spacing between the hull and the inner tank wall,
· employing individual tank manifolds and pumps to avoid cross-contamination,
· utilizing a separate tank venting facility,
· being capable of internally circulating the tanks,
· being capable of being ventilated.
For more information:
Full article is available at http://www.uscg.mil/proceedings/fall2010.
Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.
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