Incorporation of Amendments to the International Convention for Safety of Life at Sea, 1974
Federal RegisterMay 10, 1995
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DEPARTMENT OF TRANSPORTATION
Coast Guard
33 CFR Part 164
46 CFR Parts 50, 52, 56, 58, 61, and 111
[CGD 83-043]
RIN 2115-AB41
Incorporation of Amendments to the International Convention for
Safety of Life at Sea, 1974
Agency: Coast Guard, DOT.
Action: Final rule.
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SUMMARY: The Coast Guard is modifying its regulations on navigational
safety and marine engineering to harmonize them with the International
Convention for the Safety of Life at Sea, 1974 (SOLAS 74), as amended,
and to allow the use of current technology. This final rule is
necessary because changes have been made to SOLAS 74 and new technology
has become available. The incorporation of SOLAS 74 as amended will
enhance the safety of personnel and vessels, protect the natural
environment, and contribute to domestic carriers' improved
competitiveness in the global market.
DATES: This final rule is effective on June 9, 1995. The Director of
the Federal Register approves as of June 9, 1995 the incorporation by
reference of certain materials listed in this rule.
FOR FURTHER INFORMATION CONTACT: Lieutenant Commander R.K. Butturini,
Engineering Branch, Marine Technical and Hazardous Materials Division,
Office of Marine Safety, Security and Environmental Protection, (202)
267-2206.
SUPPLEMENTARY INFORMATION:
Drafting Information: The principal persons involved in drafting
this final rule are Lieutenant Commander R.K. Butturini, Project
Manager, and Mr. Patrick J. Murray, Project Counsel, Office of Chief
Counsel. Regulatory History.
On September 28, 1990, the Coast Guard published a notice of
proposed rulemaking (NPRM) entitled ``Incorporation of Amendments to
the International Convention for Safety of Life at Sea, 1974'' (55 FR
39638). The Coast Guard received three letters commenting on the NPRM.
No public hearing was requested, and none was held.
Background and Purpose
On November 1, 1974, the Assembly of the Inter-Governmental
Maritime Consultative Organization (IMCO) adopted SOLAS 74. In May 1982
IMCO was renamed the International Maritime Organization (IMO).
Invoking Article VIII of SOLAS 74, which contained procedures for
amending SOLAS 74, IMO adopted further resolutions; these resolutions
recommended areas of SOLAS 74 in need of improvement. The United States
was instrumental in the development of SOLAS 74 and its amendments.
To date, three sets of amendments have been adopted. The first set
of amendments was approved by the Maritime Safety Committee (MSC) of
IMO on November 20, 1981, and became effective on September 1, 1984.
These amendments deal primarily with subdivision and stability,
machinery and electrical installations, periodically unattended
machinery spaces, and measures for fire safety. The second set of
amendments was approved by the MSC on June 17, 1983, and became
effective on July 1, 1986. These amendments deal primarily with
appliances and arrangements for lifesaving and with the carriage of
dangerous goods. The third set of amendments was approved by the MSC on
April 11, 1989, and became effective on February 1, 1992. These
amendments address amendments to SOLAS 74 that could not be included in
the 1983 SOLAS amendments, and include [[Page 24768]] changes to
requirements for bilge systems and fuel systems for machinery.
Since the U.S. is signatory to this international treaty, periodic
upgrades of domestic regulations for the safety of personnel, and of
vessels inspected by the Coast Guard, are necessary to align our
regulations with SOLAS 74, as amended. Through such upgrades, these
regulations will come to comprise the international standards for the
safety of personnel and vessels at large. Generally, the amendments to
SOLAS 74 impose higher standards than our current regulations, and
these standards should lead to fewer casualties among vessels.
Therefore, the Coast Guard is applying the standards to all new
inspected vessels subject to Subchapter F, regardless of size or type
of voyage, except as otherwise specified in this final rule.
This final rule adopts standards from Chapters II-1, II-2, and V of
SOLAS 74 contained in the first set of amendments (1981) and third set
of amendments (1989). This rule does not adopt standards contained in
the second set of amendments (1983), because they are the subject of a
separate rulemaking. When discussing SOLAS 74, as amended, this rule
will cite the applicable numbers of paragraph and regulation. For
example, SOLAS II-1/29.6 is the reference for Paragraph 6 of Regulation
29 of SOLAS Chapter II-1.
The Coast Guard compared the SOLAS 74 amendments to 46 CFR
subchapter F, ``Marine Engineering''. The results appear in the
following table. An asterisk (*) in the table means that a requirement
appearing in SOLAS 74, as amended, is not now covered by subchapter F
but is addressed in this final rule. Since certain requirements of
SOLAS 74, as amended, tabulated below have already been adopted into 46
CFR part 62--VITAL SYSTEM AUTOMATION, they are not included in this
final rule.
------------------------------------------------------------------------
1981 SOLAS
amendments Corresponding U.S. regulation
------------------------------------------------------------------------
Chapter II-1. (Cites to Title 46, Code of Federal Regulations, unless
otherwise specified).
3............ Secs. 58.25*, 62.30-5.
20.2......... Sec. 56.50-85*.
21........... Secs. 56.50-50, 56.50-55, 62.30-5.
26.1......... Parts 52, 54, 56; Secs. 58.01-20, 58.05-1, 62.25-30.
26.2......... Secs. 58.01-35, 62.25-1, 62.30-5.
26.3......... Secs. 52.01-10, 56.50-30, 56.50-35, 56.50-45, 56.50-65,
56.50-80, 58.05-1, 58.01-35, 62.25-1, 62.30-5, 111.10-3,
111.10-5, 111.35-1, 112.05-1.
26.4......... Secs. 58.01-35, 62.30-5, 111.10-76.
26.5......... Secs. 52.01-135, 54.10, 56.95, 56.97.
26.6......... Secs. 58.01-40*, 62.20-5, 62.25-30.
26.8......... Sec. 58.05-1.
27.1......... Secs. 58.05-1, 58.10-15, 62.25-1, 62.25-15, 111.12-1.
27.2......... Secs. 52.01-120, 54.15, 56.07-10, 58.05-1.
27.3......... Sec. 58.05-1.
27.4......... Sec. 58.05-1.
27.5......... Secs. 56.50-80, 58.05-1, 58.05-10*, 58.10-15, 62.25-1,
62.25-15, 62.30-5, 62.35-5, 111.12-1.
28.1......... Sec. 58.05-5.
28.2-28.4.... 33 CFR 164.35; 46 CFR 35.20-40, 78.21, 97.19.
29 & 30...... 33 CFR 164.11*, 33 CFR 164.39*; 46 CFR Sec. 58.25*.
31........... Secs. 61.40-1, 62.01-1, 62.01-3, 62.01-5, 62.20-1, 62.20-
3, 62.25-1, 62.25-5, 62.25-10, 62.25-20, 62.30-5, 62.30-
15, 62.35-5, 62.35-10, 62.50-1, 62.50-20.
32.1......... Sec. 52.01-120.
32.2......... Secs. 62.25-1, 62.35-20.
32.3......... Sec. 52.01-110*.
32.4......... Sec. 56.50-30.
32.5......... Secs. 52.01-115, 56.50-30.
32.6......... Sec. 52.01-110.
33.1......... Sec. 56.07-10.
33.2......... Sec. 56.50-15*.
33.3......... Secs. 56.07-10, 56.50-10, 56.50-15.
34.1......... Sec. 58.30-5.
34.2......... Secs. 58.05-1, 58.30-534.3 Sec. 58.05-1.
34.4......... Sec. 58.30-5*.
35........... Sec. 58.01-45*.
36........... Sec. 58.01-50*.
37........... Secs. 62.35-5, 113.30-5, 113.35-3.
38........... Sec. 113.27-1.
39........... Sec. 56.50-55.
46--54....... Secs. 61.40-1, 62.01-1, 62.01-3, 62.20-1, 62.20-3, 62.25-
1, 62.25-15, 62.25-20, 62.30-1, 62.30-5, 62.30-15, 62.35-
5, 62.35-10, 62.50-1, 62.50-20, 62.50-30.
Chapter II-2:
15.1....... Secs. 58.01-10*, 58.01-15*, 112.50-1.
15.2....... Secs. 56.10, 56.15, 56.20, 56.25, 56.30, 56.50-60*, 56.50-
65, 56.50-70, 56.50-75, 56.50-85*, 56.50-90*, 58.01-55*.
15.3....... Secs. 56.50-60*, 56.50-90*, 58.01-55*.
15.4....... Sec. 56.50-60*.
15.5....... Secs. 62.35-40, 62.50-30.
15.6....... 33 CFR 155.470.
18.1 & 18.2 Secs. 56.50-1, 56.50-5, 56.50-95.
51......... Sec. 58.16.
54.2.5..... Sec. 56.50-50*.
59.1.6..... Sec. 56.50-85*.
Chapter V:
19......... Sec. 58.25-85*.
------------------------------------------------------------------------
------------------------------------------------------------------------
1989 SOLAS
amendments Corresponding U.S. regulation
------------------------------------------------------------------------
Chapter II-1. (Cites to Title 46, Code of Federal Regulations, unless
otherwise specified).
21.1.6....... Sec. 56.50-50*.
21.2.9....... Sec. 56.50-50*.
Chapter II-2:
15.2.6..... Secs. 56.50-60*, 56.50-90*.
15.3....... Secs. 56.50-80*, 56.50-90*.
Chapter V:
12......... 33 CFR 164.35*.
------------------------------------------------------------------------
A final rule concerning Intervals for Drydocking and Tailshaft
Examination on Inspected Vessels [CGD 84-024] went into effect on
September 23, 1988. It changed the interval for drydocking vessels from
one inspection every two years to inspections in multiples of thirty
months (i.e., two inspections within any five-year period, except that
no more than three years may elapse between any inspection and its
immediate predecessor). But it left the interval for inspecting major
machinery at two years. Because of this continued misalignment of
inspection intervals for drydockings and major machinery, that rule
causes a hardship for owners of some vessels. The most opportune time
for inspecting major machinery--boilers and pressure vessels--is during
drydocking, when the machinery is secured. This final rule allows
intervals for inspecting major machinery to coincide with those for
drydocking. The inspection interval has not been changed for those
cases where inspection of machinery does not depend on the vessels'
being drydocked.
There have been continuing proposals by designers of vessels, by
shipyards, and by shipowners for the use of nonmetallic piping in
concealed spaces aboard ship. Current domestic regulations prohibit
this use of nonmetallic piping unless the piping is within trunks
completely surrounded by ``A'' class divisions. SOLAS 74, as amended,
does not preclude this use of nonmetallic piping, while classification
societies, as well as the International Association of Classification
Societies, permit it. Therefore, this final rule provides alternative
requirements for piping in concealed spaces and permits the
installation of nonmetallic piping under certain restrictions. The
change [[Page 24769]] will reduce the costs of constructing vessels.
Current domestic regulations require certain cargo ships to have
three powered bilge pumps. SOLAS 74, as amended, and many
classification societies have successfully permitted these ships to
have only two powered bilge pumps. This final rule aligns domestic
regulations with SOLAS 74. The change will reduce the costs of
outfitting U.S.-flag vessels.
For many years domestic regulations have also required each
individual bilge suction to be led from one or more manifolds located
within the same space as the bilge pump. In the early 1970s, the Coast
Guard developed regulations permitting common-rail bilge and ballast
systems for cargo spaces on multi-purpose bulk carriers that can lift
combinations of both liquid and dry bulk cargoes (O/B/O) and that ply
the Great Lakes. Since then, several designers of vessels have asked to
install common-rail bilge systems on cargo and passenger vessels. The
Coast Guard has, by policy, accepted all of these systems provided they
satisfied certain other design restrictions. The main concern with
accepting any of them is the risk of losing suction for the entire
system if the common line fails or leaks. The additional criteria
reduce that risk and make the system equivalent to the conventional
manifold system. Such a common-rail system is acceptable under SOLAS
74, as amended. This final rule permits these systems on all vessels as
an equivalent alternative to the existing requirements for manifold
systems.
Until now, domestic regulations have required, for all vessels
subject to 46 CFR subchapter F and not fitted with an auxiliary means
of steering, dual-power hydraulic steering apparatus having two
independent pumps and connections. Each independent steering-gear power
unit must be capable of meeting the rudder-movement standard of 35 deg.
on one side to 30 deg. on the other side in not more than 28 seconds.
These regulations are not consistent with the 1981 amendments to SOLAS
74. For passenger vessels without auxiliary steering systems, SOLAS 74,
as amended, requires that main steering gear, consisting of two or more
identical power units, be capable of meeting the same rudder-movement
standard with any one unit out of service. For cargo vessels without
auxiliary steering systems, SOLAS 74, as amended, requires that main
steering gear be capable of meeting the same rudder-movement standard
with all power units in service. The Coast Guard does not consider the
1981 amendments to SOLAS 74 to compromise the safety of the vessel, and
therefore, by this final rule, modifies current regulations for dual-
power hydraulic steering apparatus to coincide with SOLAS 74, as
amended.
Discussion of Comments and Changes
A total of three comment letters were received. The letters were
supportive of the efforts by the Coast Guard to incorporate industry
standards by reference. Two letters also offered specified comments on
individual sections of the proposed rule. The third letter simply
endorsed the comments of one of the first two letters. Additionally,
the Coast Guard received recommendations from the National
Transportation Safety Board (NTSB) asking for clarification of one of
the regulations modified in the proposed rules. The sections of the
proposed rule to which comments were addressed are discussed below, as
are each comment and the Coast Guard's response.
1. 33 CFR 164.11(t)
The proposed rule implements the standards of SOLAS 74 II-1/29.6
and II-1/29.15. Current paragraph (t) requires that, while a vessel is
under way on the navigable waters of the U.S., except the St. Lawrence
Seaway, at least two of the steering-gear power units be in operation
when the units are capable of simultaneous operation. That paragraph
embodies SOLAS 74 V/19-1. SOLAS 74 II-1/29.6 and II-1/29.15 impose a
performance standard on steering-gear systems. A combination of power
units may be operated simultaneously to meet the performance standard
of moving the rudder from 35 deg. on one side to 30 deg. on the other
side in not more than 28 seconds.
The NTSB's recommendations arose from the grounding of the MOBILOIL
in 1985 and the collision of the MANDAN with moored barges in 1990.
Both casualties involved loss of steering. The recommendations called
for clarification of current Sec. 164.11(t).
The Coast Guard agrees with the need for clarity and therefore both
revises proposed Sec. 164.11(t) and adds Sec. 164.11(u). Revised
Sec. 164.11(t) applies to both foreign and domestic vessels and
requires the operation of at least two steering-gear power units when
the power units are designed for simultaneous operation. Excepted from
this requirement are vessels on the Great Lakes and vessels covered by
Sec. 164.11(u). New Sec. 164.11(u) applies to newer foreign and
domestic vessels and, consistent with SOLAS 74, as amended, imposes a
standard of performance instead of a specification of design.
2. 46 CFR 56.50-50
This section was intended by the proposed rule to implement the
standards of SOLAS 74 II-2/54.2.5. Paragraph (a)(4) requires that bilge
systems, when they serve enclosed cargo spaces carrying flammable or
toxic liquids, be designed to prevent the inadvertent pumping of
flammable or toxic liquids through machinery-space piping or pumps.
One comment suggested that the final rule also address Class 8
dangerous goods because SOLAS 74 II-2/54.2.5 applies to these goods as
well.
The Coast Guard agrees with the comment as consistent with the
intent of the proposed rule and has included the reference to Class 8
dangerous liquids with a flashpoint below 23 deg.C (74 deg.F) in this
final rule. In addition, since SOLAS applies the flashpoint limit to
the Class 3 flammable liquids, the Coast Guard also applies it to them.
One comment suggested stipulating a specific minimal quantity of
dangerous goods, which would require invoking the proposed change to
this section.
The Coast Guard disagrees with this comment since there is no
similar approach in the standard of SOLAS on which it is based.
Further, it would be difficult to stipulate a specific minimal quantity
of dangerous goods that would not need regulation.
One comment suggested calling the machinery space the ``main
machinery'' space.
The Coast Guard disagrees with the comment since this would change
the applicability of the section. Such a narrow interpretation of SOLAS
74 in this regard is unwarranted. The rules will continue to use the
terminology of SOLAS 74.
3. 46 CFR 56.60-25
This section was intended by the proposed rule to codify current
Coast Guard policy. Paragraph (a) allows the use of nonmetallic piping
for nonvital freshwater and saltwater service, to run in concealed
spaces. The Coast Guard has allowed this use, considering further
design criteria, such as the fire integrity of bulkheads, the proper
maintenance of decks and draft stops, or the installation in the
concealed space of an approved smoke-detection system. Current
regulations require this piping to be of metallic construction or to be
nonmetallic piping surrounded by ``A'' class divisions. SOLAS 74, as
amended, does not preclude nonmetallic piping for this use.
One comment suggested recognizing CPVC and polybutylene as
acceptable materials under this section because of their extensive use
elsewhere. [[Page 24770]]
The Coast Guard agrees that much progress is being made in the
evaluation and testing of plastic materials for piping and that
expanding the acceptance of these materials in Coast Guard regulations
should be addressed. The Coast Guard feels, however, that this comment
goes beyond the scope of this final rule. CPVC and polybutylene will be
further evaluated, and addressed in a future rulemaking. Moreover, IMO
is currently working on specific guidelines for the acceptance of these
materials, and further developments on the topic will affect Coast
Guard policy on these materials. Current regulations do not preclude
the use of materials not meeting ASTM F1173. The requirements for the
use of these materials appear in current Sec. 56.60-25(a)(10).
One comment suggested that the use, along with plastic piping, of
metallic spool pieces at all bulkhead penetrations would be equivalent
to requiring a smoke-detection system in concealed accommodation or
service spaces.
The Coast Guard disagrees with this comment. The early detection of
fires or smoke in concealed spaces is vital, and metallic spool pieces
do not enable it.
One comment suggested clarification of Sec. 56.60-25(a)(3)(i) to
clearly allow the use of plastic piping outside trunks or ducts if
inside a concealed space within ``A'' class boundaries.
The Coast Guard disagrees with this comment. Under the comment's
definition, a concealed space spanning several ``B'' class boundaries
could have plastic piping as long as ``A'' class boundaries surround
the overall space. The wording in the proposed rule has not been
changed.
One comment suggested allowing smoke detectors, located adjacent to
but not in the concealed space, to replace required detectors in the
space.
The Coast Guard disagrees with this comment, which assumes that a
fire would never start in a concealed space with plastic piping but
that any fire would come from the adjacent space. The burning of the
plastic piping in a concealed space is the concern, and the sensors
should be located so as to most readily detect the concealed fire. The
requirement for sensors in the concealed space as stated in the
proposed rule remains.
4. 46 CFR 58.25-65
This section was intended by the proposed rule to move, from
subchapter J to subchapter F, requirements applicable to steering
systems. Paragraphs (a) through (d) simply restate requirements from
current 46 CFR 111.93-7 that cover feeder circuits serving electric-
driven steering-gear power units. This section reflects interpretations
by the Coast Guard of applicable requirements in SOLAS 74 II-1/29.14
and II-1/30.2.
One comment suggested that use of the size of the rudder stock as a
criterion for determining whether one of the electrical feeders should
be supplied from an alternative source of power was ambiguous. The
comment further suggested use of some other, more definite criterion,
such as number of passengers or gross tonnage.
The size of the rudder stock closely correlates with the overall
size and speed of the vessel, and use of it as a criterion comes from
SOLAS 74 II-1/29.14. Because this regulation applies to both cargo and
passenger vessels, making the number of passengers the criterion would
be inappropriate.
The Coast Guard has found gross tonnage to be unreliable when used
for drawing regulatory lines. Besides, the intent of the final rule is
to harmonize regulations of the Coast Guard with standards of SOLAS,
not to impose requirements that exceed those of SOLAS. Since this part
of the proposed rule does not deviate from current regulations and will
not cause a burden on industry, it has not been changed.
5. 46 CFR 61.05-10
This section was intended by the proposed rule to change Table
61.05-10 and Sec. Sec. 61.05-10, 61.05-15, 61.05-20, 61.10-5, and
61.15-5, aligning intervals for inspections and tests of major
machinery with new intervals for drydockings of vessels. Generally,
current regulations require inspections of major machinery, such as
pressure vessels and boilers, in two-year multiples, to coincide with a
vessel's regular inspection for certification. Numerous owners and
operators have insisted that such scheduling creates an economic
hardship since an inspection for certification is not always the
appropriate time for an inspection of a boiler or a pressure vessel.
Rather, these owners and operators suggest, the intervals for
drydockings are more appropriate as the intervals also for such
inspections and tests of major machinery. The Coast Guard agrees and
has proposed that inspections of major machinery occur, like
drydockings, at a rate of two inspections in any five-year period, with
no more than three years between any inspection and its immediate
predecessor. Also, a new Table 61.05-10 collects into a single table
the intervals for all inspections and tests of boilers, except of
automation controls. Since this should decrease a vessel's time out of
service, the owners and operators should realize economic savings.
One comment suggested defining ``hybrid boilers'' as used in Note 3
to Table 61.05-10.
The Coast Guard defines ``hybrid boilers'' as boilers that employ
design features from both traditional watertube and firetube boilers.
This final rule defines them so in Sec. 52.01-3.
Incorporation by Reference
The Director of the Federal Register has approved the materials
listed in 33 CFR 164.03 and 46 CFR 58.03-1(b) for incorporation by
reference under 5 U.S.C. 552 and 1 CFR part 51. The materials are
available as indicated in those sections.
Regulatory Evaluation
This final rule is not a significant regulatory action under
section 3(f) of Executive Order 12866 and does not require an
assessment of potential costs and benefits under section 6(a)(3) of
that Order. It has not been reviewed by the Office of Management and
Budget under that Order. It is not significant under the regulatory
policies and procedures of the Department of Transportation (44 FR
11034 (February 26, 1979)). The Coast Guard expects the economic impact
of this final rule to be so minimal that a full Regulatory Assessment
is unnecessary. The net benefits due to savings from this rule should
outweigh the burden.
As discussed in Background and Purpose, above, the main purpose of
this final rule is to incorporate into domestic regulations amendments
to the International Convention for Safety of Life at Sea, 1974,
addressing issues of marine engineering. U.S.-flag cargo and tank
vessels of 500 gross tons and more, and passenger vessels carrying more
than twelve passengers and engaged on international voyages, already
must comply with SOLAS 74, as amended. Thus, this rule will have no
economic impact on these vessels. This rule does, however, affect
vessels that need not yet comply with SOLAS 74, as amended, as such,
since the Coast Guard, in general, is applying the standards of the
treaty to all new domestic vessels subject to subchapter F.
Although some of the changes due to SOLAS 74 will result in minor
increases in cost, others will result in savings that more than offset
these increases. Many of the changes reflect current practice of the
marine industry or can be integrated readily into the design of the
vessel before construction and will place no direct burden on the
industry. The changes that will place the greatest
[[Page 24771]] economic burden upon the industry affect steering gear.
However, the increase in cost associated with accomplishing the changes
represents a small fraction of the total cost for a steering system and
should be offset by the savings anticipated from the reduction in the
number and cost of casualties.
The remaining changes in this final rule are not due to SOLAS 74:
Greater use of common-rail bilge systems, an increase in the inspection
interval for major machinery, and greater use of plastic piping in
concealed spaces. These changes will bring only savings to the marine
industry. On the bilge system and on plastic piping, this rule permits,
without reducing safety, attractive alternatives to the expensive means
required by the current regulations. Also, by enlarging the interval
for inspection of major machinery, to make the inspection coincide with
the vessel's drydocking, this rule will reduce the number of
inspections over a vessel's life and reduce the vessel's time out of
service, all resulting in long-term savings to the owner.
Small Entities
This final rule will apply to owners and operators of commercial
vessels registered in the U.S. Few of these, if any, qualify as small
entities. Again, the economic impact of this rule on individual owners
and operators should be minimal. Therefore, the Coast Guard certifies
under section 605 of the Regulatory Flexibility Act (5 U.S.C. 601 et
seq.) that this rule will not have a significant economic impact on a
substantial number of small entities.
Collection of Information
This final rule imposes on the public no new or added requirements
for collecting information under the Paperwork Reduction Act (44 U.S.C.
3501 et seq.). In particular, it does not change any such requirements
in 33 CFR part 164 or 46 CFR part 50, 52, 56, 58, 61, or 111.
Environment
The Coast Guard has considered the environmental impact of this
final rule and concluded that, under section 2.B.2.c of Commandant
Instruction M16475.1B, this rule is categorically excluded from further
treatment in environmental documents. A Categorical-Exclusion
Determination is available in the docket for inspection or copying
where indicated under addresses.
Federalism
The Coast Guard has analyzed this final rule in accordance with the
principles and criteria of Executive Order 12612 and has determined
that this rule does not have sufficient implications for federalism to
warrant the preparation of a Federalism Assessment. The authority to
issue regulations on the navigational safety of the vessels covered by
this rule is committed to the Coast Guard by Federal statute.
Therefore, the Coast Guard intends to preempt State or local laws on
the navigational safety of these vessels.
List of Subjects
33 CFR Part 164
Incorporation by reference, Marine safety, Navigation (water),
Reporting and recordkeeping requirements, Waterways.
46 CFR Part 50
Reporting and recordkeeping requirements, Vessels.
46 CFR Part 52
Reporting and recordkeeping requirements, Vessels.
46 CFR Part 56
Reporting and recordkeeping requirements, Vessels.
46 CFR Part 58
Incorporation by reference, Reporting and recordkeeping
requirements, Vessels.
46 CFR Part 61
Reporting and recordkeeping requirements, Vessels.
46 CFR Part 111
Reporting and recordkeeping requirements, Vessels.
For the reasons set out in the preamble, the Coast Guard amends
Title 33, part 164, and Title 46, parts 50, 52, 56, 58, 61, and 111, of
the Code of Federal Regulations, as follows:
Title 33--[Amended]
PART 164--NAVIGATION SAFETY REGULATIONS
1. The authority citation for part 164 continues to read as
follows:
Authority: 33 U.S.C. 1223, 46 U.S.C. 3703; 49 CFR 1.46(n). Sec.
164.61 also issued under 46 U.S.C. 6101.
2. Section 164.03 is amended by revising paragraph (b) to read as
follows:
Sec. 164.03 Incorporation by reference.
* * * * *
(b) The materials approved for incorporation by reference in this
part, and the sections affected, are:
Radio Technical Commission for Marine Services, P.O. Box 19087,
Washington, DC 20036, Paper 12/78/DO-100 Minimum Performance
Standards, Loran C Receiving Equipment, 1977--164.41
International Maritime Organization, 4 Albert Embankment, London SE1
7SR U.K., IMO Resolution A.342(IX), Recommendation on Performance
Standards for Automatic Pilots, adopted November 12, 1975--164.13.
3. Section 164.11 is amended by revising its heading and paragraph
(t) and by adding paragraph (u) to read as follows:
Sec. 164.11 Navigation under way: General.
* * * * *
(t) At least two of the steering-gear power units on the vessel are
in operation when such units are capable of simultaneous operation,
except when the vessel is sailing on the Great Lakes and their
connecting and tributary waters, and except as required by paragraph
(u) of this section.
(u) On each passenger vessel meeting the requirements of the
International Convention for the Safety of Life at Sea, 1960 (SOLAS 60)
and on each cargo vessel meeting the requirements of SOLAS 74 as
amended in 1981, the number of steering-gear power units necessary to
move the rudder from 35 deg. on either side to 30 deg. on the other in
not more than 28 seconds must be in simultaneous operation.
4. Section 164.35 is amended by adding paragraph (o) to read as
follows:
Sec. 164.35 Equipment: All vessels.
* * * * *
(o) A telephone or other means of communication for relaying
headings to the emergency steering station. Also, each vessel of 500
gross tons and over and constructed on or after June 9, 1991 must be
provided with arrangements for supplying visual compass-readings to the
emergency steering station.
5. Section 164.39 is revised to read as follows:
Sec. 164.39 Steering gear: Foreign tankers.
(a) This section applies to each foreign tanker of 10,000 gross
tons or more, except a public vessel, that--
(1) Transfers oil at a port or place subject to the jurisdiction of
the United States; or
(2) Otherwise enters or operates in the navigable waters of the
United States, except a vessel described by Sec. 164.02 of this part.
(b) Definitions. The terms used in this section are as follows:
[[Page 24772]]
Constructed means the same as in Chapter II-1, Regulations 1.1.2
and 1.1.3.1, of SOLAS 74.
Existing tanker means a tanker--
(1) For which the building contract is placed on or after June 1,
1979;
(2) In the absence of a building contract, the keel of which is
laid or which is at a similar stage of construction on or after January
1, 1980;
(3) The delivery of which occurs on or after June 1, 1982; or
(4) That has undergone a major conversion contracted for on or
after June 1, 1979; or construction of which was begun on or after
January 1, 1980, or completed on or after June 1, 1982.
Public vessel, oil, hazardous materials, and foreign vessel mean
the same as in 46 U.S.C. 2101.
SOLAS 74 means the International Convention for the Safety of Life
at Sea, 1974, as amended.
Tanker means a self-propelled vessel defined as a tanker by 46
U.S.C. 2101(38) or as a tank vessel by 46 U.S.C. 2101(39).
(c) Each tanker constructed on or after September 1, 1984, must
meet the applicable requirements of Chapter II-1, Regulations 29 and
30, of SOLAS 74.
(d) Each tanker constructed before September 1, 1984, must meet the
requirements of Chapter II-1, Regulation 29.19, of SOLAS 74.
(e) Each tanker of 40,000 gross tons or more, constructed before
September 1, 1984, that does not meet the single-failure criterion of
Chapter II-1, Regulation 29.16, of SOLAS 74, must meet the requirements
of Chapter II-1, Regulation 29.20, of SOLAS 74.
(f) Each tanker constructed before September 1, 1984, must meet the
applicable requirements of Chapter II-1, Regulations 29.14 and 29.15,
of SOLAS 74.
Title 46--[Amended]
PART 50--GENERAL PROVISIONS
6. The authority citation for part 50 is revised to read as
follows:
Authority: 43 U.S.C. 1333; 46 U.S.C. 2103, 3306, 3703; E.O.
12234, 45 FR 58801, 3 CFR, 1980 Comp., p. 277; 49 CFR 1.45, 1.46.
Section 50.01-20 also issued under the authority of 44 U.S.C. 3507.
7. Subpart 50.10 is amended by adding Sec. 50.10-35 to read as
follows:
Sec. 50.10-35 Constructed.
The term constructed means the keel has been laid or, for vessels
with no keel, assembly of at least 50 tons or 1% of the estimated mass
of all structural material, whichever is less, has been completed.
PART 52--POWER BOILERS
8. The authority citation for part 52 continues to read as follows:
Authority: 46 U.S.C. 3306, 2103, 3703; E.O. 12234, 45 FR 58801,
3 CFR, 1980 Comp., p. 277; 49 CFR 1.46.
9. Section 52.01-3 is amended by adding paragraph (a)(10) to read
as follows:
Sec. 52.01-3 Definitions of terms used in this part.
(a) * * *
(10) Hybrid boiler. A hybrid boiler is a steam boiler whose design
employs features from both watertube and firetube boilers.
* * * * *
10. Section 52.01-110 is amended by revising its heading and adding
paragraph (h) to read as follows:
Sec. 52.01-110 Water-level indicators, water columns, gauge-glass
connections, gauge cocks, and pressure gauges (modifies PG-60).
* * * * *
(h) High-water-level alarm. Each watertube boiler for propulsion
must have an audible and a visible high-water-level alarm. The alarm
indicators must be located where the boiler is controlled.
PART 56--PIPING SYSTEMS AND APPURTENANCES
11. The authority citation for part 56 is revised to read as
follows:
Authority: 33 U.S.C. 1321(j), 1509; 43 U.S.C. 1333; 46 U.S.C.
2103, 3306, 3703; E.O. 12234, 45 FR 58801, 3 CFR, 1980 Comp., p.
277; E.O. 12777, 56 FR 54757; 49 CFR 1.46.
12. Section 56.15-5 is amended by revising its heading and
paragraph (c)(1)(ii) to read as follows:
Sec. 56.15-5 Fluid-conditioner fittings.
* * * * *
(c) * * *
(1) * * *
(ii) Nonstandard fluid-conditioner fittings that have an internal
diameter exceeding 15 centimeters (6 inches) and that are rated for
temperatures and pressures exceeding those specified as minimums for
Class I piping systems.
* * * * *
13. Section 56.30-25 is amended by adding a note after paragraph
(f)(2) to read as follows:
Sec. 56.30-25 Flared, flareless, and compression joints.
* * * * *
(f) * * *
(2) * * *
Note--See Sec. 58.25-20(d) of this subchapter for limitations on
the use of compression fittings in hydraulic systems for steering
gear.
14. Section 56.50-15 is amended by adding paragraph (k) to read as
follows:
Sec. 56.50-15 Steam and exhaust piping.
* * * * *
(k) Means must be provided for draining every steam pipe in which
dangerous water hammer might otherwise occur.
15. Section 56.50-50 is amended by adding paragraphs (a)(4),
(a)(5), and (c)(4), revising paragraphs (c)(1), (c)(2), and the
definition for ``D'' and adding a Note 6 in paragraph (d)(2), and
revising the last sentence of paragraph (h) to read as follows:
Sec. 56.50-50 Bilge and ballast piping.
(a) * * *
(4) Where the vessel is to carry Class 3 flammable liquids with a
flashpoint below 23 deg.C (74 deg.F), Class 6, Division 6.1, poisonous
liquids, or Class 8 corrosive liquids with a flashpoint below 23 deg.C
(74 deg.F) as defined in 49 CFR part 173, in enclosed cargo spaces, the
bilge-pumping system must be designed to ensure against inadvertent
pumping of such liquids through machinery-space piping or pumps.
(5) For each vessel constructed on or after June 9, 1995, and on an
international voyage, arrangements must be made to drain the enclosed
cargo spaces on either the bulkhead deck of a passenger vessel or the
freeboard deck of a cargo vessel.
(i) If the deck edge, at the bulkhead deck of a passenger vessel or
the freeboard deck of a cargo vessel, is immersed when the vessel heels
5 deg. or less, the drainage of the enclosed cargo spaces must
discharge to a space, or spaces, of adequate capacity, each of which
has a high-water-level alarm and a means to discharge overboard. The
number, size and arrangement of the drains must prevent unreasonable
accumulation of water. The pumping arrangements must take into account
the requirements for any fixed manual or automatic sprinkling system.
In enclosed cargo spaces fitted with carbon-dioxide extinguishing
systems, the drains must have traps or other means to prevent escape of
the smothering gas. The enclosed cargo spaces must not drain to
machinery spaces or other spaces where sources of ignition may be
present if water may be contaminated with Class 3 flammable liquids;
Class 6, Division 6.1, poisonous liquids; or Class 8 corrosive liquids
with a flashpoint below 23 deg.C (74 deg.F).
(ii) If the deck edge, at the bulkhead deck of a passenger vessel
or the [[Page 24773]] freeboard deck of a cargo vessel, is immersed
only when the vessel heels more than 5 deg., the drainage of the
enclosed cargo spaces may be by means of a sufficient number of
scuppers discharging overboard. The installation of scuppers must
comply with Sec. 42.15-60 of this chapter.
* * * * *
(c)(1) Each bilge suction must lead from a manifold except as
otherwise approved by the Commanding Officer, Marine Safety Center. As
far as practicable, each manifold must be in, or be capable of remote
operation from, the same space as the bilge pump that normally takes
suction on that manifold. In either case, the manifold must be capable
of being locally controlled from above the floorplates and must be
easily accessible at all times. As far as practicable, each overboard-
discharge valve for a bilge system must comply with the requirements
governing location and accessibility for suction manifolds. Except as
otherwise permitted by paragraph (c)(4) of this section for a vessel
employing a common-rail bilge system, each bilge-manifold valve
controlling a bilge suction from any compartment must be of the stop-
check type.
(2) Each passenger vessel on an international voyage must have
manifolds, where installed, and valves in the bilge-pumping system
arranged so that, in case of flooding, one of the bilge pumps can take
suction from any compartment and, further, so that damage to a pump or
its piping connecting to the bilge main outboard of a line drawn at
one-fifth of the beam of the vessel will not render the bilge system
inoperative.
* * * * *
(4) A common-rail bilge system may be installed as an acceptable
alternative to the system required by paragraph (c)(1) of this section,
provided it satisfies all of the following criteria:
(i) The common-rail main runs inboard at least one-fifth of the
beam of the vessel.
(ii) A stop-check valve or both a stop valve and a check valve are
provided in each branch line and located inboard at least one-fifth of
the beam of the vessel.
(iii) The stop valve or the stop-check valve is power-driven, is
capable of remote operation from the space where the pump is, and,
regardless of the status of the power system, is capable of manual
operation to both open and close the valve.
(iv) The stop valve or the stop-check valve is accessible for both
manual operation and repair under all operating conditions, and the
space used for access contains no expansion joint or flexible coupling
that, upon failure, would cause flooding and prevent access to the
valve.
(v) A port and a starboard suction serve each space protected
unless, under the worst conditions of list and trim and with liquid
remaining after pumping, the vessel's stability remains acceptable, in
accordance with subchapter S of this chapter.
(vi) For each vessel designed for the carriage of combinations of
both liquid and dry bulk cargoes (O/B/O), no bilge pump or piping is
located in a machinery space other than in a pump room for cargo, and
no liquid and other cargoes are carried simultaneously.
(vii) For each cargo vessel in Great Lakes service, each common-
rail piping for the bilge and ballast system serving cargo spaces, if
installed and if connected to a dedicated common-rail bilge system,
must lead separately from a valved manifold located at the pump.
* * * * *
(d) * * *
D=Molded depth (in feet) to the bulkhead deck.(6)
* * * * *
Note 6--For each passenger vessel constructed on or after June
9, 1995, and being on an international voyage, D must be measured to
the next deck above the bulkhead deck if an enclosed cargo space on
the bulkhead deck that is internally drained in accordance with
paragraph (a)(4) of this section extends the entire length of the
vessel. Where the enclosed cargo space extends a lesser length, D
must be taken as the sum of the molded depth (in feet) to the
bulkhead deck plus lh/L where l and h are the aggregate length and
height (in feet) of the enclosed cargo space.
* * * * *
(h) Except as allowed by paragraph (c)(4)(vii) of this section,
piping for draining a cargo hold or machinery space must be separate
from piping used for filling or emptying any tank where water or oil is
carried. Piping for bilge and ballast must be arranged so as to
prevent, by the appropriate installation of stop and non-return valves,
oil or water from the sea or ballast spaces from passing into a cargo
hold or machinery space, or from passing from one compartment to
another, regardless of the source. The bilge and ballast mains must be
fitted with separate control valves at the pumps.
* * * * *
16. Section 56.50-55 is amended by revising paragraph (a) and Table
56.50-55(a) to read as follows:
Sec. 56.50-55 Bilge pumps.
(a) Self-propelled vessels. (1) Each self-propelled vessel must be
provided with a power-driven pump or pumps connected to the bilge main
as required by Table 56.50-55(a).
Table 56.50-55(a).--Power Bilge Pumps Required for Self-Propelled Vessels
----------------------------------------------------------------------------------------------------------------
Passenger vessels\1\ Dry-cargo vessels\2\ Tank Mobile
----------------------------------------------------------- vessels offshore
Ocean, Ocean, ----------- drilling
Vessel length, in feet coast- coast- units
International wise and All other wise and All All ----------
voyages\3\ Great waters Great waters waters All
Lakes Lakes waters
----------------------------------------------------------------------------------------------------------------
180' or more................... \4\3 \4\3 2 2 2 2 2
Below 180' and exceeding 65'... \4\3 \5\2 \5\2 \5\2 \5\2 2 2
65' or less.................... 3 1 1 1 1 1 .........
----------------------------------------------------------------------------------------------------------------
\1\Small passenger vessels under 100 gross tons refer to Subpart 182.25 of Subchapter T (Small Passenger Vessel)
of this chapter.
\2\Dry-bulk carriers having ballast pumps connected to the tanks outside the engineroom and to the cargo hold
may substitute the appropriate requirements for tank vessels.
\3\Not applicable to passenger vessels which do not proceed more than 20 mile from the nearest land, or which
are employed in the carriage of large numbers of unberthed passengers in special trades.
\4\When the criterion numeral exceeds 30, an additional independent power-driven pump is required. (See Part 171
of this chapter for determination of criterion numeral.)
\5\Vessels operating on lakes (including Great Lakes), bays, sounds, or rivers where steam is always available,
or where a suitable water supply is available from a power-driven pump of adequate pressure and capacity, may
substitute siphons or eductors for one of the required power-driven pumps, provided a siphon or eductor is
permanently installed in each hold or compartment.
[[Page 24774]] * * * * *
17. Section 56.50-60 is amended by revising paragraphs (b) and (l)
and by adding paragraphs (d)(1) (i), (m), and (n) to read as follows:
Sec. 56.50-60 Systems containing oil.
* * * * *
(b) When oil needs to be heated to lower its viscosity, heating
coils must be properly installed in each tank.
(1) Each drain from a heating coil as well as each drain from an
oil heater must run to an open inspection tank or other suitable oil
detector before returning to the feed system.
(2) As far as practicable, no part of the fuel-oil system
containing heated oil under pressure exceeding 180 KPa (26 psi) may be
placed in a concealed position so that defects and leakage cannot be
readily observed. Each machinery space containing a part of the system
must be adequately illuminated.
* * * * *
(d) * * *
(1) * * *
(i) In the special case of a deep tank in any shaft tunnel, piping
tunnel, or similar space, one or more valves must be fitted on the
tank, but control in the event of fire may be effected by means of an
additional valve on the piping outside the tunnel or similar space. Any
such additional valve installed inside a machinery space must be
capable of being operated from outside this space.
(ii) [Reserved]
* * * * *
(l) Where oil piping passes through a non-oil tank without stop
valves complying with paragraph (d) of this section installed at all
tank penetrations, the piping must comply with Sec. 56.50-50(k).
(m) Each arrangement for the storage, distribution, and use of oil
in a pressure-lubrication system must--
(1) As well as comply with Sec. 56.50-80, be such as to ensure the
safety of the vessel and all persons aboard; and
(2) In a machinery space, meet the applicable requirements of
Secs. 56.50-60 (b)(2) and (d), 56.50-85(a)(11), 56.50-90 (c) and (d),
and 58.01-55(f) of this subchapter. No arrangement need comply with
Sec. 58.50-90 (c)(1) and (c)(3) of this subchapter if the sounding pipe
is fitted with an effective means of closure, such as a threaded cap or
plug or other means acceptable to the Officer in Charge, Marine
Inspection. The use of flexible piping or hose is permitted in
accordance with the applicable requirements of Secs. 56.35-10, 56.35-
15, and 56.60-25(c).
(n) Each arrangement for the storage, distribution, and use of any
other flammable oil employed under pressure in a power transmission-
system, control and activating system, or heating system must be such
as to ensure the safety of the vessel and all persons aboard by--
(1) Complying with Subpart 58.30 of this subchapter; and,
(2) Where means of ignition are present, meeting the applicable
requirements of Secs. 56.50-85(a)(11), 56.50-90 (c) and (d), and 58.01-
55(f) of this subchapter. Each pipe and its valves and fittings must be
of steel or other approved material, except that the use of flexible
piping or hose is permitted in accordance with the applicable
requirements of Secs. 56.35-10, 56.35-15, and 56.60-25(c).
18. Section 56.50-65 is amended by revising its heading and
paragraph (h) to read as follows:
Sec. 56.50-65 Burner fuel-oil service systems.
* * * * *
(h) Each fuel-oil service pump must be equipped with controls as
required by Sec. 58.01-25 of this subchapter.
19. Section 56.50-70 is amended by revising paragraph (j) to read
as follows:
Sec. 56.50-70 Gasoline fuel systems.
* * * * *
(j) Fuel pumps. Each fuel pump must be equipped with controls as
required by Sec. 58.01-25 of this subchapter.
20. Section 56.50-80 is amended by revising its heading and
paragraph (h) to read as follows:
Sec. 56.50-80 Lubricating-oil systems.
* * * * *
(h) Sight-flow glasses may be used in lubricating-oil systems
provided it has been demonstrated, to the satisfaction of the
Commanding Officer, Marine Safety Center, that they can withstand
exposure to a flame at a temperature of 927 deg.C (1700 deg.F) for one
hour, without failure or appreciable leakage.
* * * * *
21. Section 56.50-85 is amended by removing paragraphs (a)(7) (iii)
and (iv), by redesignating paragraph (a)(7)(v) as (a)(7)(iii), and by
revising the heading and paragraph (a)(7)(ii), newly redesignated
paragraph (a)(7)(iii), and paragraph (a)(11) to read as follows:
Sec. 56.50-85 Tank-vent piping.
(a) * * *
(7) * * *
* * * * *
(ii) A hinged closure normally open on the outlet of the return
bend, which must close automatically by the force of a submerging wave;
or
(iii) Another suitable device acceptable to the Commanding Officer,
Marine Safety Center.
* * * * *
(11)(i) If a tank may be filled by a pressure head exceeding that
for which the tank is designed, the aggregate cross-sectional area of
the vents in each tank must be not less than the cross-sectional area
of the filling line unless the tank is protected by overflows, in which
case the aggregate cross-sectional area of the overflows must be not
less than the cross-sectional area of the filling line.
(ii) Provision must be made to guard against liquids rising in the
venting system to a height that would exceed the design head of a cargo
tank or fuel-oil tank. It may be made by high-level alarms or overflow-
control systems or other, equivalent means, together with gauging
devices and procedures for filling cargo tanks.
* * * * *
22. Section 56.50-90 is amended by revising paragraph (a),
redesignating existing paragraphs (c) and (d) as paragraphs (e) and
(f), and adding paragraphs (c) and (d) to read as follows:
Sec. 56.50-90 Sounding devices.
(a) Each tank must be provided with a suitable means of determining
liquid level. Except for a main cargo tank on a tank vessel, each
integral hull tank and compartment, unless at all times accessible
while the vessel is operating, must be fitted with a sounding pipe.
* * * * *
(c) Except as allowed by this paragraph, on each vessel constructed
on or after June 9, 1995, no sounding pipe used in a fuel-oil tank may
terminate in any space where the risk of ignition of spillage from the
pipe might arise. None may terminate in a space for passengers or crew.
When practicable, none may terminate in a machinery space. When the
Commanding Officer, Marine Safety Center, determines it impracticable
to avoid terminating a pipe in a machinery space, a sounding pipe may
terminate in a machinery space if all the following requirements are
met:
(1) In addition to the sounding pipe, the fuel-oil tank has an oil-
level gauge complying with paragraph (d) of this section.
(2) The pipe terminates in a place remote from ignition hazards
unless precautions are taken such as fitting an effective screen
(shield) to prevent the fuel oil, in case of spillage through the end
of the pipe, from coming into contact with a source of ignition.
(3) The end of the pipe is fitted with a self-closing blanking
device and a small-diameter, self-closing control cock located below
the blanking device for the purpose of ascertaining before the blanking
device is opened that no fuel [[Page 24775]] oil is present. Provision
must be made to ensure that no spillage of fuel oil through the control
cock involves an ignition hazard.
(d) On each vessel constructed on or after June 9, 1995, other oil-
level gauges may be used instead of sounding pipes if all the following
requirements are met:
(1) In a passenger vessel, no such gauge may require penetration
below the top of the tank, and neither the failure of a gauge nor an
overfilling of the tank may permit release of fuel into the space.
(2) In a cargo vessel, neither the failure of such a gauge nor an
overfilling of the tank may permit release of fuel into the space. The
use of cylindrical gauge-glasses is prohibited. The use of oil-level
gauges with flat glasses and self-closing valves between the gauges and
fuel tanks is acceptable.
* * * * *
23. Section 56.50-105 is amended by revising its heading and
paragraphs (a)(5) and (b)(5) to read as follows:
Sec. 56.50-105 Low-temperature piping.
(a) * * *
(5) Other requirements. All other requirements of this part for
Class I piping apply to Class I-L piping. Pressure testing must comply
with subpart 56.97 of this part, and nondestructive testing of
circumferentially welded joints must comply with Sec. 56.95-10.
Seamless tubular products must be used except that, when the service
pressure does not exceed 1724 KPa (250 psi), the Commanding Officer,
Marine Safety Center, may give special consideration to appropriate
grades of piping and tubing that are welded without the addition of
filler metal in the root pass. Each production procedure and quality-
control program for welded products must be acceptable to the Officer
in Charge, Marine Inspection.
(b) * * *
(5) Pressure testing must comply with Subpart 56.97, and
nondestructive testing of welded joints must comply with Sec. 56.95-10.
* * * * *
24. Section 56.60-25 is amended by revising paragraphs (a)(3) and
(b)(1) and by adding paragraph (a)(11) to read as follows:
Sec. 56.60-25 Nonmetallic materials.
(a) * * *
(3) No use of plastic piping within a concealed space in an
accommodation or service area is permitted unless--
(i) Each trunk or duct containing such piping is completely
surrounded by ``A'' class divisions; or
(ii) An approved smoke-detection system is fitted in the concealed
space, and each penetration of a bulkhead or deck, and each
installation of a draft stop, is made in accordance with paragraph
(a)(2) of this section to maintain the integrity of fire divisions.
* * * * *
(11) Plastic piping intended for an accommodation area, a service
area, or a control station must comply with the standard for the spread
of flame or smoke established by Commandant (G-MTH).
(b) * * *
(1) Vital machinery served by plastic piping must be duplicated by
equivalent machinery served entirely by conventional metallic piping
unless allowed otherwise by this section. When such machinery is in
separate watertight compartments, or is located or insulated so that
damage to both by a single localized fire is unlikely, both may be
fitted with plastic piping. (The Marine Inspector will make the final
determination as to the adequacy of the separation between duplicate
machinery installed in the same watertight compartment.) In no case may
failure of plastic piping on one set of machinery affect the operation
of the other machinery. Alternatively, a single set of machinery may be
installed with parallel, but independent, piping systems, one of
plastic and the other of metallic materials. Where metallic piping is
required to duplicate or parallel plastic piping, failure of the
plastic piping must not interfere with the proper operation of the
metallic piping or of the machinery it serves.
* * * * *
PART 58--MAIN AND AUXILIARY MACHINERY AND RELATED SYSTEMS
25. The authority citation for part 58 is revised to read as
follows:
Authority: 43 U.S.C. 1333; 46 U.S.C. 2103, 3306, 3703; E.O.
12234, 45 FR 58801, 3 CFR, 1980 Comp., p. 277; 49 CFR 1.46.
26. Section 58.01-10 is revised to read as follows:
Sec. 58.01-10 Fuel oil.
(a) The following limits apply to the use of oil as fuel:
(1) Except as otherwise permitted by this section, no fuel oil with
a flashpoint of less than 60 deg.C (140 deg.F) may be used.
(2) Except as otherwise permitted by Sec. 58.50-1(b), fuel oil with
a flashpoint of not less than 43 deg.C (110 deg.F) may be used in
emergency generators.
(3) Subject to such additional precautions as the Commanding
Officer, Marine Safety Center, considers necessary, and provided that
the ambient temperature of the space in which such fuel oil is stored
or used does not rise to within 10 deg.C (50 deg.F) below the
flashpoint of the fuel oil, fuel oil having a flashpoint of less than
60 deg.C (140 deg.F) but not less than 43 deg.C (110 deg.F) may be used
in general.
(4) In a cargo vessel, fuel having a lower flashpoint than
otherwise specified in this section--for example, crude oil--may be
used provided that such fuel is not stored in any machinery space and
that the Commanding Officer, Marine Safety Center, approves the
complete installation.
(b) The flashpoint of oil must be determined by the Pensky-Martens
Closed Tester, ASTM-D93-80.
Sec. 58.01-15 [Removed]
27. Section 58.01-15 is removed.
28. Section 58.01-25 is revised to read as follows:
Sec. 58.01-25 Means of stopping machinery.
Machinery driving forced-draft and induced-draft fans, fuel-oil
transfer pumps, fuel-oil unit and service pumps, and similar fuel-oil
pumps must be fitted with remote controls from a readily accessible
position outside the space concerned so that the fans or pumps may be
stopped in case of fire in the compartment in which they are located.
The controls must be suitably protected against accidental operation
and against tampering and must be suitably marked.
29. Sections 58.01-40, 58.01-45, 58.01-50, and 58.01-55 are added
to read as follows:
Sec. 58.01-40 Machinery, angles of inclination.
(a) Propulsion machinery and all auxiliary machinery essential to
the propulsion and safety of the vessel must be designed to operate
when the vessel is upright, when the vessel is inclined under static
conditions at any angle of list up to and including 15 deg., and when
the vessel is inclined under dynamic conditions (rolling) at any angle
of list up to and including 22.5 deg. and, simultaneously, at any angle
of trim (pitching) up to and including 7.5 deg. by bow or stern.
(b) Deviations from these angles of inclination may be permitted by
the Commanding Officer, Marine Safety Center, considering the type,
size, and service of the vessel.
Sec. 58.01-45 Machinery space, ventilation.
Each machinery space must be ventilated to ensure that, when
machinery or boilers are operating at full power in all weather
including heavy weather, an adequate supply of air is maintained for
the operation of the [[Page 24776]] machinery and for the safety,
efficiency, and comfort of the crew.
Sec. 58.01-50 Machinery space, noise.
(a) Each machinery space must be designed to minimize the exposure
of personnel to noise in accordance with IMO Assembly Resolution
A.468(XII), Code on Noise Levels on Board Ships, 1981. No person may
encounter a 24-hour effective noise level greater than 82 dB(A) when
noise is measured using a sound-level meter and an A-weighting filter.
(b) Except as allowed by paragraph (c) of this section, no
machinery space may exceed the following noise levels:
(1) Machinery control room--75 dB(A)
(2) Manned machinery space--90 dB(A)
(3) Unmanned machinery space--110 dB(A)
(4) Periodically unattended machinery space--110 dB(A)
(5) Workshop--85 dB(A)
(6) Any other work space around machinery--90 dB(A)
(c) If adding a source of noise would cause a machinery space to
exceed the noise level permitted by paragraph (b) of this section, the
new source must be suitably insulated or isolated so that the space
does not exceed that noise level. If the space is manned, a refuge from
noise must be provided within the space.
(d) Ear protection must be provided for any person entering any
space with a noise level greater than 85 dB(A).
(e) Each entrance to a machinery space with a noise level greater
than 85 dB(A) must have a warning sign stating that each person
entering the space must wear ear protection.
Sec. 58.01-55 Tanks for flammable and combustible oil.
(a) For the purposes of this section, a machinery space of category
A is a space that contains any of the following:
(1) Internal-combustion machinery used for main propulsion.
(2) Internal-combustion machinery used for other than main
propulsion, whose power output is equal to or greater than 500 HP (375
kw).
(3) Any oil-fired boiler.
(4) Any equipment used to prepare fuel oil for delivery to an oil-
fired boiler, or equipment used to prepare heated oil for delivery to
an internal-combustion engine, including any oil-pressure pumps,
filters, and heaters dealing with oil pressures above 26 psi.
(b) As far as practicable, each fuel-oil tank must be part of the
vessel's structure and be located outside a machinery space of category
A.
(c) If a fuel-oil tank, other than a double-bottom tank, must be
located adjacent to or within a machinery space of category A--
(1) At least one of its vertical sides must be contiguous to the
boundary of the machinery space;
(2) The tank must have a common boundary with the double-bottom
tanks; and
(3) The area of the tank boundary common with the machinery spaces
must be kept as small as practicable.
(d) If a fuel-oil tank must be located within a machinery space of
category A, it must not contain fuel oil with a flashpoint of less than
60 deg.C (140 deg.F).
(e) In general, no freestanding fuel-oil tank is permitted in any
machinery space of Category A on a passenger vessel. A freestanding
fuel-oil tank is permitted in other spaces only if authorized by the
Commanding Officer, Marine Safety Center. If so authorized, each
freestanding fuel-oil tank must--
(i) Comply with Subpart 58.50 of this subchapter; and
(ii) Be placed in an oil-tight spill tray with a drain pipe leading
to a spill-oil tank.
(f) No fuel-oil tank may be located where spillage or leakage from
it can constitute a hazard by falling on heated surfaces. The design
must also prevent any oil that may escape under pressure from any pump,
filter, or heater from coming into contact with heated surfaces.
Sec. 58.03-1 [Amended]
30. Section 58.03-1(b) is amended by adding, in alphabetical order,
two publications of the International Maritime Organization to read as
follows:
* * * * *
(b) * * *
International Maritime Organization (IMO) 4 Albert Embankment,
London SE1 7SR, England
A.467(XII), Guidelines for Acceptance of Non-Duplicated Rudder
Actuators for Tankers, Chemical Tankers and Gas Carriers of 10,000
Tons Gross Tonnage and Above But Less Than 100,000 Tonnes
Deadweight, 1981--58.25-60
A.468(XII), Code on Noise Levels on Board Ships, 1981--58.01-50
* * * * *
Subpart 58.05--Main Propulsion Machinery
31-32. Subpart 58.05 is amended by revising paragraph (a) of
Sec. 58.05-1 and adding Sec. 58.05-10 to read as follows:
Sec. 58.05-1 Material, design, and construction.
(a) The material, design, construction, workmanship, and
arrangement of main propulsion machinery and of each auxiliary,
directly connected to the engine and supplied as such, must be at least
equivalent to the standards established by the American Bureau of
Shipping or other recognized classification society, except as
otherwise provided by this subchapter.
* * * * *
Sec. 58.05-10 Automatic shut-off.
Main propulsion machinery must be provided with automatic shut-off
controls in accordance with part 62 of this subchapter. These controls
must shut down main propulsion machinery in case of a failure, such as
failure of the lubricating-oil supply, that could lead rapidly to
complete breakdown, serious damage, or explosion.
Sec. 58.10-15 [Amended]
33. Section 58.10-15 is amended by removing paragraph (e) and by
redesignating paragraphs (f), (g), (h), (i), and (j), respectively, as
(e), (f), (g), (h), and (i).
34. Subpart 58.25 is revised to read as follows:
Subpart 58.25--Steering Gear
Sec.
58.25-1 Applicability.
58.25-5 General.
58.25-10 Main and auxiliary steering gear.
58.25-15 Voice communications.
58.25-20 Piping for steering gear.
58.25-25 Indicating and alarm systems.
58.25-30 Automatic restart.
58.25-35 Helm arrangements.
58.25-40 Arrangement of the steering-gear compartment.
58.25-45 Buffers.
58.25-50 Rudder stops.
58.25-55 Overcurrent protection for steering-gear systems.
58.25-60 Non-duplicated hydraulic rudder actuators.
58.25-65 Feeder circuits.
58.25-70 Steering-gear control systems.
58.25-75 Materials.
58.25-80 Automatic pilots and ancillary steering gear.
58.25-85 Special requirements for tank vessels.
Subpart 58.25--Steering Gear
Sec. 58.25-1 Applicability.
(a) Except as specified otherwise, this subpart applies to--
(1) Each vessel or installation of steering gear contracted for on
or after June 9, 1995; and
(2) Each vessel on an international voyage with an installation of
steering gear contracted for on or after September 1, 1984.
(b) Each vessel not on an international voyage with an installation
of steering gear contracted for before June 9, 1995, and each vessel on
an international voyage with such an installation
[[Page 24777]] contracted for before September 1, 1984, may meet either
the requirements of this subpart or those in effect on the date of the
installation.
Sec. 58.25-5 General.
(a) Definitions.
Ancillary steering equipment means steering equipment, other than
the required control systems and power actuating systems, that either
is not required, such as automatic pilot or non-followup control from
the pilothouse, or is necessary to perform a specific required
function, such as the automatic detection and isolation of a defective
section of a tanker's hydraulic steering gear.
Auxiliary steering gear means the equipment, other than any part of
the main steering gear, necessary to steer the vessel in case of
failure of the main steering gear, not including a tiller, quadrant, or
other component serving the same purpose. Control system means the
equipment by which orders for rudder movement are transmitted from the
pilothouse to the steering-gear power units. A control system for
steering gear includes, but is not limited to, one or more--
(1) Transmitters;
(2) Receivers;
(3) Feedback devices;
(4) Hydraulic servo-control pumps, with associated motors and motor
controllers;
(5) Differential units, hunting gear, and similar devices;
(6) All gearing, piping, shafting, cables, circuitry, and ancillary
devices for controlling the output of power units; and
(7) Means of bringing steering-gear power units into operation.
Fast-acting valve, as used in this subpart, means a ball, plug,
spool, or similar valve with a handle connected for quick manual
operation.
Followup control means closed-loop (feedback) control that relates
the position of the helm to a specific rudder angle by transmitting the
helm-angle order to the power actuating system and, by means of
feedback, automatically stopping the rudder when the angle selected by
the helm is reached.
Main steering gear means the machinery, including power actuating
systems, and the means of applying torque to the rudder stock, such as
a tiller or quadrant, necessary for moving the rudder to steer the
vessel in normal service.
Maximum ahead service speed means the greatest speed that a vessel
is designed to maintain in service at sea at the deepest loadline
draft.
Maximum astern speed means the speed that it is estimated the
vessel can attain at the maximum designed power astern at the deepest
loadline draft.
Power actuating system means the hydraulic equipment for applying
torque to the rudder stock. It includes, but is not limited to--
(1) Rudder actuators;
(2) Steering-gear power units; and
(3) Pipes, valves, fittings, linkages, and cables for transmitting
power from the power unit or units to the rudder actuator or actuators.
Speedily regained, as used in this subpart, refers to the time it
takes one qualified crewmember, after arriving in the steering-gear
compartment, and without the use of tools, to respond to a failure of
the steering gear and take the necessary corrective action.
Steering capability means steering equivalent to that required of
auxiliary steering gear by Sec. 58.25-10(c)(2).
Steering gear means the machinery, including power actuating
systems, control systems, and ancillary equipment, necessary for moving
the rudder to steer the vessel.
Steering-gear power unit means:
(1) In the case of electric steering gear, an electric motor and
its associated electrical equipment, including motor controller,
disconnect switch, and feeder circuit.
(2) In the case of an electro-hydraulic steering gear, an electric
motor, connected pump, and associated electrical equipment such as the
motor controller, disconnect switch, and feeder circuit.
(3) In the case of hydraulic steering gear, the pump and its prime
mover.
Tank vessel, as used in this subpart, means a self-propelled
vessel, including a chemical tanker or a gas carrier, defined either as
a tanker by 46 U.S.C. 2101(38) or as a tank vessel by 46 U.S.C.
2101(39).
(b) Unless it otherwise complies with this subpart, each self-
propelled vessel must be provided with a main steering gear and an
auxiliary steering gear. These gear must be arranged so that--
(1) The failure of one will not render the other inoperative; and
(2) Transfer from the main to the auxiliary can be effected
quickly.
(c) Each substantial replacement of steering-gear components or
reconfiguration of steering-gear arrangements on an existing vessel
must comply with the requirements of this subpart for new installations
to the satisfaction of the cognizant Officer in Charge, Marine
Inspection.
(d) Each non-pressure-containing steering-gear component and each
rudder stock must be of sound and reliable construction, meet the
minimum material requirements of Sec. 58.25-75, and be designed to
standards at least equal to those established by the American Bureau of
Shipping or other recognized classification society.
(e) The suitability of any essential steering-gear component not
duplicated must be specifically approved by the Commanding Officer,
Marine Safety Center. Where a steering-gear component is shared by--
(1) A control system (e.g., a control-system transfer switch
located in the steering-gear compartment);
(2) The main and auxiliary steering gear (e.g., an isolation
valve); or
(3) A power actuating system and its control system (e.g., a
directional control valve)--the requirements for both systems apply, to
provide the safest and most reliable arrangement.
(f) Steering gear must be separate and independent of all other
shipboard systems, except--
(1) Electrical switchboards from which they are powered;
(2) Automatic pilots and similar navigational equipment; and
(3) Propulsion machinery for an integrated system of propulsion and
steering.
(g) Except on a vessel with an integrated system of propulsion and
steering, no thruster may count as part of a vessel's required steering
capability.
(h) Except for a tank vessel subject to Sec. 58.25-85(e), each
oceangoing vessel required to have power-operated steering gear must be
provided with arrangements for steadying the rudder both in an
emergency and during a shift from one steering gear to another. On
hydraulic steering gear, a suitable arrangement of stop valves in the
main piping is an acceptable means of steadying the rudder.
(i) General arrangement plans for the main and auxiliary steering
gear and their piping must be submitted for approval in accordance with
subpart 50.20 of this subchapter.
Sec. 58.25-10 Main and auxiliary steering gear.
(a) Power-operated main and auxiliary steering gear must be
separate systems that are independent throughout their length. Other
systems and arrangements of steering gear will be acceptable if the
Commanding Officer, Marine Safety Center, determines that they comply
with, or exceed the requirements of, this subpart.
(b) The main steering gear and rudder stock must be--
(1) Of adequate strength for and capable of steering the vessel at
[[Page 24778]] maximum ahead service speed, which must be demonstrated
to the satisfaction of the cognizant Officer in Charge, Marine
Inspection;
(2) Capable of moving the rudder from 35 deg. on either side to
35 deg. on the other with the vessel at its deepest loadline draft and
running at maximum ahead service speed, and from 35 deg. on either side
to 30 deg. on the other in not more than 28 seconds under the same
conditions;
(3) Operated by power when necessary to comply with paragraph
(b)(2) of this section or when the diameter of the rudder stock is over
12 centimeters (4.7 inches) in way of the tiller, excluding
strengthening for navigation in ice; and
(4) Designed so that they will not be damaged when operating at
maximum astern speed; however, this requirement need not be proved by
trials at maximum astern speed and maximum rudder angle.
(c) The auxiliary steering gear must be--
(1) Of adequate strength for and capable of steering the vessel at
navigable speed and of being brought speedily into action in an
emergency;
(2) Capable of moving the rudder from 15 deg. on either side to
15 deg. on the other in not more than 60 seconds with the vessel at its
deepest loadline draft and running at one-half maximum ahead service
speed or 7 knots, whichever is greater; and
(3) Operated by power when necessary to comply with paragraph
(c)(2) of this section or when the diameter of the rudder stock is over
23 centimeters (9 inches) in way of the tiller, excluding strengthening
for navigation in ice.
(d) No auxiliary means of steering is required on a double-ended
ferryboat with independent main steering gear fitted at each end of the
vessel.
(e) When the main steering gear includes two or more identical
power units, no auxiliary steering gear need be fitted, if--
(1) In a passenger vessel, the main steering gear is capable of
moving the rudder as required by paragraph (b)(2) of this section while
any one of the power units is not operating;
(2) In a cargo vessel, the main steering gear is capable of moving
the rudder as required by paragraph (b)(2) of this section while all
the power units are operating;
(3) In a vessel with an installation completed on or after
September 1, 1984, and on an international voyage, and in any other
vessel with an installation completed after June 9, 1995, the main
steering gear is arranged so that, after a single failure in its piping
system (if hydraulic), or in one of the power units, the defect can be
isolated so that steering capability can be maintained or speedily
regained in less than ten minutes; or
(4) In a vessel with an installation completed before September 1,
1986, and on an international voyage, with steering gear not complying
with paragraph (e)(3) of this section, the installed steering gear has
a proved record of reliability and is in good repair.
Note.--The place where isolation valves join the piping system,
as by a flange, constitutes a single-failure point. The valve itself
need not constitute a single-failure point if it has a double seal
to prevent substantial loss of fluid under pressure. Means to purge
air that enters the system as a result of the piping failure must be
provided, if necessary, so that steering capability can be
maintained or speedily regained in less than ten minutes.
(f) In each vessel of 70,000 gross tons or over, the main steering
gear must have two or more identical power units complying with
paragraph (e) of this section.
Sec. 58.25-15 Voice communications.
Each vessel must be provided with a sound-powered telephone system,
complying with subpart 113.30 of this chapter, to communicate between
the pilothouse and the steering-gear compartment, unless an alternative
means of communication between them has been approved by the Commanding
Officer, Marine Safety Center.
Sec. 58.25-20 Piping for steering gear.
(a) Pressure piping must comply with subpart 58.30 of this part.
(b) Relief valves must be fitted in any part of a hydraulic system
that can be isolated and in which pressure can be generated from the
power units or from external forces such as wave action. The valves
must be of adequate size, and must be set to limit the maximum pressure
to which the system may be exposed, in accordance with Sec. 56.07-10(b)
of this subchapter.
(c) Each hydraulic system must be provided with--
(1) Arrangements to maintain the cleanliness of the hydraulic
fluid, appropriate to the type and design of the hydraulic system; and
(2) For a vessel on an ocean, coastwise, or Great Lakes voyage, a
fixed storage tank having sufficient capacity to recharge at least one
power actuating system including the reservoir. The storage tank must
be permanently connected by piping so that the hydraulic system can be
readily recharged from within the steering-gear compartment and must be
fitted with a device to indicate liquid level that complies with
Sec. 56.50-90 of this subchapter.
(d) Neither a split flange nor a flareless fitting of the grip or
bite type, addressed by Sec. 56.30-25 of this subchapter, may be used
in hydraulic piping for steering gear.
Sec. 58.25-25 Indicating and alarm systems.
(a) Indication of the rudder angle must be provided both at the
main steering station in the pilothouse and in the steering-gear
compartment. The rudder-angle indicator must be independent of control
systems for steering gear.
(b) Each electric-type rudder-angle indicator must comply with
Sec. 113.40-10 of this chapter and, in accordance with Sec. 112.15-5(h)
of this chapter, draw its power from the source of emergency power.
(c) On each vessel of 1,600 gross tons or over, a steering-failure
alarm must be provided in the pilothouse in accordance with
Secs. 113.43-3 and 113.43-5 of this chapter.
(d) An audible and a visible alarm must activate in the pilothouse
upon--
(1) Failure of the electric power to the control system of any
steering gear;
(2) Failure of that power to the power unit of any steering gear;
or
(3) Occurrence of a low oil level in any oil reservoir of a
hydraulic, power-operated steering-gear system.
(e) An audible and a visible alarm must activate in the machinery
space upon--
(1) Failure of any phase of a three-phase power supply;
(2) Overload of any motor described by Sec. 58.25-55(c); or
(3) Occurrence of a low oil level in any oil reservoir of a
hydraulic, power-operated steering-gear system.
Note.--See Sec. 62.50-30(f) of this subchapter regarding
extension of alarms to the navigating bridge on vessels with
periodically unattended machinery spaces.
(f) Each power motor for the main and auxiliary steering gear must
have a ``motor running'' indicator light in the pilothouse, and in the
machinery space, that activates when the motor is energized.
Sec. 58.25-30 Automatic restart.
Each control system for main and auxiliary steering gear and each
power actuating system must restart automatically when electrical power
is restored after it has failed.
Sec. 58.25-35 Helm arrangements.
(a) The arrangement of each steering station, other than in the
steering-gear [[Page 24779]] compartment, must be such that the
helmsman is abaft the wheel. The rim of the wheel must be plainly
marked with arrows and lettering for right and left rudder, or a
suitable notice indicating these directions must be posted directly in
the helmsman's line of sight.
(b) Each steering wheel must turn clockwise for ``right rudder''
and counterclockwise for ``left rudder.'' When the vessel is running
ahead, after clockwise movement of the wheel the vessel's heading must
change to the right.
(c) If a lever-type control is provided, it must be installed and
marked so that its movement clearly indicates both the direction of the
rudder's movement and, if followup control is also provided, the amount
of the rudder's movement.
(d) Markings in the pilothouse must not interfere with the
helmsman's vision, but must be clearly visible at night.
Note.--See Sec. 113.40-10 of this chapter for the arrangement of
rudder-angle indicators at steering stations.
Sec. 58.25-40 Arrangement of the steering-gear compartment.
(a) The steering-gear compartment must--
(1) Be readily accessible and, as far as practicable, separated
from any machinery space;
(2) Ensure working access to machinery and controls in the
compartment; and
(3) Include handrails and either gratings or other non-slip
surfaces to ensure a safe working environment if hydraulic fluid leaks.
Note.--Where practicable, all steering gear should be located in
the steering-gear compartment.
(b) [Reserved]
Sec. 58.25-45 Buffers.
For each vessel on an ocean, coastwise, or Great Lakes voyage,
steering gear other than hydraulic must be designed with suitable
buffering arrangements to relieve the gear from shocks to the rudder.
Sec. 58.25-50 Rudder stops.
(a) Power-operated steering gear must have arrangements for cutting
off power to the gear before the rudder reaches the stops. These
arrangements must be synchronized with the rudder stock or with the
gear itself rather than be within the control system for the steering
gear, and must work by limit switches that interrupt output of the
control system or by other means acceptable to the Commanding Officer,
Marine Safety Center.
(b) Strong and effective structural rudder stops must be fitted;
except that, where adequate positive stops are provided within the
steering gear, such structural stops need not be fitted.
Sec. 58.25-55 Overcurrent protection for steering-gear systems.
(a) Each feeder circuit for steering must be protected by a circuit
breaker on the switchboard that supplies it and must have an
instantaneous trip set at a current of at least--
(1) 300% and not more than 375% of the rated full-load current of
one steering-gear motor for a direct-current motor; or
(2) 175% and not more than 200% of the locked-rotor current of one
steering-gear motor for an alternating-current motor.
(b) No feeder circuit for steering may have any overcurrent
protection, except that required by paragraph (a) of this section.
(c) Neither a main or an auxiliary steering-gear motor, nor a motor
for a steering-gear control system, may be protected by an overload
protective device. The motor must have a device that activates an
audible and a visible alarm at the main machinery-control station if
there is an overload that would cause overheating of the motor.
(d) No control circuit of a motor controller, steering-gear control
system, or indicating or alarm system may have overcurrent protection
except short-circuit protection that is instantaneous and rated at 400%
to 500% of--
(1) The current-carrying capacity of the conductor; or
(2) The normal load of the system.
(e) The short-circuit protective device for each steering-gear
control system must be in the steering-gear compartment and in the
control circuit immediately following the disconnect switch for the
system.
(f) When, in a vessel of less than 1,600 gross tons, an auxiliary
steering gear, which Sec. 58.25-10(c)(3) requires to be operated by
power, is not operated by electric power or is operated by an electric
motor primarily intended for other service, the main steering gear may
be fed by one circuit from the main switchboard. When such an electric
motor is arranged to operate an auxiliary steering gear, neither
Sec. 58.25-25(e) nor paragraphs (a) through (c) of this section need be
complied with if both the overcurrent protection and compliance with
Secs. 58.25-25(d), 58.25-30, and 58.25-70 (j) and (k) satisfy the
Commanding Officer, Marine Safety Center.
Sec. 58.25-60 Non-duplicated hydraulic rudder actuators.
Non-duplicated hydraulic rudder actuators may be installed in the
steering-gear control systems on each vessel of less than 100,000
deadweight tons. These actuators must meet IMO Assembly Resolution
A.467(XII), Guidelines for Acceptance of Non-Duplicated Rudder
Actuators for Tankers, Chemical Tankers, and Gas Carriers of 10,000
Tons Gross Tonnage and Above But Less Than 100,000 Tonnes Deadweight,
1981, and be acceptable to the Commanding Officer, Marine Safety
Center. Also, the piping for the main gear must comply with Sec. 58.25-
10(e)(3).
Sec. 58.25-65 Feeder circuits.
(a) Each vessel with one or more electric-driven steering-gear
power units must have at least two feeder circuits, which must be
separated as widely as practicable. One or more of these circuits must
be supplied from the vessel's service switchboard. On a vessel where
the rudder stock is over 23 centimeters (9 inches) in diameter in way
of the tiller, excluding strengthening for navigation in ice, and where
a final source of emergency power is required by Sec. 112.05-5(a) of
this chapter, one or more of these circuits must be supplied from the
emergency switchboard, or from an alternative source of power that--
(1) Is available automatically within 45 seconds of loss of power
from the vessel's service switchboard;
(2) Comes from an independent source of power in the steering-gear
compartment;
(3) Is used for no other purpose; and
(4) Has a capacity for one half-hour of continuous operation, to
move the rudder from 15 deg. on either side to 15 deg. on the other in
not more than 60 seconds with the vessel at its deepest loadline draft
and running at one-half maximum ahead service speed or 7 knots,
whichever is greater.
(b) Each vessel that has a steering gear with multiple electric-
driven power units must be arranged so that each power unit is supplied
by a separate feeder.
(c) Each feeder circuit must have a disconnect switch in the
steering-gear compartment.
(d) Each feeder circuit must have a current-carrying capacity of--
(1) 125% of the rated full-load current rating of the electric
steering-gear motor or power unit; and
(2) 100% of the normal current of one steering-gear control system
including all associated motors. [[Page 24780]]
Sec. 58.25-70 Steering-gear control systems.
(a) Each power-driven steering-gear system must be provided with at
least one steering-gear control system.
(b) The main steering gear must be operable from the pilothouse by
mechanical, hydraulic, electrical, or other means acceptable to the
Commanding Officer, Marine Safety Center. This gear and its components
must give full followup control of the rudder. Supplementary steering-
gear control not giving full followup may also be provided from the
pilothouse.
(c) Each steering-gear control system must have in the pilothouse a
switch arranged so that one operation of the switch's lever
automatically supplies power to a complete system and its associated
power unit or units. This switch must be--
(1) Operated by one lever;
(2) Arranged so that not more than one control system and its
associated power unit or units can be energized from the pilothouse at
any one time;
(3) Arranged so that the lever passes through ``off'' during
transfer of control from one control system to another; and
(4) Arranged so that the switches for each control system are in
separate enclosures or are separated by fire-resistant barriers.
(d) Each steering-gear control system must receive its power from--
(1) The feeder circuit supplying power to its steering-gear power
unit or units in the steering-gear compartment; or
(2) A direct connection to the busbars supplying the circuit for
its steering-gear power unit or units from a point on the switchboard
adjacent to that supply.
(e) Each steering-gear control system must have a switch that--
(1) Is in the steering-gear compartment; and
(2) Disconnects the system from its power source and from the
steering gear that the system serves.
(f) Each motor controller for a steering gear must be in the
steering-gear compartment.
(g) A means of starting and stopping each motor for a steering gear
must be in the steering-gear compartment.
(h) When the main steering gear is arranged in accordance with
Sec. 58.25-10(e), two separate and independent systems for full
followup control must be provided in the pilothouse; except that--
(1) The steering wheel or lever need not be duplicated; and
(2) If the system consists of a hydraulic telemotor, no second
separate and independent system need be provided other than on each
tank vessel subject to Sec. 58.25-85.
(i) When only the main steering gear is power-driven, two separate
and independent systems for full followup control must be provided in
the pilothouse; except that the steering wheel or lever need not be
duplicated.
(j) When the auxiliary steering gear is power-driven, a control
system for the auxiliary steering gear must be provided in the
pilothouse that is separate and independent from the control system for
the main steering gear; except that the steering wheel or lever need
not be duplicated.
(k) On a vessel of 500 gross tons or above, each main steering gear
and auxiliary steering gear must be arranged so that its power unit or
units are operable by controls from the steering-gear compartment.
These controls must not be rendered inoperable by failure of the
controls in the pilothouse.
Sec. 58.25-75 Materials.
(a) Materials used for the mechanical or hydraulic transmission of
power to the rudder stock must have an elongation of at least 15% in 5
centimeters (2 inches); otherwise, components used for this purpose
must be shock-tested in accordance with subpart 58.30 of this part.
(b) No materials with low melting-points, including such materials
as aluminum and nonmetallic seals, may be used in control systems for
steering gear or in power actuating systems unless--
(1) The materials are within a compartment having little or no risk
of fire;
(2) Because of redundancy in the system, damage by fire to any
component would not prevent immediate restoration of steering
capability; or
(3) The materials are within a steering-gear power actuating
system.
Sec. 58.25-80 Automatic pilots and ancillary steering gear.
(a) Automatic pilots and ancillary steering gear, and steering-gear
control systems, must be arranged to allow immediate resumption of
manual operation of the steering-gear control system required in the
pilothouse. A switch must be provided, at the primary steering position
in the pilothouse, to completely disconnect the automatic equipment
from the steering-gear controls.
(b) Automatic pilots and ancillary steering gear must be arranged
so that no single failure affects proper operation and independence of
the main or auxiliary steering gear, required controls, rudder-angle
indicators, or steering-failure alarm.
Sec. 58.25-85 Special requirements for tank vessels.
(a) Each tank vessel must meet the applicable requirements of
Secs. 58.25-1 through 58.25-80.
(b) On each tank vessel of 10,000 gross tons or over, the main
steering gear must comprise two or more identical power units that
comply with Sec. 58.25-10(e)(2).
(c) Each tank vessel of 10,000 gross tons or over constructed on or
after September 1, 1984, must comply with the following:
(1) The main steering gear must be arranged so that, in case of
loss of steering capability due to a single failure in any part of the
power actuating system of the main steering gear, excluding seizure of
a rudder actuator or failure of the tiller, quadrant, or components
serving the same purpose, steering capability can be regained not more
than 45 seconds after the loss of one power actuating system.
(2) The main steering gear must include either--
(i) Two separate and independent power actuating systems, complying
with Sec. 58.25-10(b)(2); or
(ii) At least two identical hydraulic-power actuating systems,
which, acting simultaneously in normal operation, must comply with
Sec. 58.25-10(b)(2). (When they must so comply, these systems must be
connected. Loss of hydraulic fluid from one system must be capable of
being detected, and the defective system automatically isolated, so the
other system or systems remain fully operational.)
(3) Steering gear other than hydraulic must meet equivalent
standards to the satisfaction of the Commanding Officer, Marine Safety
Center.
(d) On each tank vessel of 10,000 gross tons or over, but less than
100,000 deadweight tons, the main steering gear need not comply with
paragraph (c) of this section if the rudder actuator or actuators
installed are non-duplicated hydraulic and if--
(1) The actuators comply with Sec. 58.25-60; and
(2) In case of loss of steering capability due to a single failure
either of any part of the piping systems or in one of the power units,
steering capability can be regained in not more than 45 seconds.
(e) On each tank vessel of less than 70,000 deadweight tons,
constructed before, and with a steering-gear installation before,
September 1, 1986, and on an international voyage, the steering gear
not complying with paragraph (c) (1), (2), or (3) of this section, as
applicable, may continue in service if the steering gear has a proved
[[Page 24781]] record of reliability and is in good repair.
(f) Each tank vessel of 10,000 gross tons or over, constructed
before, and with a steering-gear installation before, September 1,
1984, must--
(1) Meet the applicable requirements in Secs. 58.25-15, 58.25-
20(c), 58.25-25 (a), (d), and (e), and 58.25-70 (e), (h), (i), and (j);
(2) Ensure working access to machinery and controls in the
steering-gear compartment (which must include handrails and either
gratings or other non-slip surfaces to ensure a safe working
environment in case hydraulic fluid leaks);
(3) Have two separate and independent steering-gear control
systems, each of which can be operated from the pilothouse; except that
it need not have separate steering wheels or steering levers;
(4) Arrange each system required by paragraph (f)(3) of this
section so that, if the one in operation fails, the other can be
operated from the pilothouse immediately; and
(5) Supply each system required by paragraph (f)(3) of this
section, if electric, with power by a circuit that is--
(i) Used for no other purpose; and either--
(ii) Connected in the steering-gear compartment to the circuit
supplying power to the power unit or units operated by that system; or
(iii) Connected directly to the busbars supplying the circuit for
its steering-gear power unit or units at a point on the switchboard
adjacent to that supply.
(g) Each tank vessel of 40,000 gross tons or over, constructed
before, and with a steering-gear installation before, September 1,
1984, and on an international voyage, must have the steering gear
arranged so that, in case of a single failure of the piping or of one
of the power units, either steering capability equivalent to that
required of the auxiliary steering gear by Sec. 58.25-10(c)(2) can be
maintained or the rudder's movement can be limited so that steering
capability can be speedily regained in less than 10 minutes. This
arrangement must be achieved by--
(1) An independent means of restraining the rudder;
(2) Fast-acting valves that may be manually operated to isolate the
actuator or actuators from the external hydraulic piping, together with
a means of directly refilling the actuators by a fixed, independent,
power-operated pump and piping; or
(3) An arrangement such that, if hydraulic-power actuating systems
are connected, loss of hydraulic fluid from one system must be detected
and the defective system isolated either automatically or from within
the pilothouse so that the other system remains fully operational.
Note.--The term ``piping or * * * one of the power units'' in
paragraph (g) of this section refers to the pressure-containing
components in hydraulic or electro-hydraulic steering gear. It does
not include rudder actuators or hydraulic-control servo piping and
pumps used to stroke the pump or valves of the power unit, unless
their failure would result in failure of the unit or of the piping
to the actuator.
35. Section 58.30-5 is amended by adding paragraph (d) to read as
follows:
Sec. 58.30-5 Design requirements.
* * * * *
(d) Each pneumatic system must minimize the entry of oil into the
system and must drain the system of liquids.
PART 61--PERIODIC TESTS AND INSPECTIONS
36. The authority citation for part 61 is revised to read as
follows:
Authority: 43 U.S.C. 1333; 46 U.S.C. 2103, 3306, 3703; E.O.
12234, 45 FR 58801, 3 CFR, 1980 Comp., p. 277; 49 CFR 1.46.
37. Section 61.05-10 is amended by revising paragraphs (a) and (b),
removing current Table 61.05-10, and adding new Table 61.05-10 after
current paragraph (g) to read as follows:
Sec. 61.05-10 Boilers in service.
(a) Each boiler, including superheater, reheater, economizer,
auxiliary boiler, low-pressure heating boiler, and unfired steam
boiler, must be available for examination by the marine inspector at
intervals specified by Table 61.05-10, and more often if necessary, to
determine that the complete unit is in a safe and satisfactory
condition. When a hydrostatic test is required, the marine inspector
may examine all accessible parts of the boiler while it is under
pressure.
(b) The owner, master, or person in charge of the vessel shall give
ample notice to the cognizant Officer in Charge, Marine Inspection, so
that a marine inspector may witness the tests and make the required
inspections.
* * * * *
Table 61.05-10.--Inspection Intervals for Boilers123
----------------------------------------------------------------------------------------------------------------
Firetube Any
boiler 150 boiler boiler for boiler 2 for use aboard a vessel as a fire-
extinguishing agent shall be subjected to a hydrostatic test of 1\1/2\
times the maximum allowable working pressure in the tenth year of the
installation and at ten-year intervals thereafter. After the test, the
tank should be drained and an internal examination made. Parts of the
jacket and lagging on the underside of the tank designated by the
marine inspector must be removed at the time of the test so the marine
inspector may determine the external condition of the tank.
* * * * *
41. Section 61.15-5 is amended by revising paragraph (b) to read as
follows:
Sec. 61.15-5 Steam piping.
* * * * *
(b) All steam piping subject to pressure from the main boiler
should be subjected to a hydrostatic test at a pressure of 1\1/4\ times
the maximum allowable working pressure of the boiler after every five
years of service except as otherwise provided for in paragraph (a) of
this section. Unless the covering of the piping is removed, the test
pressure must be maintained on the piping for ten minutes. If any
evidence of moisture or leakage is detected, the covering should be
removed and the piping thoroughly examined. No piping with a nominal
size of 3 inches or less need be hydrostatically tested.
* * * * *
PART 111--ELECTRIC SYSTEMS--GENERAL REQUIREMENTS
42. The authority citation for part 111 is revised to read as
follows:
Authority: 46 U.S.C. 2103, 3306, 3703; 49 CFR 1.46.
43. Subpart 111.93 (consisting of Secs. 111.93-1, 111.93-3, 111.93-
5, 111.93-7, 111.93-9, 111.93-11, and 111.93-13) is removed.
Secs. 111.93-1, 111.93-3, 111.93-5, 111.93-7, 111.93-9, 111.93-11, and
111.93-13 (Subpart 111.93) [Removed]
Dated: April 13, 1995.
G.N. Naccara,
Acting Chief, Office of Marine Safety, Security and Environmental
Protectoin.
[FR Doc. 95-10921 Filed 5-9-95; 8:45 am]
BILLING CODE 4910-14-P
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