[From the U.S. Government Printing Office, www.gpo.gov]
0 DRAFT Santa Barbara Channel vessel traffic Study P r epa red for California Coastal Commission San Francisco California 94105 this publication was prepared with financial assistance from the U.S. Office of Coastal Zone Management, National Oceanic and Atmospheric Administration, under the porvisions of the Federal Coastal Management Act of 1972, as amended, and from the California Coastal Commission under the provisions of the Coastal Act of 1976 COASTAL ZONE INFORMANTION CENTER Prepared by California Maritime Academy Vallejo, California 94590 February 1984 He 393.5 .3C2 S26 1984 0 PART A: DESCRIPTIVE INFORMATION Section 1. Purpose of the Study A. Background Chevron USA, Inc. submitted a Plan of Exploration (POE to drill up to two exploratory wells to search for oil and gas in the northeast corner of OCS-P--0205 in the Sockeye Field, Santa Clara Unit. The drillship Glonar Coral Sea would be moored in the 500 meter buffer zone adjacent to the northern side of the Northbound Coastwise Traffic Lane of the Santa Barbara Channel Traffic Separation Scheme for this purpose. B. History In April 1981 the NAtional Maritime Research Center (NMRC), Kings Point, New York, published a Santa Barbara Channel Risk Management Program for the California Coastal Commissicn. This program was carried out to determine means.to minimize-risks to facilities and to the environment resulting from offshore oil and gas resource recovery and vessel traffic in the Channel. This program utilized the Computer Assisted Cperations Research Facility (CAORF) ship bridge simulator at NMRC to examine ship and master performance. NMRC received support from several maritime consulting firms in the preparation of this report. The NMRC study 'had been made with- this geographical area US Department Of Commerce NOAA Coastal Services Center Library 2234 South Hobson Aenue Charleston, SC 29405-2413f 0 in mind but with the primary interest in drill sites in the separation zone or in gated situations-a drillship, or platform on each side of the channel. C. Goals of Study The California Coastal Commission decided in late 1991 to require a vessel traffic study be conducted for this particular site when the drillship was an station. This study was carried out by the California maritime Academy to assess the impact on marine navigation of a fixed petroleum exploratory rig sited in the buffer zone of the Santa Barbara Channel Vessel Traffic Separation Scheme and to make findings and recommendations relevant to similar rig sitings. The study's 0bjectives were to gather data, both from rig personnel and passing vessels' masters, pertinent to envirormental conditions,, vessel's position, course and speed, and the impact of the rig on navigation in the Vessel Traffic Separation Scheme (VTSS), and to computer process the data to determine correlations which are applicable to a detailed analysis of navigation and vessel safety in the affected area. Section 2. Area of the Study A. Description of 1ocale The drillship Glomar Coral Sea went on station an 28 February, 1983, commenced operations on 1 March and completed them on 14 May. The drillship was moored in 720 feet of water for the purpose of drilling a well in -2- 0 0 Latitude 34 07'45.10" North, 1ongitude ll9 24-01.92" West. This location is about three-quarters of a mile nel Islands National Marine Sanctuary north of the Chan: and 6.8 miles north of Anacapa Island, about 10 miles soutwest of Ventura, and approximately 4.5 miles west-northwest of the bend in the Northbound Coastwise Traffic Lane off of Anacapa Island Light. 'This position is within the 500 meter buffer zone on the edge of the TSS and with the moon pool (center of drill rig) 400 feet from the northern side of the traffic lane. Anchor buoys showing flashing White lights were secured to the four anchors north of the traffic lane. The other four anchors were in the traffic lane, unmarked and with cables slacked so that at the of the lane each cable was over 300 feet below the surface. B. Description of Traffic Separation Scheme The Northbound Coastwise Traffic Lane of the Santa Barbara Channel Traffic Separation Scheme (TSS) runs from a position off Pt. Vicente on a course of 30CP True to a po sition bearing about 025 True, 5.4 miles from Anacapa Island Light, then it changes direction to 285 True for some 60 miles' to aposition off Pt. Conception. The TSS consists of a Separation Zone two miles wide with a one mile Traffic Lane on either side. About 4 miles southeast of the turn at Anacapa Island there is a Safety Fairway for movement in and out of Part Hueneme. -3- C. Traf fic Separation Sch--ne Rewgulaticns This TSS is in international waters aryi mariners therefore mist ==1v -with the international Ragulations for Preventing Collisions at.Sea (72 COLPz-'.,-;S). Rule 10 of these COLREGS specifies the actions to be taken by vessels in or approaching a TSS. The Rule in part requires vessels to: 1. Proceed in the appropriate lane; 2. So far as practicable keep clear of a traffic separation line or zone,- 3. Normally join or leave a TSS at a termination of the lane or at a slight angle; 4. So far as practicable avoid cm ssing a lane, but if necessary, do so as nearly as practicable at right angles to the general flow of traffic; 5. Normally not use inshore traffic zones for through traffic if appropriate traffic lane within the adjacent TSS can safely be used; 6. Not normally enter a separation zone or cr ss a separation line except in cases of emergency to avoid immediate danger or to engage in fishing in the separation zone,- 7. A vessel not using a traffic separation scheme shall avoid it by as wide a margin as is practicable. -4- . . .. . . . . .. . . . . -- - - - - - - - - D. Traffic Patterns Ships @,--re noted entering and leaving Port Hueneme utilizing the Safety Fairway that is scme S-9 miles from the drillship. No problems A--re caused by these vessels and, unless they proceeded westward and passed the drillship, no record was made of them. Cn three occasions tugs with tows and once a tug with a drill platform under tow passed inshore of the drills'-hip with a clearance of 1 mile or more. Four other vessels passed to the north (inshore) of the drilldhip and out of the traffic lane. In eneral, h7wever, the vast majority of 9 the ships passed the drillship to their starboard, although many went into the separation zone doing SO. Small crew and supply boats serviced the drillship frcm Port Hueneme. 7here was usually one each morning plus other craft as needed. Normally the crew and supply boats tied up to the port side of the drillship-side opposite the channel-but occasionally craft uould be secured on both sides. The ready boat, a supply boat, was moored to a buoy about one balf a mile away to the north at all times. E. Elordering Sanctuaries All @%aters of the Cbntinental Shelf within three miles of the shoreline of California and those within one mile of the Channel Islands National Monu-nent consisting of most of the Santa Barbara and Anacapa. Islands are under the jurisdiction of the State of California. 'The Marine -5- 0 Potection, Research, and Sanctuaries Act of 1972 prescribed the Channel Islands National Marine Sanctuary which extended six miles from the shorelines of the various Channel Islands. Due to the opposition of the Federal Government and the California Coastal Commission to drilling in the sanctuary, the drillship was moored in the buffer zone on the northern side of the TSS. The drillship could not be moored any further from the TSS due to the location of the oil field to be tested and the limitations of the angle from the'vertical that the drill could safely operate. F. Siting Restrictions 'The California C0astal Commission in their Consistency Certification and Staff Recommnendation CC--9-81 listed the recommended conditions for siting temporary drilling rigs in the buffer zone of the TSS- 1. The Western Oil and Gas Association, in cooperation with the Pacific Merchant Shipping Association and the Los Angeles Steamship Association, published a position paper on the Santa Barbara Channel sea lanes. Briefly, the statement recommends that no permanent drilling rigs, that is, platforms, be permitted within 500 meters of the traffic lanes but that exploratory structures be allowed in all areas of the Channel except in the sea lanes and the fairway approach to Port Huenene- Six conditions are recommended for siting temporary rigs in the buffer zone: -6- 0 a. Anchors and equipment shall be submerged at least 100 feet below the sea lane water surface; b. The drilling vessel should have 24-hour VHR radio transmitting and receiving capability; c. The drilling vessel should have 24-our radar surveillance; d. Temporary drilling vessels shall be at least three miles apart from one another; e. Drilling vessels should have proper lighting and adequate sound signals, prescribed by Tnternational law; and f. 'Me radio and radar operator should be properly trained and capable of identifying approaching vessels so that the operator may attempt to contact any vessel that appears to be approaching close to the drilling rig. 2. The Commander Eleventh Coast Guard District in his letter to the California Coastal Commission Serial 16613 dated November 30, 1981, set out criteria and conditions for siting drilling rigs in the buffer zones. The Coast Guard believes that drilling can safely take place within the buffer zones if several conditions are met. The Coast Guard would object to a proposal for drilling within 500 meters of the sea lanes unless the proposal meets the following test: a. Has the need to drill in the buffer zone been satisfactorily established both geographically -7- 0 and econonically? The Coast Guard relies on the U.S. Geological Survey to make this determination. If there is any way the oil company applicant can feasibly obtain desired results by drilling outside the buffer zone, the Coast Guard will not approve the buffer location.. b. The drilling site must be as far from the edge of the sea lane as possible. c. No drilling within the buffer zone can occur if a gated" situation exists; in other words, if other structures, whether permanent or temporary, are located within 1000 meters of the opposite side of the lane for a distance of two miles. If the drilling proposal can satisfy the above requirements, the Coast Guard then will apply the following conditions: a. A Notice to Mariners, at least 60 days in advance of the drilling start-up, and preferably 120 days, for any drilling activity located within two miles of the traffic lane; b. Class A navigation aids must be used, including four 5-mile visibility quick-flashing lights on a platform or one similar light at each end of a drillship and a 3-mile audibility foghorn; c. No buoys permitted within the lanes themselves; d. Chains from the drillship to the anchors must be at least 100 feet below the surface of the lane. 0 The U.S.G.S. and the Coast Guard have a Memorandum of Understanding to allow inspections to enforce these conditions. If these conditions are not met, the company is fined $100,000 per day of violation. The Coast Guard also considers whether the buffer zone is adjacent to an inbound or outbound lane. if the outbound lane is the one affected, the risk to navigation can be reduced through a special notice to all captains leaving southern California ports advising them of the location of a drilling rig in the buffer zone in the Channel. The Coast Guard requires Class A navigation aids on every drillship and platform, regardless of location. Therefore, this is not a special condition for this proposal. The Coast Guard also routinely boards vessels in the Ports of Los Angeles and Long Beach on a randcm. basis to enforce its navigation requirements, such as checking that radar and radio equipment are in working order and that charts are updated. -9- 0 Section 3. Description of Drilling Vessel A. Typical Large Drilling Vessel B. Key Characteristics of Glomar Coral Sea- l. Major Dimensions: a. Length overall 400' 0 b. Beam molded 65'0 c. Depth at side 26'9 d. Draft at load line 21'0 e. Center we11 20'0 x 22'0" f. Propulsion Twin screw, each driven by 3 GE752RI electric motors, each motor rated 750 hp g. Estimated speed 10.0 knots at full load 2. Loading Data: a. Lightship Displacement 6,254 long tons b. Maximum loaded displacEment 11,220 long tons c. Maximun variable load 4,966 long tons -10- 0 3. Ground Tackle: a. 12 - 30,000 lb. anchors b. 9 with 4000 feet 2 1/4 inch stud 1ink chain 4 with 2000 feet 2 1/4 inch stud link chain used with 2 1/4 inch wire rope. 4. Anchor Winches: a. 8 wildcat chain windlasses hydraulic driven b. 4 hydraulic wire line winches 5. Heliport: a. Dimensions 83'0" x 94'0" b. Load capacity 12,300 lbs. per sq. ft. equal to Sikorsky S-61 helicopter c. Jet refueling system 2,000 gal. capacity 6. Living Quarters: Air conditioned quarters and dining facilities for seventy-four (74) men. 7. Meteorlogical Instruments: a. Wind gauge b. Barameter c. Thermometer d. Anemameter e. Wave rider buoy 8. Communications Equipment: a. PA -system b. Sound powered telephone system c. 1 - Hallicrafter receiver, Model S-240 d. I - Collins VHF M radio transceiver, Model MR 201BF 0 e. 1 - ITT MacKay marine portable lifeboat radio transmitter/ receiver, Model 401A f. 1 - Radiomarine Hi-seas radio consoled, Model CRM--C3 g. 1 - ITT MacKay marine radio telephone SS3 MF/HF 224A h. 1 - Heliport radio transceiver, Narco Com. 11A i. 2 - CAI Model CA-35 MS transceiver 9. Electronic Navigational kids a. Loran, Nelco Auto-Fix 500 b. Fathometer, Raytheon, Model DE-731 c. Radio direction finder, CEC Bermar, Model ADF-200 d. Sperry Gyro-Compass, MK 14, Model 1 e. Radar, Decca RM-914 (two units one with antenna forward and one with antenna aft, not interconnected) f. Collision Avoidance Early Warning Device, Radar Devices Inc. MK III on after radar 10. Power Plants: a. Main Power Plants 1. AC Power - 6 GE 800 kw generators, 600 v, 3 phase, 60 cycle, driven by six (6) Cater-pillar D-399 diesel engines, rated capacity, 1,130 hp continuous. 2. DC Power - 6 GE SCR AC to DC power conversion units. Rated capacity 800 hp continuous, 1,000 hp intermittent. b. Emergency Power a. 1 GE 175 kw AC emergency generator driven by one(l) GMC 8V/71N diesel engine. -12- 0 C. Watch Schedules While the drillship was on station, drilling operations and/or testing continued 24 hours a day. The bridge watch consisted of two Third Mates alternately standing six-hour watches manning the radars and bridge radios. Each mate was qualified as a radar observer and as a marine radio operator. The engineering housekeeping load was maintained by an engineering watch. The two assigned masters of the ship rotated every three weeks .While the mates were on a two week on two week off basis. D. Anchor.Arrangement The drillship was anchored parallel to the Northbound Traffic Lane heading 105 True with eight anchors with 2428 feet of chain to each anchor. There was over 127,000 pounds of force at each anchor chock which kept the ship steady and allowed the chain to be over 300 feet beneath the surface at the channel, well below the mandatory 100 foot depth in the channel. By anchoring heading downstream the drillship presented the strongest and narrowest part of the vessel-the bow-to the oncoming traffic, thus reducing the size of the target and, in case of a collision, greatly enhancing the possibility of a glancing blow rather than a penetrating one. Direction of the prevailing wind is taken into account to minimize impact of escaping well gases and stack gases on the living quarters. -13- 0 Section 4. Methods Used to Collect and Verify, Data A. Target and Enviromental Data Records Figure 1 lists the instructions for filling out the Target Data Record sheets shown in Figure 2. Figure 3 shows the instructions for filling out the Envirornmental Data Records shown, in Figure 4. These forms were filled out by the Third mate on watch on the Coral Sea and transmitted to the California Maritime Academy (CMA via Chevron on completion of shift every two weeks for compilation. B. Vessel Data Sheets Chevron USA distributed 850 packets of papers to the Pilot Associations of Los Angeles/Long Beach, San Diego and Port Hueneme for further delivery to all northbound ships departing the listed harbors. These packets consisted of a cover letter of explanation, a copy of a Special Notice to Mariners re exploratory drilling, a questionnaire (Vessel Data Sheet) and a stamped envelope for returning the completed form. These are shown in Figures 5, 6, and 7 respectively. C. Methods Used to Verify Data 1. Three trips were made to the drillship by CMA representatives to interview the master and the watchstanders collecting the information to ensure compliance with the instructions. The masters and mates cooperated most fully. 2. The forms were checked on receipt at CMA for completeness and any obvious errors. 3. 'The Vessel Data Sheets were checked against the two forms from the Coral Sea for identification purposes and verification of certain data. These checks revealed that of the eighty-two (82) Vessel Data Sheets returned, only two (2) revealed significant variation in data, such as CPA or time of passage. -14- 0 Figure 1 TARGET DATA RECIRD INSTRUCTIONS GENERAL (1) Completed Target Data Records (TDR's) are to be-- mailed to Chevron for forwarding to the California Maritime Academy (CMA) on shift change days every two weeks. (2) Radar observer is to print his name in the remarks column (Column 8) when relieved. (3) Search on 24 mile scale. Down shift during tracking to have target in outer 1/2 of scope during working to ensure accuracy. SPECIFIC (1) COLUMN 1 - Log local time of observation. Make observations on the minute + 5 seconds. Targets are to be logged every 6 minutes from detection until past CPA. (2) COLUMN 2 Identify target being observed or commented on. Target numbers are assigned sequentially upon first detection. EXAMPLE: Time/Date First Detected Target Number 2358/31 Jan. 1/215 (215th target of Jan.) 0008/1 Feb. 2/1 (1st target of Feb.) (3) COLUMN 3 Target range in nautical miles and tenths of nautical miles. (4) COLUMN 4 Target bearing in degrees and tenths of degrees (True). (5) COLUMN 5 Check appropriate column. If "Yes" note time of communi- cations in COLUNM 8. If approaching vessel has not called Coral Sea by a range of 4 miles, attempt to originate VHF communications with the vessel. (6) COLUNM 6 If "Yes" in COLUNM 5, check who originated communica t ions. (7) COLUNM 7 - Check "Yes" if course/speed change noted by radar observer or reported by approaching vessel on VHF. (8) COLUMN 8 - Log any observation considered pertinent. EXAMPLES: (a) Vessel description, name, radio call, stack insignia, nationality. If name of vessel and/or radio call not given, try to obtain some information to identify ship so that your report and ship reports can be correlated. (b) "appeared to c/c to starboard to avoid supply boat." (c) Time Coral Sea (1) buoy lights on/off (2) sound signals on/off (d) Communications problems. *NOTE: Track all targets north of center line of Separation Zone. FigL)-e 2 TAICET DATA RE)CORD (IDR) EAY DATE 2 3 4 5 6 7 COMMUNICATIONS COURSE/SPEED TAFCET RANGE COMMUNICATIONS ORIGJNATED BY ALTEITIONS VESSEL DESCRIPTION OR NPJlE; LOCAL TIME NLHBER (NM) BM YES NO RIG VESSEL YES NO COMMENTS Figure 3 L-,M1RC%Lr,=_L DAM RECORD: INST`RL=ONS (1) COLUAIN I Log local time of cbservation. Make observation on t1he indicated hour + 5 ininutes. If weather/visibility conditions change markedly, note he time and the nature of change at bottom of day's log. 2) COLLM 2 HEIGHT OF WAVES Use Table 2.26, page, 2-120, National Weather Service (N.W.S.) Observing Handbook No. 1, January 1982. (3) COLUMN 3 Enter direction swells are caning from in degrees true. Enter "0" if no swells. -60 second observation. (4) COLUMN 4 Enter average wind speed in knots over a 30 (5) COLUMN 5 Enter average direction wind is caning fran in degrees true. Enter "0" if light and v-iriable. (6) COLUMN 6 Enter your estimated visibility in nautical miles. (7) COLUMN, 7 through 12 - Check objects you can see. If your location -or' location of "Check Rigs" is changed, note. change at bottan of log. (8) COLUMN 13 PRESENT WEATHER Use Present Weather Code Specifications (ww) in.the order of priority in Ttble 2.17, page 2-88 through 2-93 of N.W.S. Observing Handbook. -17- Fig,---- 4 ENVIFUVENTAL DATA RECORD (EDR) DAY MTE LZT SUNRISE saisr, r 1 2 3 4 5 6 7 8 9 10 11 12 13 vrsrBILr,iy PRESOTT WAVE HT. SEA WIND WIND SUBJ.JODRAL SEA N.E. POINT PORr PT. WEAll [ER LOCAL UK (SCALE DIR. SPD. DIR. LVAL. BUOYS GRACE ANACAPP STA. CRUZ HUENEME MUGU SYMBOL SUDDEN WEAIIH;_@R CIM)GE 0000 0300 0600 0900 1200 1500 1800 2100 2400 EDMUND G BROWN JR. Governor STATE OF CALIFORNIA CALIFORNIA MARITIME ACADEMY P 0. BOX 1392 VALLEJO, CA 94570 707-644-5601 Figure 5 Dear Captain: The California Maritime Academy has contracted with the Califor- nia Coastal Commission to conduct a "Santa Barbara Channel Vessel Traffic Study." This study is to assess the impact on ship traffic of a fixed petroleum exploratory rig anchored adjacent to the north- bound lane of the Santa Barbara Channel Vessel Traffic Separation Scheme (VTSS). It is requested that the enclosed form be filled out as completely as possible each time your vessel passes ncrthbound in the VTSS and return it by mail as soon as practicable. Any comments, notes, or telephone calls to improve this project would be greatly appreciated. Sincerely, FRED B. NEWTON Marine Analyst FBN:at Encl: Questionnaire w/envelope -19- Figure 6 SPECIAL NOTICE TO MARINERS EXPLORATORY DRILLING SANTA BARBARA CHANNEL February The following information is contained in Local Notice to Mariners 9-83 issued by the Commander Eleventh Coast Guard District (oan) on 23 February 1983. On or about March 1, 1983, the drilling vessel GLOMAR CORAL SEA" will commence exploratory drilling operations at position 34*07'45" N. Latitude, 119*24'02" W. Longitude. This location is approximately 100 yards North of the Northbound Traffic Lane of the Santa Barbara Channel Traffic Separation Scheme and approximately seven miles North of Anacapa Island. The drilling vessel will be at this location for approximately 80 days. Any changes to the schedule of the drilling operations will be published in future Local Notice to Mariners and/or broadcast Notice to Mariners as they are known. The drilling vessel will monitor VHF-FM Channel 16 (156.800 MHz) at all times and be ready to pass undated information. The chart below is reprinted from National Ocean Survey Chart Number 18720. -20- Date of Passage Ship Date of Ship Propulsion MV SS Gt Sea Speed Visibility Good Fair Poor Fog (over 10) (4-10) (Under 4) (1 or less) at time of passage. feet Wind speed at time of passage in . Range in miles at which are ship was long (10+) medium (5-10) short (5- first placed on radar. Dis in nautical miles as which the drilling ship long (10+) medium (5-10) short (5- was sighted visually. Time and distance drilling ship was passed a beam. Time Distance What distance do you consider to be adequate for safey .1 to .5/.5 to 1.5 mi/ for your vessel when of the dirlling ship? 1.5 to 2.5 mi/2.5 or more miles Was it necessary for you to maneuver within 5 miles of Yes No the drilling ship in order to pass the drilling ship at a safe distance Was it necessary for you to maneuver within 5 miles of Yes No the drilling ship in order to safely avoid other traffic? STRONGLY AGREE (SA), AGREE (A), UNDECIDED (U), DISAGREE (D), STRONGLY DISAGREE (SC) **The location of the drilling ship is a hazard to safe navigation SA A U D SD under fair weather and good visibility conditions. **The location of the drilling ship is a hazard to save navigation SA A U D SD under conditions of reduced visibility. Location of the drilling is an aid to navigation. SA A U D SD It is necessary for safety to have certified radar observer on SA A U D SD the drilling ship to maintain radar plots or approaching traffic. It is necessary for safety to have a certified marine radio SA A U D SD operator on duty on the drilling ship at all times for bridge to bridge communication **The drilling ship should be fitted with additional safety SA A U D SD warning devices. It is desirable to exchange radar plot information with the SA A U D SD drilling ship when making an approach to the southbound traffic lane in the vicinity of the drilling ship from outside the traffic lane. It is desirable to exchange radar plot information with the SA A U D SD drilling ship when making an approach to the platform in the northbound traffic lane. Under heavy traffic conditions, six or more vessels in the area, SA A U D SD it would be difficult to maneuver in the vicinity of the drilline ship. When high drilling ship density in the immediate area of the SA A U D SD existing drilling ship, ship maneuverability would be difficult. MASTER'S COMMENYTS Please include commerce on ** above. Use addition sheets if necessary. -21- B. .ART Section 1. Ocean Currents Currents jLn the Santa Barbara Cliannel are variable, depending to a great extent upon tbar'wind It appears that a weak-r@a_n-tidal flow sets easterly in the-S'Pring and Sunner and A--sterly in the Fall and Winter. '1here is a strong inshore set on a rising tide in the Huenenee Canyon which could affect northbound vessels in particular. Reports have been received indicating currents as high as 3.0 knots but these are quite unusual. Section 2. General Wind Conditions Only a few tornadoes (fiunnel clouds touching the ground) or waterspouts (touching the water) are reported in California a year. They are much smaller than their counterparts in the Gulf States and do less damage. The Channel Islands form a natural wind break for southerly and southwesterly winds while the mountains on the mainland reduce the effect of northerly winds. Northeasterly winds through the Ventura Flats as well as Santa Ana winds can be strong-up to 50 knots-but sea conditions are not excessive due to the short fetch. Strong westerly and northwesterly winds can and do cause severe choppy seas to run down the Santa Barbara Channel. -22- The daytime seabreeze and nighttime land breeze cycle dominates the coastal wind regime 80 to 90 percent of the time. As land heats and cools much quicker than water, winds blow onshore from about 1000 to early evening and then reverse. The Channel Islands cause local eddies and deflections to the prevailing pattern resulting in west-northwesterly direction of flow at Santa Cruz Island. Section 3. Weather Data This section will compare the actual environmental data acquired with average environmental data for the area from the Environmental Data Service as shown in NOAA Coast Pilot 7 and other sources. The purpose of this comparison is to demonstrate whether or not the weather encountered during the study period , as average or abnormal. METEOROLOGICAL TABLE FOR COASTAL AREA OFF POINT MUGU Boundaries: Between 34 N., and 36 N., and from 125 W., eastward to coast Weather Elements March April May Wind = 34 knots (*) .9 1.1 .8 Wave height = 10 feet (*) 10.7 16.2 11.5 Visibility 2 naut. Mi. (*) 4.4 8.3 8.1 Precipitation (*) 4.8 3.8 2.3 Prevailing wind direction NW NW NW (*) Percentage frequency. (Excerpts from NOAA Publication "Coast Pilot 7.") -23- DATA FROM DRILLSHIP Figures given are percentage of days for given month (through 13 May) with at least one hourly reading at or above listed limits (or less than in visibility factor). March April May Wind = 34 knots 32% 10% 15% Wave height = 10 feet 65% 50% 62% Visibility = 2 nautical miles 19% 10% 8% Precipitation 42% 23% 0% Prevailing wind direction W x S W x S W x S -24- PART C. TRAFFIC DATA In Section 1 of this Part traffic data compiled by the drillship is tabulated and analyzed. Independent of Section 1, Section 2 lists the data as received from the passing vessels. Section 3 is an analysis of the data shown in Section 2. Section 1. Data from Drillship A. Tabulations 1. Appendix A lists all recorded traffic that passed the Drillship Glomar Coral Sea from 1 March to unmooring on 14 May 1983, inclusive. 2. Using the tabulated data and the Target Data Records, the mean closest point of approach (CPA) of vessels passing the drillship was 0.88 miles. 3. a. Figure 8a shows the mean track of all vessels passing to the south in the daytime, average CPA was 0.82 miles. Figure 8b shows nighttime passage with average CPA of 0.94 miles. Figure 8c depicts all vessels passing to the south with overall CPA of 0.88 miles. b. Examination of the raw data indicates that approximately 38% (306 vessels) passed the drillship in the Separation Zone, over one mile from the Glomar Coral Sea. c. Although LNM 9-83 indicated that drillships would have an anchoring system that may extend 5000 feet from the vessel and marked by lighted buoys, in fact the Glomar Coral Sea complied -25- AVERAGE TRACK DAY Figure Ba X Glomar Coral Sea ..... .. Northbound Lane Average CPA 0.82 n.mi. in daylight 2.5 cm I n.mi. AVERACE TRACK - NIGHT Figure Bb X = Glomar Coral Sea = Northbound Lane Average CPA 0.94 n.mi. at night 2.5 cm 1 n.mi. 7ralSea with instructions of Commandant Eleventh Coast Guard District dated November 30, 1981, and did not buoy or otherwise mark anchors in the VTSS. In view of the wide promulgation of LNM 9-83, it must be presumed that rightly or wrongly the prudent mariner would reasonably expect buoys marking the anchorage system to be in the northbound lane of the VTSS and thus would give the drillship a wider berth than normal, explaining the large number of vessels passing into the Separation Zone. This could possibly explain the reason for the mean CPA to be skewed to the left of the center of the Northbound Lane. Rules of the Road Rule 10 describes the conditions upon which a vessel in a Traffic Separation Scheme may enter a separation zone. A prudent passing master, anticipating outlying buoys a mile from the drillship, would be justified in entering the separation zone for a short period to avoid the anticipated obstructions. Further, not sighting the absent buoys might cause the passing vessel to stay longer in the separation zone as a precautionary measure. This would be particulary true during periods of darkness, restricted visibility, or rough weather. About 63% of the vessels passing at 1.0 mile or more CPA passed at night. Interference with traffic coming from the southbound lane would be minimized by the width of the separation zone. (Note: Rule 10 applies only to IMO adopted traffic separation schemes. It is unknown, however, whether mariners draw this distinction in navigating adopted and non-adopted schemes.) -28- d. Parenthetically it is noted that although the mean track of all vessels (Figure 8c) passed @-_ll outside the internationally recognized distance (500 meters) associated with safety zones around permanent structures on the Offshore Continental Shelf(OCS), there were a few vessels that passed inside this safety zone. Section 2. Data from Passinq Vessels A. Questionnaires Received from Masters Chevron USA prepared and distributed 950 copies of the questionnaire to the various Pilot Associations and the drillship logged some 793 vessels going by northbound. 82 completed questionnaires were received-a return of about 10.3% of the vessels going by. Not all vessels that passed the drillship had heard of this project-ascertained by radio corrversations-but apparently niost, bad. Very few U.S. tankers participated in the survey. -29- AVERAGE TRACK - DAY MID NIGHT Figure 8c X Glomar Coral Sea ..... . Northbound Lane Overall average CPA 0.88 n.mi. 2.S cm 1 n.mi. B. Tabulated Information from 0.1estionnaires Of the 92 renorts rec-eivea the following is a c--rToilation of the answers: (all vessels did not ans-.--r all questions) Propulsion P-iotor vessel = 66 Steam = 10 GT = none reoor-ted Daylight = 30 Darkness = 51 Visibility Good = 60 Fair = 15 Poor = 4 Fog = 0 Wave height at passage: 0-5 feet = 16 5.1-15 feet = 36 15.1-30 feet = 21 crier 30 feet = 5 Wind speed at time of passage: 0-10 knots = 75 10-20 knots 5 over 20 knots = 2 Initial radar rarxge: over 10 miles = 78 5-10 miles = 2 less than 5 miles = I Initial visual sighting: over 10 miles = 62 5-10 miles = 13 less than 5 miles = 6 1. What distance do you consider to be adequate for safety for your vessel when abeam of the drilling ship? 0.1 to 0.5 mi. = 2 0.5 to 1.5 mi. = 38 1.5 mi. only = 3 1.5 to 2.5 mi. = 21 2.5 mi. or more = 14 No answer = 4 2. Was it ne-cessary for you to maneuver within 5 miles of the drilling ship in order to pass the drillirxg ship at a safe distance abeam? Yes = 50 No = 31 3. Was it necessary for you to maneuver within 5 miles of the drilling ship in order to safely avoid other traffic? Yes = 29 No = 54 -31- AG=(A) , T,"ME)CIDED(U) , DISN,=(D) , SM-Y.'@GLY DIS:%=(SD) 4. The location of the drilling ship is Sk A U D SD A a 'hazard to safe navigation Ln-ler Eair 25 3 40 9 weather and good visibility cor-Oitions. 5. 7he location of the drilling ship is SA A U D so a hazard to safe navigation urOer 25 29 6 21 1 conditions of reduced visibility. 6. The location of the drilling ship is SA A U D SD an aid to navigation. 2 17 11 36 15 7. It is necessary for safety to have Sk A U D SD a radar installed on the drilling ship 21 36 8 16 1 for the watch.to monitor approaching traffic. 8. It is necessary fbr safety to have a SA A U D SD certified radar cbser.,er an the drilling 18 29 14 20 2 s1iip to maintain, radar plots of approaching traffic. 9. It is necessary for safety to 'have a SA A U D SD certified marine radio operator on 16 31 11 21 3 duty on the drilling ship at all times for bridge to bridge camunications. 10. 7he drilling ship should be fitted SA A U D SD with additional safety warning devices. 15 26 15 24 0 11. It is desirable to mcchange radar plot SA A U D SD inforrriation. with the drilling ship when 2 18 17 40 4 making an aoproach to the southbound traffic lane in the vicinity of the drilling ship from outside the traffic lam. -32- 12. It is desirable to exchange radar plot SA A U D SD infon-nation with the drillir-yg ship .A-ien6 24 13 36 2 making an approach to the platform in the northbound traffic lane. 13. Under adverse environmental conditions, SA A U D so with high winds and rough sea, maneu- 16 37 10 16 0 verability in the vicinity of the drilling ship would be difficult. 14. Under heavy traffic conditions, six or SA A U D SD more vessels in the area, it would be 31 34 5 11 0 difficult to maneuver in the vicinty of the drilling ship. 15. With high drilling ship density in the SA A U D SD imnediate area of the existing drilling 27 39 7 7 0 ship, ship maneuverability would be difficult. C. Master's Cb=ents Under the Master's ca=ents 32 vessels submitted amnents ranging from no problem" to a full type written page of suggestions. 1. Five suggested utilizing a radar beacon-racon--on the drillship or platform for early warning and identification, while one other recc=xrOed the addition of radar reflectors. 2. Three suggested keeping platforms 1 to 1 1/2 miles frcrn traffic lanes, while two reccmmended at least 3 mile clearance. 3. Several didn't expect to have any difficulties as long as the platform's position was properly promulgated. 4. Three suggeste-2 shifting the VrSS away frcxn the rig if the rig couldn't be moved. -33- 5. Che suggested that no rig be located within 5 niles of a turn in the charmel. Ar=`Iier -wrote of the danger of the drills'-up being on the outside of the c-L=ve so that if the cricaning s6up failed to turn or turned late to the new course a collision or a close quarters situation rmight exist. Section 3. AnaLlvsis of the Data Received from Passing Vessels A. For purposes of this analysis the "Agree" and "Strongly Ngree" answers are consolidated as are the "Disagree" and "Strongly Disagree" answers. Not all questions were answered by all vessels. Percentages are of answers received for each question. I. Ninety-six percent (78 of 81) of the vessels first platted the drillship on the radar at over 10 miles range, while seventy-seven percent (62 of 81) reported sighting it visually over 10 miles away. These reports indicate the drillship presented a clear target both day and night to an cbservant mariner, weather permitting. 2. Forty-nine percent (353 of 79) considered a safe passing distance of 0.5 to 1.5 miles; of these only one passed less than 0.5 mi-les. Where 1.5 miles was given as a minimum distance 67% (16 of 24) had a Closest Point of Approach (CPA) of less than 1.5 miles. of the 14 vessels reporting a 2.5 miles safety zone, 13 (93%) were inside this distance 2 at 0.8 CPA. The constraints of the VTSS--a one mile wide channel and a two mile separation zone undoubtedly caused many ships to pass closer than the Master considered safe. -34- 3. Sixty-two percent (50 of 8l) of the outbound vessels reported it was necessary to manuever within five miles of the drilling ship to pass safely abeam. As a matter of fact the channel changed course about 4.5 miles from the drilling ship so the question was not really applicable. Thirty-four percent (28 of 82) reported the necessity to maneuver to avoid other traffic within 5 miles of the drill ship. It was noted that several times vessels would overtake and pass slower ships in this area which would require some minor maneuvering. There were also a few instances noted by the observers on the Coral Sea of action taken by outbound vessels to avoid fishing vessels in the area. 4. Question Al. The location of the drilling ship is a hazard to safe navigation under fair weather and good visibility conditions. a. Sixty percent (49 of 81) disagreed that the drillship was a hazard under fair weather and good visibility, while 36% (29 of 81) agreed to the premise. b. A breakdown of the variables involved in this question shows: 1) The type of propulsion was not conclusive. 2) Speed of ship passage was also inconclusive of itself--60% (32 of 53) with speed greater than 15 knots and 60% (17 of 28) with speed less than 15 knots both agreed to the question. 3) only one slight anomaly appeared when ship type was considered: a) Container ships--54% (12 of 22) agreed that the drillship was a hazard, while breakbulk freighters--79% (15 of 19), tankers-73% (11 of 15), Ro-Ro vessels--73% (8 of 11), and bulk carriers--80% (4 of 5) all disagreed. -35- 4) As this question proposed a clear weather situation, initial sighting distance and initial radar plotting distance were not critical factors. 62% (46 of 74) who sighted it more than 5 miles away and 61% (49 of 79) whose initial radar contact was greater than 5 miles disagreed with the question. Passage in daylight versus darkness showed some variance--daylight 70% (21 of 30) disagreed while only 54% (27 of 50) of those passing at night didn't consider it a hazard. 5) For the 29 vessels whose CPA was less than the Faster considered safe, 19 (65%) agreed that the drill ship was a hazard. This is an expected result. 80% (23 of 29) of these vessels agreed that the hazard was present in reduced visibility also. 5. Question A2. The location of the drilling ship is a hazard to safe navigation under conditions of reduced visibility. a. Sixty-eight percent of the reporting ships (56 of 82) agreed that the drillship was a hazard under reduced visibility conditions. Men considering day against nighttime passage, 63% (19 of 30) in daylight and 72% (37 of 51) at night considered this a hazardous situation. The reports received from tanker masters (15) varied from the remaining ships' reports in that 7 agreed, 6 disagreed and 2 had no opinion as to the hazardousness of the situation. Due to the small sample, this variation is not considered critical. -36- b. All other criteria used to analyze the answers to the question--ship type, propulsion, distance of first sighting and/or radar plotting, speed, weather conditions, etc.--conformed quite closely with the overall answer of 68% agreeing that the drillship was a hazard under conditions of reduced visibility. 6. Question A3. The location of the drilling ship is an aid to navigation. a. Sixty-three percent (51 of 81) did not consider the drillship an aid to navigation. One master reported using the ship as a heading mark but that the bright lights prevented a proper lookout, while another commented to the effect that the drillship position is not "guaranteed" thus it could not be a nav. aid. Comments were received showing the vessels used land for the purpose of determing one's position rather than the drillship. The Channel Islands provide excellent radar and visual points for accurate navigation. 7. Question A4. It is necessary for safety to have a radar installed on the drilling ship for the watch to monitor approaching traffic. a. Seventy percent (57 of 82) felt that a radar should be installed and operated on the drillship. Every criteria available but one showed a 66% to 79% aggreement on this question. The only variance was received from the 15 tanker masters--46% said "yes", 34% said "no" and 20% were undecided. It is felt that the three "undecided" answers had too large an impact for this group to be considered separately. -37- 9. Question A5. it is necessary for safety to have a certified radar observer on the drilling ship to maintain radar plots of approaaching traffic. a. Fifty-seven percent of all respondents (46 of 82) recommended having a certified radar observer maintaining plots while only 26% (22 of 82) disagreed. The Master of one ship commented that the installation of radar and used of radar observers on the drillship "not for our ship but from experience we know that several other ships have very poor qualified officers for whom it may be helpful." The Master of a large U.S. container ship ented, "I can see no need for any exchange of RADAR information whether northbound or southbound unless the drillship were underway. Once again I stress that if its not moving, it really doesn't present any problem." of the 29 vessels that passed with a CPA of less than the Master considered safe, 72% (21) agreed to the necessity of having radar and radar observers on the drillship. 9. Question A6. It is necessary for safety to have a certified marine radio operator on duty on the drilling ship at all times for bridge to bridge communication. a. Fifty-eight percent (47 of 82) agreed to the requirement of a "certified marine radio operator" on duty. b. 0f those passing during daylight only 37% (11 of 30) recommended a certified operator while 69% (35 of 51) that passed at night recommended one. Cne U.S. Master stated a radio watch with an operator familiar with the location of work boats in the area would be sufficient. -38- c. Variations in -wind strength and wave height at time of passage didn't show any appreciable change in the percentage agreeing to the premise. d. Mot surprisingly, 65% (19 of 29) of the vessels with a CPA of less than the Master considered safe opted for a "certified marine radio operator." e. Considerable difficulty was rioted by the Mates on the drillship in communicating with passing vessels. Target Data Records indicate a large number of vessels passed in silence. 10. Question A7. The drilling ship should be fitted with additional safety warning devices. a. Only 41 of 80 agreed that the drillship should "have more safety warning devices while 24 disagreed and 15 were urdecided. Five of the masters in their comments recommended installation of a radar beacon-racon -on the drillship or platform while one other suggested use of radar reflectors to enhance the radar reflection. One suggested employing four flashing light buoys around the drillship. (The anchors to the north of the ship were already so marked. The channel depth was 750 feet deep in the area and buoyage would not be too practical although possible.) b. Fixed-frequency racons which respond to an interrogation on a special frequency require special equipment on the ship. The maritime industry resisted this due to its increased cost. A frequency/-agile racon was then developed which determines the -39- Frequency of the interrogating radar and responds on that frequency. This solved many problems and research was ahle to alleviate other problems. There is still disagreement between frequency offset and time-offset methods of producing the racon signal although radar beacons are in use throughout the world. c. LCDR Charles B. Mosher, USCG, in his article "Racons as a Short Range Aid to Navigation" discusses the future use of racons. Originally racons were usable only on 3 cm radars (not 10 cm) thus providing incomplete coverage. Now two methods of producing the specialized service are under development, timeoffset and frequency--offset. LCDR Mosher states, "Manufacturers and various radio/radar technical committees will be debating the merits of each method for some time. Once agreement is reached and the technical parameters are specified, the racon will became a short range aid to navigation rather than an identification device." Each of the two methods however can be used to identify targets but care must be taken not to have too many in the same geographic area for fear these identifying signals would mask other radar targets. The U.S. Coast Guard is testing frequency-agile ractons and hopes to solicit bids for approximately 100 units. LCDR Mosher anticipated operational deployment will begin early in 1986. 11. Question AS. It is desirable to exchange radar plot information with the drilling ship when making an approach to the southbound traffic lane in the vicinity of the drilling ship fran outside the traffic lane. -40- a. Only 24% (20 of 81) agreed while 54% (44 of 81) disagreed -with this premise. The "voting" of all elements involved conformed very closely to these figures. Unless there was a port nearby from which vessels would exit and pass the drillship and make a southbound passage, there would be little, if any, cause for such comunication. As the drillship or platform is stationary, there is little need to exchange plot information except for dire emergency. 12. Question A9. It is desirable to exchange radar plot information with the drilling ship when making an approach to the platform in the northbound traffic lane. a. Thirty-seven percent (30 of 81) agreed while 46% (38 of 81) disagreed on this question. Although 57 masters stated it was necessary for the drillship to have a radar installed and 46 desired the drillship to have a "certified radar observer" to maintain radar plots of approaching traffic, only 30 said it was desirable to exchange this information with approaching northbound vessels. As in Question AS, there would appear to be little need to exchange radar plat information with a moored vessel except in cases of dire emergency. it appears the primary need for a radar and observers on the platform or drillship would be to serve as a warning device in case of approaching vessels that did not appear to be taking timely and sufficient action to avoid the moored vessel. -41- 13. Question A10. Under adverse enviromental conditions, with high winds and rough sea, maneuvererability in the vicinity of the drilling ship would be difficult. a. Sixty-seven percent (53 of 79) agreed to this premise. when looking at the breakdown of vessels by type, little difference shows up the percentages are basically the same. It must be- agreed that adverse envirormental conditions do render shiphandling difficult and thus increases the possibility of loss of control and possible collision. In this vicinity, however, there are not many days of extreme weather conditions during the year, thus reducing this possibility. 14. Question All. Under heavy traffic conditions, six or more vessels in the area, it would be difficult to maneuver in the vicinity of the drilling ship. a. Seventy percent (65 of 81) agreed to this and only 11 disagreed. A review of the Target Data Reports and interviews of the Masters and Mates of the Coral Sea showed that very seldom were there more than two ships in the near vicinity of the drillship at any one time. The work boats servicing the Coral Sea stayed to the north of it except for limited situations. This alleviated the traffic problem to a large extent. Southbound vessels in no wayham4qpered shipping in the northbound lanes, even when northbound vessels transgressed into the Separation Zone. -42- 15. Question A12. With high drilling ship density in the immediiate area of the existing drilling ship, ship maneuverability would be difficult. a. Eighty-two percent (66 of 80) agreed to this question with only seven disagreeing. The last question referred to several maneuvering ships in the vicinity while this question poses the thought of several platforms or stationary drillships. with no maneuverability in the area. this obviously complicates the case and increases the difficulty although the maneuvering ship would not have to worry about the actions of the platform/drillship-there would be no movement. -43- PART D; CONCLUSIONS AND RECOMMENDARTIONS These conclusions and recommedations are based upon the actions of nearly 800 vessels passing the drillship Glomar Coral Sea, the reports received from 92 of them answering questions pertinent to the operation, and personal interviews and observations. 1. When mooring a drillship, effort is naturally made to cause the prevailing wind to blow from the living quarters toward the drilling mast to keep gases from polluting these quarters. Where at all possible, efforts should also be made to moor the drillship with its bow toward the on coming traffic to reduce the width of the target and to present the strongest portion of the vessel toward the approaching vessels in order to reduce damage in case of collision. 2. a. Drilling ships conducting exploratory drilling adjacent to the traffic lanes of the VTSS present a risk to passing traffic. However, this risk is alleviated to some extent if the fact is well promulgated in Notice to Mariners," "Local Notice to Mariners" and at frequent intervals by the U.S. CoastGuard on VHF channel 22A, the "Marine Information Broadcast." It must be noted that this publicity is being accomplished at the present time, although a number of errors in "Local Notices to Mariners" 'have been rioted in the past as to the precise location of drilling rigs. Permanent platforms within 2000 meters of a VTSS or on or near customary steaming tracks should be shown on charts of the area as well. -44- b. Cne purpose of a VTSS is to provide safe transit of an area with limited course charnges required and good targets, both visual and radar, for navigaticnal purposes. LM0 instructions for the establishment and modification of routing systems does allow a slight adjustment of the scheme, either temporary or permanent, in order to clear a drilling area or other obstruction from the lane, if this is necessary. The Eleventh Coast Guard District Port Access Route Study has recommended a change to the Santa Barbara Channel Traffic Separation Scheme by extending its western end to a precautionary zone and pivoting the TSS so that the eastern end near Anacapa Island is relocated approximately one-half mile southward. This will clear the drilling area occupied by the Glomar Coral Sea putting it over 1000 meters from the traffic lane. 3. Where it is a condition of the permit, as it was in this case, to not buoy any anchors in the VTSS, no reference should be made in LNM or other sources to the possibility of lighted buoys in the channel. It is recognized that anchors outside the channel would be so marked and comments; could be made to this effect but no reference should be made to buoys in the VTSS where this situation was prohibited as in this case. It is conceivable that the allusion in LNM 9-83 to the potential location of buoys in the channel would cause the passing masters to leave the drillship further to starboard and enter the Separation Zone to avoid this possible danger. It is further recommended that buoys not be permitted in the VTSS, except under extraordinary circumstances. -45- 4. A five hundred meter (500 m) buffer zone adjacent to Traffic Lanes has been recommended by, various sources. Based on the results of this study, under certain conditions drilling ships can be temporarily placed in this 500 meter buffer zone for exploratory drilling. This calculated risk is derived by evaluating the movements of some 793 vessels passing the Glomar Coral Sea and the coments received from 92 masters. a. Prevailing and anticipated visibility conditions must be taken into consideration. During foggy and hazy periods visual sighting distance is reduced and danger of collision thus increased. Although the majority of the masters reporting viewed the drillship as a 'hazard in restricted visibility, and to some extent in clear weather, the drillship was reported to present an excellent radar target in all weather conditions therefore affording ample opportunity to avoid any close quarters situations. It is noted that only 1% (9 of 793) passed within 500 yards of the drillship and only 2 within 250 yards of the stationary vessel. b. Sufficient maneuvering space must be available in the area for transiting ships to take necessary avoiding action in case of multiple ships being present. c. No drillships or platforms should be allowed to be placed in the traffic lanes themselvles, as this would reduce the channel width and create an untenable situation for passing traffic with all the support vessels and so forth in the vicinity. d. Obviously, the longer the drillship remains in the buffer zone, the greater the danger of collision with approaching traffic. No place in navigable waters is fail-safe permanently from being struck by another vessel, but for relatively short periods of time this risk should be acceptable. -46 - e. @not"her area of concern is within four miles of a turn in the cha--mel and especially cn the outsi@2e of the turn. A close cpiarters situation could easily result if an oncoming vessel did not tum at the proper time caused by the lack of alertness cn part of the watch or not making adjustments in course as necessary in sufficient time after the turn. 5. Every effort should be taken to prevent a "gated" situation where t-,;o drillship/platforms are located on site sides of the traffic lane, within 1000 meters of the lane edge and with less than two nautical miles horizontal separation. Distances less than these could create a condition calling for several course changes - slalom - t*hus increasing the danger of collision. 7he fact that one vessel is moored in the Separation Zone does not in any way diminish this problem. The track lines and thee CPA's of the ships passing the Glomar Coral Sea show quite conclusively that the vessels' -masters did not consider the Separation Zone inviolate even though the Rules of the Road state that you should enter it only to cross or in case of emergency 6. Because of the basic requirement of a drillship to be able to move fran place to place for exploratory drilling, there is no question that these slups should be equipped with all the necessary navigational instruments and devices, including radars, collision avoidance/early warning devices, VHF and other radio transceivers, lights, Whistles, and so forth, as called for by the U.S. Coast Guard. Having the --4uipment, it must be operated by competent personnel in order to reluce any danger of collision wit'i oncaming traffic. -47- 7. The high percentage of the passing vessels sighting the drillship by radar at least ten miles away indicates the ship presents an excellent target that is not in need of enhancement. A smaller exploratory drillship, on the other hand, might not be so readily radar-visible thus calling for the addition of one or more radar reflectors to ensure an early target acquisition and identification. 8. In Question A2) of the questionnaire 68% of the Masters answering agreed that the drillship was a "hazard under conditions of reduced visibility. Color is an important factor in sighting and identification. Studies should be made in the area where a drillship/platform is secured as to whether the vessel should be painted a particular color for ease in visual acquistion. White or international orange are two suggested colors but local conditions can and should govern. Haze or fog reduce the range of visibility of white and orange is enhanced, whereas, in clear weather white would possibly be better. 9. It was noted during this survey that intership communications were not completely satisfactory. Greater effort by the drillship/plat form personnel must be undertaken to effect this necessary requirement. It is understood that many--probably most-of the passing vessels had foreign crews but the ship is required by law to have an English-speaking radio operator on board. Proper and early communications will reduce any surprise factor of the oncoming ship sighting and identifying the drillship/platform for what it is-a stationary object-thus unable to maneuver and get out of the way. -48- 10. Unless it is necessary to cross a traffic lane to reach a drillship or platform, every effort must be made by support traffic-crew and supply boats-to remain as far from a VTSS as possible in order not to interfere with traffic therein. When these craft must cross a lane to service a drillship or platform it should be done in a limited area and the support craft should always defer to the ships utilizing the traffic scheme. 11. On occasion an overtaking situation would take place near the drillship. Although no problems came from these evolutions, the danger of collision due to possible loss of steering control or other casualty existed and was increased by the mere numbers of vessels. While there is adequate space in the channel if the drillshiplatform is at least 500 meters from the channel, any smaller buffer zone could create an unsatisfactory situation and overtaking operations should be limited or curtailed until the vessels are clear of the immediate area. -49- APPENDIX A Tabulation of recorded traffic passing Drillship Coral Sea from 1 March to 14 May 1983 inclusive. (*Vessel Data Record received.) Code: C - Container, T - Tanker, B - Bulk Carrier, Com - Combination, R - RplRn, TT Tug & 7bw, G - Break Bulk Target Time Vessel's Name CPA Cono. Vis. Wi nd Eby/ Date NO. Abeam and/or Type (n. mi.) (Yes or No) (11. 11d.) (Dir. Vel.) Night 28 Feb. ---- * 2040 AXEL JOHNSON(G) 0.8 N 10 ----- N (Prior to commencement of operations.) I March 3/1* 0230 PRES. JEFFERSON(C) 0.5 Y 0.5 125/35 N 3/2* 0557 ALMIRANTI STORNI(G) 0.5 N 3 130/38 N 3/3 1705 SOHIO INTREPID(T) 0.8 N 9 150/26 D 3/4 1715 JALISCO 0.35 N 9 150/26 D 3/5* 2330 PACIFIC SUNSHINE(C) 1.0 N 8 140/25 N 2 March 3/6A 0003 (T) 0.4 N 8 140/25 N 3/6B 0355 TIOMSEENA(T) 0.6 Y 10 140/25 N 3/7 0944 (B) 0.8 N 4 145/18 D 3/8 1216 (B) 0.6 N 6 145/14 D 3/9A 1514 (B) 1.3 N 9 0 D 3/9B 2200 H.M.Y'. BRITANNIA 0.8 Y 10 083/10 N (with USCG escort) 3 March 3/10 0500 PHILADELPHIA SUN(T) 1.0 Y 4 055/16 N 3/11 1006 (C) 0.7 N 2 065/18 D 3/12 1210 (B) 0.85 N 9 085/6 D 3/13 1244 SANTA SILVA MARU(B) 0.6 N 9. 085/6 D APPENDIX (Cont.) Page 2 Target Time Vessel's Naine CPA Com. vis. Wind Day/ Date No. Abeam and/or Type (n. mi.) (Yes or No) (n. mi.) (Dir. Vej..) Night 3 Nbrch 3/14* 1846 TOREK COMBINER(B) 0.9 N 10 ?/15 N 3/15 1924 (T) 1.8 N 10 260/12 N 3/16 1942 0.6 N 10 260/12 N 3/17 2036 1.7 N 10 260/12 N 3/18 2048 0.8 N 10 260/12 N 3/19* 2214 VENUS DIAMOND(R) 1.5 N 10 260/12 N 3/20 2258 KEWAINA(T) 1 .3 y 10 255/15 N 3/21 2349 ARCO FAIRBANKS(T) 0.4 y 9 250/18 N 4 %rch 3/22 0113 COLORADO (T) 1.0 y 9 250/18 N 3/23 0250 SIERRA MADRE(T) 0.8 y 9 250/18 N 3/24 0458 EXXON BOSTON(T) 1.4 y 10 290/22 N 3/25* 0502 MOBIL ARCTIC (T) 1.5 y 10 290/22 N 3/26 1105 SEAPAC PRINCETON (C) 0.6 N 15 265/24 D 3/27 1548 ALKYONO (B) 0.7 y 10 255/40 D 3/28 1848 SANTA MAGDALENA(Ccm) 1.5 y 10 250/30 N 3/29 2034 GALLEON TOMALLINA 1.8 y 9 270/32 N 3/30* 2245 HIRA MARU (C) 1.0 N 9 270/32 N 3/31 2243 0.6 N 9 270/32 N 3/32 2318 1.0 N 9 270/32 N APPENDIX (Cont.) Page 3 Target Tim Vessel's Name CPA Conn. vis. Wi nd lb- Y/ Date No. Abeam and/or Type (n. mi.) (Yes or No) (1). mi.) (Dir. Vel.) Night 4 March 3/33 2334 0.8 N 9 270/32 N 3/34 2355 1.1 N 9 270/32 N 5 March 3/35 0003 NOIUAY (B) 1.0 y 10 270/25 N 3/36 0236 0.9 N 10 270/22 N 3/37 0936 POLYNESIA(B) 0.7 y 10 270/16 D 3/38 1856 0.8 N 2 090/4 N 3/39 1902 EXXON NEW ORLEANS(T) 1.4 y 2 090/4 N 3/40 2020 0.8 N 3 090/12 N 3/41 2203 0.8 N 3 090/12 N 3/42* 2218 ANIONIA JOHNSON (C) 0.6 N 3 090/12 N 3/43 2322 0.8 N 10 040/10 N 6 March 3/44 0016 0.7 N 10 040/10 N 3/45 0329 0.7 N 10 060/5 N 3/46 0804 (B) 0.8 N 9 260/14 D 3/47 1039 Alro TEXAS (T) 0.7 N 9 260/14 D 3/48 1228 GOLDEN GATE (T) 0.75 y 15 265/12 D 3/49 1414 ALEMANIA EXPRESS 0.6 N 12 275/16 D 3/50 2007 CHEVRON LOUISIANA(T) 1.4 y 15 250/22 N 3/51 2037 0.6 N 15 250/22 N APPENDIX (Cont.) Page 4 7'a rget Time Vessel's Name CPA cam. Vis. Wind Day/ Date No. Abeam and/or IZ22 (n. mi.) (Yes or No) (n. mi.) (Dir. Vel.) Ni2ht 7 March 3/52 1750 SZUAND EXPLORER (C) 0.8 y 7 2rjO/20 D 3/53 1818 (T) 1.7 N 7 250/20 D 3/54 1955 1.0 N 10 260/22 N 3/55 2050 (T) 0.5 y 10 260/22 N 3/56 2134 0.8 N 10 260/22 N 3/57 2208 0.4 N 10 260/22 N 8 March 3/58 0037 (rfT) 0.9 N 10 260/14 N 3/59 0138 1.1 N 13 270/11 N 3/60 0155 1.0 N 13 270/11 N 3/61 0420 ATIGUN PASS (T) 0.7 y is 280/8 N 3/62 1105 POTIOMAC (T) 1.3 N 7 300/18 D 3/63 1114 CHEVRON WASHI%-MN(T) 1.2 N 7 300/18 D 3/64 1232 EXXON JAMESMVN (T) 0.5 y 7 300/18 D 3/65 1324 (B) 1.2 N 7 300/18 D 3/66 1359 PE)COS(T) 1.0 y 12 270/20 D 3/67* 1415 ASIA MARU(C) 1.5 y 12 270/20 D 3/68 1617 PRINCE WILLIAM SOUND 0.8 N 12 270/20 D 3/69* 2057 R93ENT CEDAR (R) 0.9 N 12 250/22 N 9 March 3/70 0421 0.7 N 12 240/22 N APPINDIX (Cont.) Page 5 Target Time Vessel's Name CPA Comm. Vis. Wi nd Day/ Da te No. Abeam and/or Type (n. mi.) (Yes or No) (n. mi.) (Dir. Vel.) Night 9 March 3/71 1000 (C) 1.1 N 5 270/10 D 3/72 1108 AMERICAN MONAWH 0.8 y 12 260/16 D 3/73 1131 (G) 0.8 N 12 260/16 D 3/74 1813 CHEVRON OREGON (T) 1.2 y 10 260/22 D 3/75 2000 (TT) 1.2 N 10 2GO/22 N 3/76 2242 (T) 0.7 N 10 250/22 N 3/77 2341 1.0 N 10 250/22 N 10 March 3/78 0121 1.0 N 10 250/25 N 3/79* 0232 JAPAN ACE (C) 1.6 N 10 255/25 N 3/80 0436 (G) (Medium) 0.6 mi North N 12 255/15 N 3/81 1333 SUO MARU 0.9 N 8 270/22 D 3/82 1700 AMERICAN CU44AMER (TT) 1.0 y 8 270/B D 3/83 2005 (TT) 2.2 mi North N 10 255/20 N 3/84 2010 (C) 1.0 N 10 255/20 N 3/85 2038 (T) 0.8 N 10 255/20 N 3/86 2221 PHILADELPHIA SUN(T) 1.1 y 10 255/20 N 11 March 3/87 0008 1.1 N 8 245/16 N 3/88 0040 M.SS ('IT) 0.8 y 8 245/16 N 3/89 0255 2.0 N 8 255/16 N APPENDIX (Cont.) Page 6 Target Time Vessel's Name CPA CCM. Vis. Wind Day/ Date No. Abeam and/or Type (n. mi.) (Yes or No) (n. mi.) (Dir. Vel.) Night 11 Nbrch 3/90 0521 (T) (Large) 1.0 N 8 250/16 N 3/91 1338 PACIFIC CHALLEW,,ER(Tr) 0.9 Y 15 260/15 D 3/92 1432 HIEI MARU(G) 0.45 N 15 260/23 D 3/93 2048 (C) Medium) 1.0 N 12 250/25 N 3/94 2232 (T) (Very large) 1.2 N 15 260/18 N 12 March 3/95 0007 (T) (Me-d-small/foreign) 0.3 Y 12 260/18 N 3/96* 0239 VISHVA PARAG(G) (Small) 1.0 Y 12 260/18 N 3/97 084B COLORADO (T) 0.7 Y 8 260/10 D 3/98 0856 ZIM SAVANNAH(C) 0.3 N 8 260/10 D 3/99 0914 SOPHIE FIRST(G) 0.6 N 8 260/10 D 3/100 1010 BARNEY DE FELICE(TT) 1.2 Y 8 260/10 D 3/101 1040 COCHISE(TT) 0.9 Y 15 260/12 D 3/102 1037 (C) (KS Lines) 1.1 N 15 260/12 D 3/103 1111 SHERENE(G) 0.5 N 15 260/12 D 3/104 2018 1.0 N 10 270/18 N 13 March 3/105 0516 (T) (Small) 1.3 N 12 275/22 N 3/106 0556 (C) (Large) (K Line) 0.8 N 12 275/22 D 3/107 0607 MALACCA MARU(C) (Small) 0.7 N 12 275/22 D 3/108 (NO TAMET DESIGNATED.) APPENDIX (Cont.) Page 7 Target Tim Vessel's Name CPA Comm. vis. Wind Day/ Date No. Abeam and/or TZL:@-: (n. mi.) (Yes or NO) (n. mi.) (Dir. Ve.1.) Night 13 March 3/109 0927 ANCO CHAMPION 0.6 N 12 275/18 D 3/110 0929 DAWN(T) (Chem) 0.6 Y 12 275/18 D 3/111 1016 WELLINGTON STAR(G) 0.8 Y 12 275/18 D 3/112 1047 EVER SUMMIT 0.55 N 10 160/8 D 3/113 1047 SARITA 0.9 Y 10 160/8 D 3/114 1050 NGAN CHAU 0.6 N 10 160/8 D 3/115 1432 CBCIL H. GREENE- (Seismic) 0.5 North Y 1.2 0 Pain 3/116 1607 ELBE EXPRESS(C) 0.5 N 1.0 0 Pain 3/117 2227 CHEVRON OREGON(T) 1.1 Y 10 265/28 N 3/118 2218 (C) (Medium) 0.7 Y 10 265/28 N 3/119 2320 (T) (Large) 0.8 N 12 270/35 N 14 March 3/120 0627 TYSEN LYKES 1.2 Y 12 280/30 D 3/121 1 101 EXXON LEXINGTON 0.9 Y 20 280/22 D 3/122 1130 (C) 0.9 N 20 280/22 D 3/123* 1521 YAMASHIN MARU(C) (Small) 1.5 N 20 260/16 D 3/124 2121 (C) (Medium) 0.6 N 12 260/28 N 3/125* 2335 SEA AUGUSTA(G) 1.0 N 12 260/26 N 15 March 3/126A 0253 (G) 1.2 N 12 040/8 N APPENDIX (Con t. Page 8 Target Time Vessel's Name CPA CCM. Vis. wind [by/ Date No. Abeam and/or Type (n. mi.) (Yes or No) (n. mi.) (Dir. Vel.) Night- 15 March 3/126B 2039 PRES. RDOSEVELT (C) 1.0 y 15 050/5 N 3/127 2144 (G) (Medium-small) 1.0 y 15 050/5 N 3/128 2217 (G) (Med ium) 0.7 N 15 050/5 N 16 March 3/129 0014 (T) (Medium) 0.8 N 15 0 N 3/130 0222 (T) (Medium) 0.5 N 15 050/10 N 3/131 0515 (T) (Small) 1.3 N 12 050/10 N 3/132 0754 CH0AM WASHINGTON (T) 0.9 y 15 090/4 D 3/133 0759 THAMES MARU(G) 0.8 N 15 090/4 D 3/134 1355 KEYSME (T) 1.1 y 6 160/16 D 3/135 1953 (Medium size) 1.0 N 8 050/20 N 3/136* 2305 FERNCROFT (Med-small) 1.1 N 10 660/20 N 17 March 3/137 0100 (C) (Medium-large) 0.3 N 10 060/20 N 3/138* 0258 IMPERIAL SKEENA (T) (Smll) 1.2 N 12 050/8 N 3/139* 0311 KISO MARU(C) 0.9 N 12 050/8 N 3/140 0351 (C) (Medium) 0.9 N 12 050/8 N 3/141* 0713 EARNEST VENnJRE (G) 0.6 N 12 0 D 3/142 1353 CH"EVRON COLONAM (T) 0.8 y 10 260/8 D 3/143 1519 PACIFIC TITAN (TT) 1.0 y 10 260/8 D 3/144* 1917 BRIMANGER. (T) (Medium) 1.2 N 18 260/14 N APPrWDIX (Cont.) Page 9 Target Tim Vessel's Name CPA Ccfflm. Vis. Wi nd Day/ a-i te NO. Abeam and/or Type (n. mi.) (Yes or No) (n. mi.) (Dir. Vel.) Night 17 March 3/145 2130 (C) (Medium) 0.8 N 10 290/14 N 3/146 2342 (G) (Medium-small) 0.8 N 12 0 N 3/147 2343 (T) (Med-large) (Overtaking) 1.0 N 12 0 N 18 March 3/148 0324 (T) (Med-small) (Exxon) 0.4 N 8 250/8 N 3/149 0831 MARACAIBO MARU (T) 0.8 N 10 0 D 3/150 1004 BEAUTSOUS(B) 0.8 N 10 0 D' 3/151 1451 SIRIUS(G) 0.6 N 20 240/8 D 3/152 1541 'MI CHUNG (B) 0.5 y 20 240/8 D 3/153 1555 YOUNG SPLJ@IWR (R) 0.6 N 20 240/8 D 3/154 1731 (T) IMedium) 2.2 N 20 240/10 D 3/155* 2034 TAMA MARU (R) 2.2 N 12 260/11 N 3/156 2103 (T) (Medium-large) 0.9 N 12 260/11 Iq 3/157 2155 (G) (Medium-small) 0.8 N 12 260/11 N 3/158 2321 AMERICAN MARKETER 0.5 y 8 000/7 N 3/159 2358 (T) (Large) 1.0 N 8 000/7 N 19 March 3/160 0059 (G) (Large) 0.5 N 8 000/7 N 3/161 0305 (TT) 1.6 N 15 040/9 N 3/162 0516 (C) (Medium) 1.0 N 15 050/10 N 3/163 0752 EXXON NEW ORLEANS(T) 0.8 y 15 050/6 D APPENDIX (Cont.) Page 10 Target Time Vessel's Name CPA Comm. vis. w i nd rby/ Date No. Abeam and/or Type (n. mi.) (Yes or No) (n. mi.) (Dir. Vel.) Night 19 March 3/164 2024 (T) (Me-dium-large) 1.3 N 12 260/28 N 3/165 2030 SEALAND DEIFENDER (C) 2.0 N 12 260/28 N 3/166 2124 (G) (Small) 0.8 N 12 260/28 N 3/167 2305 (C) (Med i um) 0.8 N 12 060/8 N 3/168 2329 (G) (Medium) 0.5 N 12 0GO/8 N 20 March 3/169 0005 (Medium-large) 0.5 N 12 OGO/O N 19 March 3/170 2346 (Medium-small) 1.1 N 12 060/8 N 20 March 3/171 0138 (G) (Large) 1.0 N 12 060/8 N 3/172 0322 (T) (Sma 11) 1.6 N 12 0 N 3/173 0451 (T) (Medium-small) 0.5 N 10 050/14 N 3/174 0935 COLORADO(T) 0.6 N 10 060/10 D 3/175 1350 MANJIN INCHON(C) 1.5 N 10 160/10 D 3/176 1414 TEXACO M=- SOTA (T) 1.1 y 10 160/10 D 3/177 1417 HARUNA MARU (C) 0.5 N 10 160/10 D 3/178 1951 (Medium-large) 0.6 N 8 1110/10 N 3/179 2002 SIERRA MADRE 0.8 y 8 140/10 N 3/180 2203 (T) (Medium-large) 0.8 N 8 140/10 N 3/181 2149 (T) (Medium-large) 1.2 N 8 140/10 N 21 March 3/182 0448 (T) (Small) 0.6 N 10 270/14 N APPENDIX (CDnt.) Page 11 Target Time Vessel's Name CPA CCmm. Vis. Wind Day/ Date No. Abeam and/or Type (n. mi.) (Yes or No) (n. mi.) (Dir. Vel.) Night 21 March 3/183 0821 ArM ALASKA (T) 0.5 y 15 240/20 D 3/184 OB56 NEPTUNE JADE(C) 0.9 y 15 240/20 D 3/185 1301 JINGBON(G) 0.3 N 15 260/29 D 3/186 1651 LAFAYETTE 1.0 N 12 260/30 D 3/187 1947 (T) (Large) 0.7 N 12 270/2B N 3/188 1944 (Corn) (Simall) 2.o N 12 270/28 N 3/189 2024 1.0 N 12 270/28 N 3/190 2330 (G) (Medium-small) 1.0 N 12 260/24 N 22 March 3/191 0048 (Me-dium-large) 1.2 N 12 260/24 N 3/192 0108 (T) (Large) 0.7 N 12 260/24 N 3/193 0051 (C) (M--dium-large) 1.0 N 12 2GO/24 N 3/194 0248 ('IT) 1.3 N 12 270/24 N 3/195 0239 (G) (Medium-small) 0.5 N 12 270/24 N 3/196 0412 (T) (Me-dium-large) 1.1 N 12 270/24 N 3/197 0533 (C) (Medium) 1.1@ N 12 260/20 N 3/198 0559 TEXACO NIV JERSEY(T) (Small) 1.0 N 12 260/20 D 3/199 0842 NAM-CAN SUN(T) 1.0 y 12 260/6 D 3/200 1028 EXXON WASHINGTON(T) 0.7 y 4 150/4 D 3/201 1808 CLIFMRD MAERSK 0.8 y 10 070/10 D -APPENDIX (Cont.) Page 12 9brget Time Vessel's Name CPA com. Vis. Wind Day/ Date NO; Abeam and/or Type (n. mi.) (Yes or No) (n. mi.) (Dir. Vel.) Night 22 March 3/202 1958 (G) (Medium) 0.6 N 10 260/14 N 23 March 3/203 0047 (MediLun-small) 0.8 N 10 270/22 N 3/204 0236 (TT) 1.5 N 12 270/24 N 3/205 0323 (Mie-dium) 1.3 N 12 270/24 N 3/206 0750 1.5 N 12 260/20 D 3/207 0817 PaICMAC(T) 0.7 N 12 260/15 D 3/208 1051 BESSENGEN(C) 0.8 y 12 250/6 D 3/209 1303 PRES. LINCOLN(C) 0.9 N 12 250/6 D 3/210 1327 YAMOKI MARU(B) 0.7 N 12 250/6 D 3/211* 1802 UNIDO(G) 1.0 y 7 130/10 D 3/212 2120 1.1 y 0.5 035/38 N 3/213 2129 2.1 N 0.5 035/38 N 3/214 2139 1.4 N 0.5 035/38 N 24 March 3/215 0031 (Japanese vessel) 0.7 y 10 320/24 N 3/216 0215 (Greek vessel) 0.9 y 12 260/20 N 3/217* 0635 Tr MAMLAND (T) 1.0 N 15 280/12 D 3/218 1109 LAKIONG. CHAU (C) 1.0 N 12 280/22 D 3/219 1225 CHEVRON OREGON (T) 1.05 y 12 280/22 D 3/220 1801 WEST SUNDAI(B) 0.75 N 15' 285/38 D APPENDIX (Cont.) Page 13 T'a rge t TirrLe Vessel's Name CPA Ccmm. Vis. Wind Day/ Date No. Abeam and/or Type (n. mi.) (Yes or No) (n. mi.) (Dir. Vel.) Night 24 March 3/221 2330 (MediLun size) 1.7 N 12 270/38 N 3/222 2352 (Large 1.2 N 12 270/38 N 25 March 3/223 (NO TARGET DESIGNATED.) 3/224 0104 0.9 N 12 270/38 N 3/225 0139 B.T. SAN DIEGO(T) 1.3 y 12 280/35 N 3/226 0524 (R) 0.7 N 14 270/32 N 3/227 0720 LION OF CALIFORNIA(T) 0.7 y 14 260/31 D 3/228 0745 (C) 1.1 N 14 260/28 D 3/229 1030 AMERICAN TRADER (C) 1.1 N 14 265/27 D 3/230 1047 C11EVRIDN COLORADO (T) 1.0 N 14 265/27 D 3/231 1224 ASAKAZE(T) 0.8 N 14 265/30 D 3/232 1450 ALADI N STAR (B) 0.8 N 10 265/30 D 3/233A* 1444 HAKUSAN MARU(C) 1.3 N 10 265/30 D 3/233B 2356 0.9 N 12 280/22 N 26 March 3/234 0027 1.1 N 12 280/22 N 3/235* 0508 SANTA CRUZ 11 0.5 y 10 060/10 N 3/236 o618 LAGUAJARA(B) (Small) 0.7 N 10 060/10 D 3/237 0618 KRW (G) (Small) 0.5 y 10 060/10 D 3/238 0633 CJ311PE)C 2 (G) (Small) 0.4 N 10 060/10 D APPENDIX (Cont.) Page 14 Target Time Vessel's Name CPA Com. vis. Wind Day/ Date No. Abeam and/or Type (n. mi.) (Yes or No) (n. mi.) (Dir. Vel.) Night 26 March 3/239 0913 HOHSING ARROW(B) (Sfpall) 0.6 N 12 060/2 D 3/240 0937 FUSING MARU(T) (Small) 0.6 N 12 060/2 D 3/241* 1026 STOLT INTMRITY (T) 1.35 N 13 0 D 3/242 1052 JUPITER NO. 1(G) 1.3 N 14 0 D 3/243 1246 SEALAND MARINER(C) 0.6 N 14 0 D 3/244 2011 (B) (Very large) 1.1 N 12 260/22 N 3/245 2028 1.1 N 12 260/22 N 3/246* 2155 CARIBBEAN HIGHWAY (R) 1.0 N 12 265/22 N 3/247* 2226 SHIN-KASHU MARU 1.0 N 12 250/20 N 27 Mrch 3/248 0129 0.9 N 12 260/15 N 3/249 0824 (B) (Large) 1.0 N 12 0 D 3/250 0843 HOE)GH MEFOiANT (C) 0.3 N 12 0 D 3/251 0906 STAR MAGNATE(C) 0.4 N 12 0 D 3/252 0930 EKVATIOR 0.4 N 12 0 D 3/253 1119 ALSTER EXPRESS(C) 0.7 N 20 255/10 D 3/254 1436 MOBIL OIL(T) 1.2 Y 20 235/14 D 3/255 1509 CYRSTAL STAR(B) 0.9 N 20 235/14 D 3/256 2204 (B) (Large) 0.7 N 8 055/8 N 3/257 2219 (C) 1.0 N 8 055/8 N APPENDIX .-. (Cont.) Page 15 Target Time Vessel's Name CPA CCMm. Vis. Wind Day/ Date No. Abeam and/or Type (n. mi.) (Yes or No) (n. mi.) (Dir. Vel.) Night 27 March 3/258 2251 (VLCC) 1.0 N 10 270/20 N 3/259 2326 (Small ship) 1.6 N 10 270/20 N 28 March 3/260 0116 VIT) 1.3 N 10 270/20 N 3/261 0058 (C) 1.0 N 10 270/20 N 3/262 0946 COLORADO(T) 0.6 N 15 255/8 D 3/263 1049 TEMSE(B) 0.35 N 15 260/14 D 3/264 1120 EXXON BALTIMORE(T) 0.4 Y 15 260/14 D 3/265 1124 (C) 0.8 N 15 260/14 D 3/266 1619 USCGC 625 0.8 N 15 255/18 D 3/267 1706 KIWALAN(B) 0.3 N 15 220/24 D (See end of report) ARABEIJA 3/268* 2305 CLOVER(G) 1.2 N 12 295/16 N 3/269 2332 (T) 1.1 N 12 295/16 N 29 March 3/270 0155 KEYSTONE CANYON(T) 0.8 N 12 325/8 N 3/271 0230 (TT) 0.7 N 12 325/8 N 3/272 0646 PRES. JEFFERSON (C) 1.3 N 12 260/8 D 3/273 1016 EVER VICTORY (C) 0.9 N 12 0 D .3/274 1121 SEAPAC LEXINGTON(C) 0.6 N 15 260/10 D 3/275 1524 (B) (Small) 1.1 N 15 2BO/14 D APPENDIX (Cont.) Page 16 Target Time Vessel's Name CPA calm. Vis. Wind Day/ Date No. Abeam and/or Type (n. mi.) (Yes or No) (n. mi.) (Dir. Vel.) Night 29 March 3/276 1600 TEXACO GBC)WIA (T) 1.1 N 15 280/14 D 3/277 2216 0.8 N 10 250/22 N 30 @brch 3/278* 0008 NEPTU0 DIAMOND (R) 1.2 N 12 250/24 N 3/279 0009 0.7 N 12 250/24 N 3/280 0446 1.0 N 12 260/18 N 3/281 1005 CHEVRON ORBGON (T) 0.8 N 12 260/18 D 3/282 1638 MITSUI MARU (B) 0.45 N 12 255/24 D 3/283 2101 0.45 N 10 260/30 N 3/284 2238 0.4 N 12 255/32 N 3/285 2319 (B) (Large) 0.125 N 12 255/33 N 3/286 2346 (B) 0.5 N 12 250/34 N 31 blarch 3/287 0120 0.6 N 12 250/34 N 3/288 0518 (C) (Small) 1.2 N 4 040/4 N 3/289 1838 (G) 0.8 N 6 250/34 D 3/290 1915 1.1 N 7 250/32 N 3/291 1942 0.9 N 8 250/31 N 3/292 2109 1.3 N 10 260/24 N 3/293 2124 1.3 N 10 260/24 N 3/294 2206 (C) 1.0 y 10 260/21 N APPENDIX (Cont.) Page 17 Target Time Vessel's Name CPA Cbm. vis. Wind D3 Y/ Page No. Abeam and/or Type (n. mi.) (Yes or No) (n. mi.) (Dir. Vel.) Night 31 March 3/295 2334 0.5 N 10 260/16 N I April 4/1 0154 (T) 0.5 N 11 255/14 N 4/2 0257 (C) 1.4 N 12 250/14 N 4/3 0312 1.4 N 12 250/14 N 4/4 1022 NEW APOLLO(B) 0.4 N 10 275/12 D 4/5 1049 RUNER EXPRESS(C) 0.5 N 10 275/12 D 4/6 1152 GREEN ISLAND(C) 0.4 N 10 275/12 D 4/7* 1223 SHOSHIN MARU(B) 0.5 N 10 275/12 D 4/8 1926 SANTA MARIANA (Com) 1.0 Y 12 255/17 N 4/9 2230 0.6 N 12 255/14 N 4/10 2237 0.8 N 12 255/14 N 4/11 2326 0.7 N 12 250/16 N 4/12* 2339 LLOYD AFRGENTINA (C) 1.5 N 12 250/16 N 2 April 4/13 0024 0.8 N 12 250/16 N 4/14 0040 0.6 N 12 250/16 N 4/15 0219 1.2 N 12 250/26 N 4/16 0319 0.45 Y 12 250/26 N 4/17 0927 E`TERNAL ROI (C) 0.7 N 12 244/18 D 4/18* 1243 SEALAND PATRIOT(C) 1.2 Y 6 255/35 D APPENDIX (Gont.) Page 18 Target Time Vessel's Name CPA com. Vis. Wind Da Y/ Date No. Abeam and/or Type (n. mi.) (Yes or No) (n. mi.) (Dir. Vel.) Night 2 April 4/19 1449 BAJA(B) 0.9 y 7 250/38 D 4/20 1616 EXXON N&I ORLEANS(T) 0.6 N 7 255/35 D 4/21* 1739 CRYSTAL REED(B) 0.8 N 7 265/28 D 4/22* 2033 SUZUKASAN MARU (R) 0.7 N 7 280/30 N 4/23 2103 0.85 N 7 280/30 N 4/24 2221 0.8 N 7 280/25 N 4/25 2311 0.65 N 8 270/20 N 4/26 2328 POTWC(T) 1.5 N 10 260/14 N 3 April 4/27 0225 (TT) 1.9 N 12 280/8 N 4/28 0300 0.4 N 12 280/8 N 4/29 0329 0.8 N 12 280/8 N 4/30 1234 (C) 0.8 N 12 260/34 D 4/31 1354 PACIFIC JAPAN (C) 1.1 N 11 280/32 D 4/32 1454 EXXON HOUSrWN (T) 0.6 y 11 280/32 D 4/33 2345 0.5 N 10 290/20 N 4 April 4/34 0036 0.9 N 10 290/20 N 4/35 0502 1.1 N 14 320/16 N 4/36 1004 CHARLES LYKES(R) 0.7 N 15 250/1B D 4/37 1321 TEXACO GEORGIA(T) 0.95 N 15 250/20 D APPENDIX (Cont.) Page 19 Target Tim Vessel's Name CPA Coun. vis. Wind Day/ Date No. Abeam and/or Type (n. mi.) (Yes or No) (n. mi.) (Dir. Vel.) Night 4 April 4/38 1914 0.6 N 15 250/23 N 4/39 1948 0.8 N 18 250/22 N 4/40 2223 0.85 N 15 250/15 N 4/41 2337 0.6 N 10 040/12 N 5 April 4/42 0412 1.6 N 10 040/16 N 4/43 0958 SUNRISE OCEAN(B) (Small) 0.3 N 13 100/10 D 4/44 1033 NEPTUNE AMBER (C) 0.6 N 13 100/10 D 4/45 1224 HARBWR BRIDGE (C) 0.7 N 15 130/6 D 4/46 1326 EXXON BOSTON(T) 0.7 N 15 135/20 D 6 April 4/47 0057 0.9 N 10 0 N 4/48 0535 CAPELEA(T) 0.7 N 12 0 D 4/49 0647 (B) 1.0 N 12 0 D 4/50* 1019 FWRES (G) 1.2 N 10 0 D' 4/51 1026 WESER EXPRESS 0.9 N 10 0 D 4/52 1144 GALPARA (LPG) 0.5 N 12 270/16 D 4/53 1301 CARPAPER(G) (Small) 0.5 N 13 270/16 D 4/54 2109 (T) (Mediun-large) 0.9 N 12 260/22 N 4/55 2308 0.6 y 12 260/18 N APPENDIX (Cont.) Page 20 Target Time Vessel's Name CPA Ccmm. Vis. Wind Day/ Date No. Abeam and/or Type (n. mi.) (Yes or No) (n. mi.) (Dir. Vel.) Night 6 April 4/56 2334 0.7 N 12 260/16 N 4/57 2326 1.2 y 12 260/16 N 7 April 4/58 0031 (G) (Medium-small) 0.8 N 12 260/16 N 4/59 0138 (Medium size) 0.9 N 12 0 N 4/60 0637 COAST RANGE (T) 0.9 N 12 0 D 4/61* 0940 NEDLLOYD KEMBLA (G) 0.5 y 12 270/10 D 4/62 1732 (T) 1.7 N 10 240/25 D 4/63 1853 0.6 y 10 240/25 D 4/64 2202 0.8 N 12 240/18 N 4/65 2148 1.5 N 12 240/18 N 4/66 2247 0.8 N 12 250/15 N 4/67* 2245 EVERSPRING (C) 1.0 N 12 250/15 N 8 April 4/68 0018 (Small) 1.5 N 12 260/12 N 4/69* 0100 ASIA OHILHO(G) 1.0 N 12 260/12 N 4/70 0116 (T) (Large) 0.9 N 12 260/10 N 4/71 0148 (T) (Large) 0.9 N 12 260/5 N 4/72 0623 AFCO ALASKA (T) 0.8 N 12 260/10 D 4/73 0802 PRESIDENT TYLER(Q 0.9 N 10 090/6 D 4/74 0903 LUNA MAERSK(C) 1.0 N 10 090/6 D APPINDIX (Cont.) Page 21 Target Tim Vessel's Name CPA CcMM. Vis. Wind Day/ Date No. Abeam and/or Type (n. mi.) (Yes or No) (n. mi.) (Dir. Vel.) Night 8 April 4/75 1241 EXXON PHILADELPHIA(T) 0.6 N 6 140/13 D 4/76 1245 (C) 1.7 N 6 140/13 D 4/77 1346 ANNIVERSARY THISTLE(B) 0.6 N 8 260/10 D 4/78* 1813 MOBIL ARCTIC (T) 0.8 N 8 240/16 D 4/79* 1947 OCEAN DUKE (B) 0.7 N 8 240/17 D 4/80 2348 (Reversed course to 1.5 N 12 240/16 N avoid traffic.) 9 April 4/81 0005 1.0 N 12 240/16 N 4/82 0049 (G) (14--dium) 1.0 N 12 240/15 N 4/83 0150 (Medium-sniall) 1.7 N 12 010/10 N 4/84 0326 (G) (Med i Lun) 0.8 N 12 010/10 N 4/85 0544 WECCOMA - (Research) 0.6 N 8 030/10 D 4/86 0904 SEALAND EXPLORER (C) 1.0 N 8 OGO/7 D 4/87 1120 (G) 1.0 N 8 240/8 D 4/88 1301 KE114ORD (C) 0.6 Y 8 250/10 D 4/89* 1700 ANIARA(SGPY)(R) 1.0 N 12 270/16 D 4/90 1701 TOYOTWI NO. 7(R) 0.6 N 12 270/16 D 4/91 1951 (T) 1.3 N 12 240/15 N 4/92 2210 1.2 N 12 240/15 N APPINDIX (Cont.) Page 22 Target Tim Vessel's Name CPA ccnlrn. Vis. Wind Day/ Date No. Abeam and/or Type (n. mi.) (Yes or No) (n. mi.) (Dir. Vel._) ... Night 10 April 4/93 0007 TSCUMPSEH (TT) 1.1 y 12 240/12 N 4/94 0008 (T) 0.6 N 12 240/12 N 4/95 0208 (Me-diLun size) 0.9 N 12 260/10 N 4/96* 0323 OVERSEAS BOSTON(T) 1.0 N 12 260/10 N 4/97 0419 SIERRA MADRE(T) 0.8 y 12 260/8 N 4/98 0600 MOBIL OIL(T) 1.8 N 10 260/10 D 4/99 0901 STAVROULA (B) 0.6 N 10 260/10 D 4/100 1036 VERMILION HIGHWAY(R) 0.9 N 10 260/10 D 4/101 1641 0.5 N 10 260/20 D 4/102 1950 0.6 N 12 270/20 N 4/103* 2005 SIENA (G) 1.5 N 12 270/20 N 4/104 2330 1.0 N 12 270/30 N 11 April 4/105 0336 (T) (Large) 1.2 N 15 270/30 N 4/106 0606 MING OCEAN (C) 1.3 N 12 280/26 D 4/107 0633 CRISMBAL MARU(G) 1.0 N 12 280/26 D 4/108 1901 (C) 0.7 N 15 250/30 N 4/109 2005 0.7 N 15 270/26 N 4/110 2151 1.1 N 15 270/26 N 4/111 2228 1.1 N 15 270/23 N APPENDIX A (Cont.) Page 23 Target Time Vessel's Nam CPA CcmM. vis. Wind Day/ Pbte No. Abeam and/or Type (n. mi.) (Yes or No) (n. mi.) (Dir. Vel.) Night 11 April 4/112* 2337 SANTA MEPCMES (Com) 1.2 N 15 270/20 N 12 April 4/113 0012 rMNSINA (T) 0.8 Y 15 270/20 N 4/114 0116 (G) (Medium) 0.7 N 14 ?70/23 N 4/115 0057 APL(C) 0.5 N 14 270/23 N 4/116 0254 (T) (Large) 1.2 N 12 270/26 N 4/117 0322 (T) (Small) 1.0 N 12 270/26 N 4/118 0351 (T) (Large) 1.0 N 12 270/26 N 4/119 0944 HAKONE MARU (C) 0.9 N 12 270/36 D 4/120 1132 GONO MARU (T) 0.8 N 12 270/36 D 4/121 1912 WESTEM HORIZONS 1.0 Y 8 270/38 N 4/122 1920 0.9 N 8 270/38 N 4/123 2042 0.4 N 8 280/30 N 4/124*- 2324 SEVENSEAS HIGHWAY 1.4 N 10 270/30 N 13 April 4/125 0012 1.0 N 10 270/30 N 4/i26 0419 (G) (Large) 0.9 N 12 050/6 N 4/127 0432 (T) (Large) 1.0 N 12 050/6 N 4/128 0539 (B) 1.0 N 12 060/9 D 4/129 0653 REGENT CEDAR (R) 0.8 N 12 060/9 D (From Pt. Hueneme) 4/130 0654 PRESIDENT MADISON(C) 0.6 N 12 090/9 D APPEMIX A (Cont.) Page 24 Target Time Vessel's Name CPA Comm. vis. Wind Day/ Date No. Abeam and/or Type _(n. mi.) (Yes or___No) (n. (Dir. Vel.) Night 13 April 4/131* 0927 ASIA NO. 14(G) 0.7 N 12 090/5 D 4/132 1020 (C) 1.5 N 12 090/5 D 4/133 1036 GLOBAL CHALLMNIGE (G) 0.7 N 12 090/5 D 4/134 1653 JAMARA(B) 0.6 y 12 250/16 D 4/135 1727 (T) (Small) 1.4 N 12 250/16 D 4/136* 2034 DAISHIN MARU (R) 1.5 N 15 270/8 N 4/137 2118 0.5 N 15 270/8 N 4/138 2129 0.8 N 15 270/8 N 4/139 2136 1.6 N 15 270/8 N 14 April 4/140 0042 CIT) (Abeam to port) 1.4 N 15 250/10 N 4/141 0358 (Medium-large) 0.8 N 12 060/11 N 4/142 0654 COLORADO (T) 0.7 N 12 050/10 D 4/143 0824 PAN NOVA(B) 0.6 N 12 0 D 4/144 0836 OCEAN GINO(G) 0.8 N 12 0 D 4/145 0954 ACCORD(C) 0.7 N 12 0 D 4/146A* 1002 PACIFIC TRADER(C) 0.7 N 12 0 D 4/146B 1529 ERIMO(G) 0.7 N 10 270/10 D 4/147 1633 ARCO JUNEAU(T) 0.8 N 10 270/13 D 4/14B 1958 0.6 N 1 270/14 N APPINDL. A (Cont.) Page 25 %rget Time Vessel's Name CPA Comn. Vis. Wind Day/ Date No. Abeam and/or Type (n. mi.) (Yes or No) (n. mi.) (Dir. Vel.) Night 14 April 4/149 2135 GUARDIAN(Tr) (Abeam to port) 1.1 N 12 270/10 N 4/150 2154 COAST GUARD CU= 0.5 N 12 270/10 N 4/151 2129 (Merchant ship) 1.5 N 12 270/10 N 4/152 2140 (Merchant ship) 0.6 N 12 270/10 N 4/153 2249 0.5 N 12 270/9 N 15 April 4/154 0002 (Research vessel) 0.5 N 12 270/7 N 4/155 0522 ARCO INDEPENDMCE(T) 0.9 N 10 050/8 D 4/156 0659 PAN EXPRESS(G) 0.6 N 10 050/8 D 4/157 1107 (C) 0.6 N 12 270/8 D 4/158 1258 (Chevron T) 1.0 N 12 270/8 D 4/159 1650 POMMC (T) 0.9 N 12 260/16 D 4/160 2104 1.0 N 12 290/11 N 4/161 2126 1.0 N 12 290/11 N 4/162 2146 1.2 N 12 290/10 N 4/163 2150 0.5 N 12 290/10 N 4/164 2158 ftneuvered to avoid 0.8 N 12 290/10 N fishing vessel.) 4/165 2205 0.4 N 12 290/10 N 4/166 2216 1.1 N 1'2 290/8 N APPENDI,. A (Cont.) Page 26 Target Time Vessel's Name CPA Ccmm. Vis. Wind Day/ Date NO. Abeam and/or Type (n. mi.) (Yes or No) (n. mi.) (Dir. Vel.) Night 15 April 4/167 2302 1.2 N 12 290/6 N 16 April 4/16B 0325 (T) (Large) 0.8 N 15 300/6 N 4/169 0633 NORDVARD(B) 1.3 N 10 320/6 D 4/170 0904 PRESIDENT FILIMORE(C) 0.8 N 12 0 D 4/171 1100 TORRENT 0.5 N 12 0 D 4/172 1300 (G) 1.5 N 11 0 D 4/173 1324 (C) 0.7 N 11 0 D 4/174 1727 SKAUBORD(R) 0.8 N 8 0 D 4/175 2224 0.8 N 10 070/5 N 17 April 4/176 0110 (Medium-large) 1.1 N 10 080/8 N 4/177 0445 (T) 0.8 N 8 100/4 N 4/178 0709 (TT) 0.6 N 9 110/5 D, 4/179 0709 HOEGH MALLARD (C) 1.0 N 10 110/5 D, 4/180 1051 COLUMBIA STAR (C) 0.8 N 10 090/8 D 4/181 1304 KENAI(T) 0.5 N 10 080/10 D 4/182 1725 MARINE CHEMIST(T) 0.7 N 10 120/28 D 4/183 2007 1.0 N 6 120/26 N 4/184 2050 1.2 N 3 120/26 N APPINDL. A (Cont.) Page 27 Target Tim Vessel Is Nan)e CPA CCMM. vis. Wind Da y/ Da te No. Abeam and/or Type (n. mi.) (Yes or No) (n. ini.) (Dir. Vel.) Night 17 April 4/185 2126 0.7 N 3 120/26 N 4/186 2338 (TT) 0 .4 N 1 130/16 N 4/187A 2221 1.3 N 3 120/20 N 4/187B 2329 (T) 0.2 y 1 130/16 N 4/188 2332 0.7 N 1 130/16 N 4/189 2358 (C) 0.3 N 1 130/16 N 18 April 4/190 0601 EIBHOFF(C) 0.4 N 8 160/10 D 4/191 0927 CO--OP GRAIN (B) 0.7 N 8 220/12 D 4/192 1046 NEW CHINA(G) 0.7 N 8 210/12 D 4/193 1918 0.6 N 3 110/6 N 4/194 2126 PACIFIC VENTURE 0.5 N 3 100/8 N 4/195* 2141 SAGAMI MARu (R) 0.6 N 3 100/8 N 4/196 2153 0.9 N 3 100/8 N 4/197 2358 0.6 N 10 120/14 N 19 April 4/198* 0459 GERDT OLDENDORFF(G) 0.7 y 10 090/10 N 4/199 0946 AFCO TEXAS(T) 1.0 N 8 120/12 D 4/200 1010 (Tr) 1.2 N 8 120/13 D 4/201* 1045 RIO TEVCO(G) 1.0 N 8 120/14 D 4/202 1552 ARCO SPIRIT(T) 0.4 y 10 150/20 D 4/203 1553 EXXON NEW ORLEANS(T) 1.1 y 10 150/20 D APPENDI,. A (Cont.) Page 28 Target Time Vessel's Name CPA ccMm. vis. Wind My/ Date No. Abeam and/or nILe (n. mi.) (Yes or No) (n. mi.) (Dir. Vel.) Night 19 April 4/204* 2045 MEDCA(Sjuf) (T) 1.0 N 6 145/24 N 4/205 2148 0.9 N 6 145/18 N 4/206 2316 0.8 N 10 145/5 N 20 April 4/207 0009 GULF KNIGHT(T) 0.9 y 12 0 N 4/208 0142 (T) (medium-large) 0.6 N 10 120/8 N 4/209 0344 M 1.0 N 8 1,210/10 N 4/210 0537 TEXACO GBORGIA (T) o.6 N 10 120/10 D 4/211 0633 JEN EL MARU(T) 0.8 N 10 120/10 D 4/212 0819 WORLD FINANCE(B) 0.7 N 10 145/15 D 4/213 0940 GONG SUN(G) (Small) 0.25 N 8 150/12 D 4/214 1038 HAUJIN PASHIO (?) (C) 1.0 N 8 155/12 D 4/215 1619 (R) 0.5 N 8 150/12 D 4/216 1822 ALASKAN MARU (T) 0.7 N 12 145/14 D 4/217 2049 0.7 N 12 IBO/10 N 4/218 2151 0.6 N 12 190/B N 4/219 2227 0.18 N 11 195/7 N 4/220* 2340 SARGODHA (G) 0.65 N 10 210/5 N 21 April 4/221 0010 0.6 N 10 210/4 N 4/222 0041 1.0 N 10 '411014 N APPENDIi@ A (Cont.) Paqe 29 Utkrget Time Vessel's Name CPA CC[-flm. vis. Wind Da Y/ Date No. Abeam and/or Type (n. mi.) (Yes or No) (n. mi.) (Dir. Vel.) Night 21 April 4/223 0211 1.0 N 10 210/2 N 4/224 0347 1.2 N 10 0 N 4/225 04i4 0.5 N 10 0 N 4/226 0510 MARILYN(G) (Small) 0.25 Y 10 020/6 D 4/227 0658 BRIGHT AGE(R) 0.5 N 10 020/8 D 4/228 1021 ailZURABA KNRU(T) 0.9 N 10 265/6 D 4/229 1307 PALAWAN ISLAND(R) 0.3 N 12 275/16 D 4/230 1429 TAMA REX(G) 0.35 N 12 250/25 D 4/231 2117 1.05 N 15 245/27 N 4/232 2202 0.45 N 18 245/27 N 4/233 2222 O.B N 18 245/27 N 4/234 2252 0.55 N 18 245/27 N 22 April 4/235 0009 0.6 N 20 245/28 N 4/236 0107 1.0 N 15 245/23 N 4/237 0304 (TT) 0.6 Y 10 250/14 N 4/238 0513 GAMBIT SUCCESS(G) 0.45 N 10 230/16 D 4/239 0659 COLORADO (T) 1.0 N 10 230/16 D 4/240 0903 BAY RIDGE(T) 0.5 Y 10 250/15 D 4/241 1015 HAKUSAN MARU(C) 0.6 N 10 260/15 D APPENDIX A (Cont.) Page 30 Target Time Vessel's Name CPA Com. Vis. Wind Day/ Date No. Abeam and/or Type (n. mi.) (Yes or No) (n. mi.) (Dir. Vel.) Nic jht 22 April 4/242 1200 PRESIDENT WASHINGTION(C) 0.65 N 10 270/14 D 4/243 1958 0.35 N 10 260/19 N 4/244 2130 1.0 N 10 2GO/12 N 4/245* 2136 GAUPON TWKMAUNE 1.1 N 10 260/12 N 4/246 2340 0.75 N 10 260/12 N 4/247 2329 0.8 N 10 260/12 N 23 April 4/248 0327 CIT) 1.1 N 10 260/14 N 4/249 0319 (Swll boat) 0.4 N 10 260/14 N 4/250 0546 (C) 1.4 N 10 260/10 D 4/251 0851 USOGC MIDGETT 726 0.5 y 11 0 D 4/252 1312 SEALAND DEFINDER (C) 0.7 N 12 0 D 4/253 1357 MARICA(T) 0.55 N 12 0 D 4/254 1643 CORAL ACE(R) 0.55 N 10 0 D- 4/255 1809 GULF KNIGHT(T) 0.7' N 10 o D 4/256 1931 (C) 0.9 N 12 0 N 4/257* 2219 DAM MARU 1.05 N 10 015/7 N 4/258 2347 1.0 N 10 015/10 N 24 April 4/259 0325 1.0 N 8 050/10 N 4/260 0431 1.9 N 8 060/11 N APPENDIA A (Cont.) Page 31 Target Time Vessel's Name CPA CCM. Vis. Wind Day/ Date No. Abeam and/or Type (n. mi.) (Yes or No) (n. mi.) (Dir. Vel.) Nigh 24 April 4/261 0749 (G) 0.6 N 9 050/7 D 4/262 0752 LION OF CALIFORNIA(T) 0.5 y 9 050/7 D 4/263 0805 JUNO(B) 0.5 N 9 050/7 D 4/264 1008 ALZAHRA(G) 0.7 N 10 250/7 D 4/265 1528 MISSION SANTA CLkRA(T) o.6 y 12 250/26 D 4/266 1650 TRAVIATA (R) 0.8 N 14 240/26 D 4/267 1822 STUYVESANT(T) 0.5 N 15 240/26 D 4/268 2333 2.0 N 12 270/28 N 25 April 4/269 0210 1.9 N 10 260/30 N 4/270 1548 (T) 0.7 N 12 260/28 D 4/271* 1747 GOLDEN GATE BRIEGE(C) 1.0 N 10 240/30 D 4/272 2052 1.1 N 10 240/26 N 4/273 2122 0.9 N 10 240/26 N 4/274 2347 1.0 N 10 250/20 N! 26 April 4/275 0108 USCGC POLAR STAR 0.8 y 10 250/18 N 4/276 0138 EXXON GALVESTON (T) 0.8 N 10 250/17 N 4/277 0309 0.9 N 10 240/15 N 4/278 0325 ARCO ALASKA (T) 0.8 y 10 240/15 N 4/279 0548 (TT) 1 .6 N 10 0 -D APPENDIx A (Cont.) Page 32 Target Time Vessel's Name CPA Cciln. Vis. Euy/ Date No. Abeam and/or Type (n. mi.) (Yes or No) (n. mi.) (Dir. Iel.) Night 26 April 4/280 0616 PRESIDENT PIEF4--E(C) 0.8 N 10 1 D 4/281 0807 (T) 1.3 N 10 07C/5 D 4/282* 1412 SHIN-KASHU MARU(C) 0.8 N 10 0 D 4/283 1817 ORI04TAL GOVERNOR (C) 0.4 N 10 2891/12 D 4/284 1838 OGDEN AMAZON (B) 0.8 N 10 214112 D 4/285 1952 (G) 1.0 N 11 200113 D 4/286 2130 (TT) 1.6 N 12 1280113 N 4/287 2339 (T) 0.5 N 10 260/6 N 27 April 4/288 0041(?) PHILADELPHIA SUN(T) 0.8(?) N 10 260/6 N 4/289 0045 0.7 N 10 260/6 N 4/290 0356 1.0 N 10 300/G N 4/291 0437(?) MV RANGE aming Drill 1.0 y 10 300/4 N Platform; passed to North 4/292 0854 MARIA (C) 0.5 N 12 0 D 4/293 0958 LACONDESA (G) 0.1 N 12 0 D 4/294 1011 WORLD WING(C) 0.7 N 12 0 D 4/295 1047 SANKO MARU(T) 1.3 N 12 160/4 D 4/296 2107 0.8 N 1? 0 N 4/297 2139 0.7 N 15 0 N 4/298 2212 0.6 N 15 0 N APPENDIX .-. (Cont.) Page 33 Target Time Vessel's Name CPA ccrnm. Vis. Wind Day/ Date No. Abeam and/or Type (n. mi.) (Yes or No) mi.) (Dir. Vel._) Night 27 April 4/299* 2318 B.T. SAN DIBGO(T) 0.9 Y 15\ 0 N 28 April 4/300 0013 (R) 0.8 N 15 0 N 4/301 0027 0.6 N 15 0 N 4/302 0027 1.0 N 15 0 N 4/303 0142 0.6 N 13 060/7 N 4/304 0410 1.0 N 10 060/13 N 4/305 0729 (T) 1.6 N 4 070/18 D 4/306 0825 MON GALVESTON (T) 0.5 Y 4 075/16 D 4/307 0926 AMCMCAN CONTAINER(C) 0.8 N 2 080/14 D 4/308 1019 CHEVRON COLORADO(T) 0.9 Y 1.5 090/14 D 4/309 1030 1.2 N 1.5 -090/14 D 4/310 1047 MAYA PIONEER 0.5 N 0.7 @90/14 D (Passed to North) 4/311* 1137 TANKER(T) 1.0 N 2 09@/12 4/312 1658 KEN SUCCESS(T) 0.65 N 5 09 0@,] 3 D 4/313 1756 ANGELK PROTECTION 0.7 N 5 085/1? D 4/314 1849 DRAGON MAERSK(C) 0.4 N 5 OF,5/1@ D 4/315 1901 SEA EXPLORTER(C) 0.7 N 5 035/12 D 4/316* 1929 VIOLET (R) 1.0 N 7 0)0/12 D APPENDIX (Cont.) Page 34 Target Time Vessel's Name CPA com. vis. i nd Y/ Date NO. Abeam and/or Type (n. mi.) (Yes or No) (n. mi.) (Dir. Vel.) Night 2B April 4/317 2052 0.75 N 8 110/6 N 4/318 2341 PORT QUEBEC 0.6 N 10 230/4 N 4/319 2340 GULF KNIGHT(T) 1.2 N 10 230/4 N 29 April 4/320 0519 EXXON BALTIMORE(T) 0.9 y 9 0 N 4/321 0655 ASIA SUN(B) 0.6 N 8 0 D 4/322 1003 GUARDIAN (B) 0.7 N 9 0 D 4/323 1103 (C) 1.3 N 10 0 D 4/324 1127 1.2 N 10 0 D 4/325 1243 VI SHVA (G) 0.8 N 10 D 4/326* 1345 KEYSTONE CANYON(T) 0.6 N 11 170/8 D 4/327 1707 (T) (Arco) 0.6 N 8 170/11 D 4/328 2139 1.5 N 8 150/14 N 4/329* 2205 HIRA MARU 1.5 N 9 150/10 N, 4/330 2243 0.9 N 9 150/10 N 4/331 2245 1.55 N 9 150/10 N 30 April 4/332 0131 0.25 N 10 260/10 N 4/333 0211 0.7 N 10 270/10 N 4/334 0503 (TT) 1.4 N 10 260/10 N APPENDIX A (Cont.) Page 35 Target Time Vessel's Name CPA Ccm. vis. Wind Day/ Date No. Abeam and/or Type (n. mi.) (Yes or No) (n. mi.) (Dir. Vel.) Night 30 April 4/335 0654 SOHIO RESOLUTE(T) 1.2 N 10 260/8 D 4/336 0735 SANTA ESPERANZA(G) 0.5 N 10 260/6 D 4/337 0820 PRESIDENT JEFFERSON(C) 0.5 N 10 260/5 D 4/338 1047 (G) 1.2 N 10 260/3 D 4/339 1055 1.0 N 10 260/3 D 4/340 1337 SEALAND MARINER(C) 0.3 N 10 0 D 4/341 1401 PACIFIC SUNSHINE(C) 0.6 N 10 0 D 4/342 1813 ORIENTAL DIPLOMAT(C) 0.7 N 10 0 D 4/343 1825 HUTLAND VENTURE (B) 0.8 N 10 0 D 4/344 1937 (B) 0.5 N 11 0 D 4/345 1956 (T) 0.3 N 11 0 D 4/346 2018 0.5 N 12 0 N 4/347* 2207 EARNEST VENTURE (G) 1.3 N 11 090/3 N 4/348* 2215 EEKLO (B) 1.0 N 11 090/3 N 1 my 5/1 0216 0.6 N 10 090/6 N 5/2 0653 NIPPON REErER(G) 1.2 N 10 0 D 5/3 (?) (TT) (?) N 10 0 D 5/4* 1013 NEDLLOYD KINGSTON (G) 2.4 N 10 230/2 D 5/5 1105 MARIA G. L. 0.6 N 11 230/8 D APPENDIX (Cont.) Page 36 Target Time Vessel's Name CPA Conn. vis. Wind Day/ Da te No. Abeam and/or Type (n. mi.) @Yes or No) (n. mi.) (Dir. Vel.) Night I @by 5/6 1244 TEXA00 GBORCIA(T) 0.5 N 12 230/11 D 5/7* 1353 PECOS(T) 0.7 Y 12 230/18 D 5/8 1736 NEPTUNE DIAMOND(R) 0.75 N 12 250/26 D 5/9 2038 1.2 N 12 245/26 N 2 May 5/10 0010 1.0 N 10 280/18 N 5/11 0141 1.0 10 265/19 N 5/12 0150 1.2 N 10 265/19 N 5/13 0412 1.5 N 10 250/10 N 5/14 0442 EXXON BALTIMORE(T) 1.0 Y 10 250/8 N 5/15 0650 EASTERN 0.9 N 10 0 D 5/16 0810 (Tokai Line) 1.0 N 10 0 D 5/17 0843 POLYNESIA 0.6 N 10 130/4 D 5/18* 1004 SANTA JUANA(G) 0.9 N 12 240/12 D 5/19 1651 DON JUAN(R) 0.9 N 12 240/22 D 5/20 1950 HUMBOLDT REX 0.75 N 11 250/21 D 5/21 2049 0.7 N 10 250/20 N 5/22 2153 PRIWCE WILLIAM SOUND 0.6 Y 10 250/20 N 5/23 2222 0.7 N 10 250/17 N APPINDIX A (Cont.) Page 37 U@arget Tim Vessel's Ncam CPA Canm. vis. Wind Day/ Date NO. Abeam and/or Type (n. mi.) (Yes or No) (n. mi.) (Dir. Vel.) Night 3 May 5/24* 0145 ALDMIA EXPRESS (C) 0.5 N 10 240/10 N 5/25 0222 1.5 N 9 245/10 N 5/26 0331 0.8 N 9 245/10 N 5/27* 0337 NEPTUNE JADE (C) 0.9 N 9 245/10 N 5/28 0455 0.75 N 8 260/12 N 5/29 1229 SANTA MAGDALENA(Ccin) 0.5 N 8 270/14 D 5/30 2036 1.0 N 10 250/2G N 5/31 2220 1.0 N 10 250/27 N 4 May 5/32 0630 ALSTER EXPRESS(C) 0.8 N 10 240/20 D 5/33 0955 GULF KNIGHT(T) 0.5 N 10 240/10 D 5/34 1000 ACCESS(C) 1.0 N 10 240/10 D 5/35 1049 0.9 N 10 240/10 D 5/36 1347 HILLYER BROWN(T) 1.2 y 10 240/15 D 5/37 1447 011 SONG (B) 1.0 N 10 245/30 D 5/38 1505 HAWAIIAN SUN (T) 0.8 N 10 245/34 D 5/39 1833 POTCMAC (T) 0.5 y 10 250/34 D 5/40* 2019 OAK PEkRL (T) 1.0 N 12 255/30 N 5/41 2044 (Medium size) 1.3 N 12 260/28 N APPENDIX A (Cont.) Page 38 Ularget Tim Vessel's Name CPA Ccrnm. Vis. Wi nd Day/ Date No. Abeam and/or Type (n. mi.) (Yes or No) (n. mi.) (Dir. Vel.) Night 4 may 5/42 2236 (Large) 0.9 N 12 260/28 N 5/43 2301 (C) (Large) 0.7 N 12 260/28 N 5 May 5/44 0114 1.8 N 12 260/27 N 5/45 0439 1.0 N 12 270/24 N 5/46 0544 (B) (Small) 0.8 N 12 270/24 N 5/47 1125 10YOTA No. 21 (R) 0.4 Y 15 260/22 D 5/48* 1250 HOEGH MUSYMEER(C) 1.1 N 15 260/22 D 5/49 1326 PACIFIC APJM(C) 1.0 N 14 260/25 D 5/50 1448 MOSA PIJADE(G) 0.7 N 12 260/28 D 5/51 1455 SABO SEVEN(B) 1.1 N 12 260/28 D 5/52 1640 MM BRIDGE (C) 1.5 N 12 260/28 D 5/53 1827 HIYUNDA NO. 2(R) 0.6 N 12 260/28 D 5/54 2002 LEISE MArMK(Q 0.8 N 14 260/24 D' 5/55* 2309 HOTAKA MARU (C) 1.1 N 15 260/20 N 5/56 2344 (Medium-small) 1.0 N 15 260/20 N 5/57A 2341 (Medium) 1.3 N 15 260/20 N 6 May 5/57B 0048 0.9 N 15 260/20 N 5/58 0046 0.9 N 15 260/20 N APPINDIX A (Cont.) Page 39 Target Time vessel's Name CPA cemm. Vis. Wind @Y/. Date No. Abeam and/or Type (n. mi.) (Yes or No) (n. mi.) (Dir. Vel.) Night 6 My 5/59 0524 (C) 0.9 N 12 340/14 N 5/60* 1040 APLI CHAU(G/C) 1.2 N 10 250/10 D 5/61 1240 CAPTAIN DIAMANTIS(T) 0.6 N 10 250/10 D 5/62 1931 SIRIUS(C) 1.1 N 12 270/18 D 5/63 1946 MING UNIVERSE(C) 1.0 N 12 270/18 D 5/64 2048 (Me-dium-large) 1.1 N 12 270/16 N 5/65A 2246 (Large) 0.8 N 12 265/15 N 7 May 5/65B 0038 (Small) 0.4 Y 12 260/14 N 5/66 0153 (T) 0.7 N 11 060/4 N 5/67 0447 SEAPAN MONAFCH(TT) 1.9 Y 10 260/4 N 5/68* 1134 ATIGUN PASS(T) 1.5 N 8 280/12 D 5/69 1325 SEALAND PATRIOT(C) 1.0 N 9 275/14 D 5/70 1354 EXXON BOSTON(T) 0.9 N 9 275/14 D 5/71 2049 (T) (Large) 1.0 N 10 270/18 N 5/72 2101 (Medium-small) 1.5 N 10 270/18 N 5/73 2147 0.7 N 10 270/18 N 5/74 2233 (G)(Small) 0.7 N 10 270/18 N 5/75 2306 (Medium) 0.9 N 10 270/18 N APPENDIX (Cont.) Page 40 Ttirget Time Vessel's Name CPA COMM. Vis. Wirxj Day/ Da te No. Abeam and/or Type (n. mi.) (Yes- or No) (n. mi.)/ (Dir. Vel.) Night 8 May 5/76 0052 0.7 N 10 270/18 N 5/77 0336 LION OF CALIFORNIA(T) 1.3 y 10 240/18 N 5/78 0735 SUN PACIFIC(G) 1.2 N 8 240/16 D 5/79 1048 AMERICA MAREJ 0.8 N 8/ 240/16 D 5/80 1217 CIELO DI GD40VA(G) 0.6 N 240/16 D 5/81 1524 OCEAN ACE(G) 1.1 N 8 260/18 D, 5/82 1631 OVERSEAS BOSTON (T) 0.9 N 8 265/19 D 5/83 (Canbined with 5/84) 5/84 2039 (Me-diun) 0.4 N 8 270/22 N 5/85 2256 (Ivledium) 0.8 N 10 265/21 N 5/86* 2326 ANTONIA JOJINSON (C) 0.9 y 12 .260/20 N 9 Ma y 5/87 0325 C11EVRDN WASHINGTON(T) 1.5 y 12 260/24 N 5/88 0348 GULF KNIGHT(T) 0.5 12 260/24 N 5/89* 0711 MOBIL ArCTIC(T) 0.6 12 250118 D 5/90 1314 SEA WOLF(TT) 0.7 N 12 250/16 D 5/91 1443 NANSHO MARU(S) 1.0 N 12 260/16 D 5/92 1647 TEXACO MINNESOTA (T) 1.2 N 10 260/18 D 5/93 2047 C11E'vWN OROGON (T) 0.7 N 12 0 N APPINDIX (Cont.) Page 41 qbrget Time Vessel's Name CPA Conrn. vis. Wind Day/ Da te No. Abeam and/or lype (n. mi.) (Yes or No) (n. mi.) (Dir. Vel.) Night 9 May 5/94 2054 Mr) 1.0 N 12 0 N 5/95 2214 (Me-dium-large) (Foreign) 1.0 Y 12 0 N 5/96 2317 1.1 N 12 0 N 5/97 2322 0.7 N 12 0 N 10 May 5/98* 0055 TAKARA(R) 0.6 v 12 260/5 N 5/99 0435 MARINE EXPLORER (TT) 0.7 Y, 12 260/21 N 5/100 0540 (`IT) 0.9 N 12 2GO/24 D 5/101* 1046 BUW.A MELOR (G) 1.0 N 13 275/27 D 5/102 2240 EXXON BINICIA (T) 0.9 N 11 285/27 N 5/103 2246 CIVILIAN HIGHWAY 0.8 N 11 285/27 N 5/104 2257 (C) (Medium-large) O.B N 11 285/27 N 5/105 2351 (Medium) 1.2 N 12 290/26 N 11 May 5/106 0042 1.0 N @2 280/25 N 5/107 0418 0.8 N 1@ 260/21 N 5/108 0734 (T) (Small) 0.5 N 12 250/20 D 5/109 0818 (T) 0.3 N 12 245/19 D 5/110 0848 KOREAN AMETHYST (G) 0.6 N 12 2110/18 D 5/111 0851 CROWN CHERRY(G) 0.4 N 12 240/18 D APPENDIX A (Cont.) Page 42 Target Time Vessel's Name CPA COMM. vis. Wind Day/ Date No. Abeam and/or Type (n. mi.) (Yes or No) (n. mi.) (Dir. Vel.) Night 11 my 5/112 1008 ARCO ALASKA (T) 0.5 N 12 235/16 D 5/113 1113 (C) 0.5 N 12 225/14 D 5/114 1750 RUHR EXPRESS (C) 0.8 N 8 2GO/26 D 5/115 1951 SEAPAC LEXINGTON(C) 1.0 N 11 260/25 D 5/116 2348 VELA(B) (Large) 0.2 N 12 260/20 N 5/117 2400 (Small ship) 0.6 N 12 260/20 N 12 @by 5/118 0440 0.5 N 12 270/15 N 5/119 0512 GALBON (Japanese) 1.0 N 11 270/15 N 5/120 0540 AEGEAN SUN(T) 1.0 N 10 270/16 D 5/121 0702 GOLDFURDS TRAIIBLAZER(T) 0.6 N 9 270/17 D 5/122 0713 PEPE LE MOKO(G) 0.7 N 9 270/17 D 5/123 0718 EXXON JAMESMVN(T) 0.5 y 9 270/17 D 5/124 0814 OCEAN RAINBOW (T) 1.0 N 7 270/17 D 5/125* 0946 EVER SUPERB (C) 0.5 N 6 270/18 D 5/126 1408 US NAVY ATF 113 (Tug) 0.3 N 7 270/22 D 5/127 1417 RIC11MOND BRIDGE (C) 0.5 N 7 270/22 D 5/128 1935 LEDA MAERSK(C) 1.1 N 9 260/29 D 5/129 1955 AMERICAN LB3ION (C) 1.0 N 9 260/29 D APPINDIX (Cont.) Page 43 Target Time Vessel's Naine CPA Gatun. Vis. Wind Day/ Date No. Abeam and/or lWe (n. mi.) (Yes or No) 01, mi.) (Dir. Vol.) Night 12 May 5/130 2103 (T) (Large) 0.6 N 10 260/30 N 5/131 2230 PETBOR (G) 0.5 Y 11 265/30 N 5/132 2302 COLORADO (T) 0.8 N 11 265/30 N 5/133 2317 (Madium size) 0.7 N 12 270/30 N 13 May 5/134 0048 NEP11M DIAMOND 1.0 Y 12 265/28 N 5/135 0108 (Large) 1.0 N 12 260/27 N 5/136 0308 Nedium) 0.7 N 12 240/20 N 5/137 1002 PHILADELPHIA SUN(T) 0.6 N 7 250/4 D 5/138 2158 (Unidentified-passed to North) 0.9 N 12 2GO/20 N 5/139 2204 (Med i um) 0.7 N 12 260/20 N 5/140 2240 (Piedium) 0.9 N 12 265/20 N 5/141 2232 (Med i um) 1.0 N 12 265/20 N 5/142 2359 (T) (Large) 0.6 N 12 270/20 N 5/143A 2340 1.4 Y 12 270/20 N 114 K:iy 5/143B 0104 0.8 N 12 270/20 N LO 5/144 01,15 USCGC CITRUS 0.9 Y 12 270/20 N :0- 5/145 0505 1.6 N 12 270/20 N D 4- @_-- 28 March 1920 ARABELLA - can't identity frcm TDR's--no contacts at this timea--range excessive (6 mi.) (Note: check original - copy hard to read.)