46 U.S.C. 5101-5116; 49 CFR 1.46; section 42.01-5 also issued under the authority of 44 U.S.C. 3507.
The statutory authority to prescribe rules and regulations requiring certain vessels to have and display load line marks indicating the maximum amidship draft to which such vessels may be safely loaded and certification thereof by the assigning authority is in 46 U.S.C. 5101-5116.
(a)
(b)
(a) The load line marks when placed on a vessel shall indicate the maximum amidships draft to which such vessel can be lawfully submerged, in the various circumstances and seasons applicable to such vessel.
(b) This subchapter sets forth the uniform minimum requirements for load line marks on various categories of vessels. It also sets forth requirements for surveys relating to the assignment of load lines, the issuing of load line certificates by authorized issuing authorities, and the carriage of load line certificates aboard vessels.
(c) The rules and regulations in this subchapter also provide for the enforcement of load line requirements and control over vessels when it is believed such vessels may be in violation of applicable load line requirements.
(a)
(i) Ships of war;
(ii) New vessels of less than 79 feet in length;
(iii) Existing vessels of less than 150 gross tons;
(iv) Pleasure yachts not engaged in trade; and
(v) Fishing vessels.
(2) As provided in Article 4(4) of the 1966 Convention, in order for existing vessels to take advantage of any reduction in freeboards from those previously assigned, the regulations in Subparts 42.13 to 42.25, inclusive, of this part shall be fully complied with. Except for due cause, such vessels shall not be required to increase their freeboards under the provisions of the 1966 Convention.
(3) All U.S.-flag vessels authorized to engage in foreign or international voyages may also engage in domestic voyages by sea and, as permitted by § 45.9 of this part and Part 47 of this subchapter, in Great Lakes voyages without additional load line marks and/or certificates. Where additional load line marks and certificates are provided to specifically cover “Special Service, Coastwise” or “Great Lakes” operation, such vessels are subject to the applicable provisions of Parts 44 and 45 of this subchapter.
(b)
(i) Merchant vessels of less than 150 gross tons.
(ii) Vessels which are mechanically propelled and numbered by a State or the Coast Guard under the Federal Boat Safety Act of 1971 (46 U.S.C. 1451 et seq.) and not required by other laws to be inspected or certified by the U.S. Coast Guard. (This exception includes all mechanically propelled vessels of less than 150 gross tons, and un-in-spected motor propelled oceanographic vessels of less than 300 gross tons while operating pursuant to 46 U.S.C. 2113.
(iii) Pleasure craft not used or engaged in trade or commerce.
(iv) Barges of less than 150 gross tons.
(v) Vessels engaged exclusively in voyages on waters within the United States or its possessions and which are determined not to be “coastwise” or “Great Lakes” voyages.
(vi) Ships of war.
(vii) U.S. public vessels other than those vessels of 150 gross tons or over and engaged in commercial activities.
(2) In order for existing vessels to take advantage of any reduction in freeboards from those previously assigned, paragraph (a)(2) of this section applies.
(c)
(d)
(e)
(a)
(b)
(c)
(d)
(2) Vessels of countries signatory to or adhering only to International Load Line Convention, London, 1930 (the 1930 Convention), and holding valid certificates issued under that Convention, are subject to the applicable law described in paragraph (a) of this section and the
(a) The term “Great Lakes of North America” means those waters of North America which are defined in § 42.05-40, and in the exception in Article 5(2)(a) of the 1966 Convention.
(b) The expressions in the regulations in this part, such as “voyages by sea,” “proceed to sea,” “arrive from the high seas,” etc., shall be construed as having no application to voyages on the Great Lakes or portions thereof unless specifically provided otherwise in Part 45 of this subchapter.
(a) Certain vessels having load line marks not related to carriage of timber deck cargo may be assigned timber load lines if they are in compliance with the applicable requirements governing timber deck cargoes in this subchapter. The timber load lines apply and may be used only when the vessel is carrying timber deck cargo.
(b) A new or existing vessel having timber load lines assigned to it, when carrying timber deck cargo, may be loaded to the vessel's timber load line applicable to the voyage and season.
(a) Where in this subchapter it is provided that a particular fitting, material, appliance, apparatus, or equipment, or type thereof, shall be fitted or carried in a vessel, or that a particular provision shall be made or arrangement shall be adopted, the assigning authority, with the prior approval of the Commandant, may accept in substitution therefor any other fitting, material, apparatus, or equipment or type thereof, or any other provision or arrangement:
(b) In any case where it is shown to the satisfaction of the assigning authority and the Commandant that the use of any particular equipment, apparatus, or arrangement not specifically required by law is unreasonable or impracticable, appropriate alternatives may be permitted under such conditions as are consistent with the minimum standards set forth in this subchapter.
(a) Complete information (including plans, necessary instructions and limitations, if any) on proposed experimental installations affecting any fitting, material, appliance, apparatus, arrangement, or otherwise shall be submitted to the assigning authority for evaluation. After acceptance by the assigning authority, the complete information of such installation shall be forwarded to the Commandant for specific approval prior to installation. Complete information shall also be furnished for any associated in-stal-la-tion(s) deemed necessary to prevent endangering the vessel during the trial period of proposed experimental installations.
(b) The use of approved experimental installations shall be permitted only when in accordance with instructions and limitations as specifically prescribed for such installations by the Commandant.
(a) For an individual vessel or category of vessels, upon the specific recommendation of the assigning authority, the Commandant may authorize an exemption from one or more load line requirements. Such recommendation and authorization will depend upon provision of any additional features as deemed necessary by the authorities to ensure the vessel's safety in the services and under the conditions specified in paragraph (b) of this section.
(b) Exemptions from specific load line requirements for vessels meeting requirements of paragraph (a) of this section are authorized, subject to certain conditions, including type of voyage engaged in, as follows:
(1) For vessels engaged on international voyages between the United States and near neighboring ports of its possessions or of foreign countries. The exemptions may be permitted because the requirements are deemed to be unreasonable or impracticable due to the sheltered nature of the waters on which the voyages occur or other conditions. These exemptions shall be valid only so long as such a vessel shall remain engaged on specific designated voyages. If the voyage involves a foreign country or countries, the United States will require an exemption agreement with such country or countries prior to the issuance of the appropriate load line certificate.
(2) For vessels engaged on international voyages which embody features of a novel kind, and where nonexemption may seriously impede research, development, and incorporation of novel features into vessels. If the voyage or voyages intended involve a foreign country or countries, then the United States will require an exemption agreement with such country or countries prior to the issuance of a Load Line Exemption Certificate. If the Commandant grants an exemption pursuant to this paragraph (b)(2) to a U.S. flag vessel that operates on the Great Lakes of North America, he may notify the Chairman of the Board of Steamship Inspection of Canada of the nature of the exemption, but no special exemption certificate is issued.
(3) For a vessel not normally engaged on international voyages but which is required to undertake a single international voyage under exceptional circumstances.
(4) For self-propelled hopper dredges engaged on international voyages or on limited service domestic voyages by sea. These vessels may be exempt from applicable hatch cover requirements of § 42.15-25 of this part by showing they meet the requirements in § 174.310 of this chapter. When a Load Line Exemption Certificate is issued for this exemption, it must have an endorsement that only seawater is allowed in the vessel's hoppers.
(c) A vessel given one or more exemptions from load line requirements under the provisions of paragraph (b)(1) of this section will be issued the appropriate load line certificate, using Form A1, A2, or A3. In each case the exemptions shall be specified on the load line certificate together with the Convention authority which authorizes such exemptions.
(d) A vessel given one or more exemptions under the provisions of paragraph (b)(2) or (b)(3) of this section will be issued a Load Line Exemption Certificate, using Form E1. This certificate shall be in lieu of a regular load line certificate, and the vessel shall be considered as in compliance with applicable load line requirements.
(e) The Commandant may exempt from any of the requirements of this part a vessel that engages on a domestic voyage by sea or a voyage solely on the Great Lakes and embodies features of a novel kind, if the novel features and any additional safety measures required are described on the face of the issued certificate.
(f) A vessel that is not usually engaged on domestic voyages by sea or on voyages on the Great Lakes but that, in exceptional circumstances, is required to undertake a single such voyage between two specific ports is—
(1) Subject to 46 U.S.C. 5101-5116 and the applicable regulations of this subchapter; and
(2) Issued a single voyage load line authorization by the Commandant that states the conditions under which the voyage may be made and any additional safety measures required for a single voyage.
(a) In a Treaty between the United States and Canada proclaimed on August 11, 1934, the respective Governments were satisfied of the sheltered
(b) U.S.-flag vessels and Canadian vessels navigating on the treaty waters on a voyage as described in paragraph (a) of this section are by virtue of this Treaty of August 11, 1934, not subject to load line requirements in 46 U.S.C. 5101-5116, the 1966 Convention, and the regulations in this subchapter. Vessels navigating these sheltered waters and passing outside their boundary on any voyage cannot claim the benefits of this Treaty and shall be in compliance with the applicable load line requirements in 46 U.S.C. 5101-5116, the 1966 Convention, and the regulations in this subchapter.
(c) Since subdivision requirements apply to all passenger vessels subject to the 1960 International Convention on Safety of Life at Sea, those passenger vessels navigating on the waters described in paragraph (a) of this section shall be in compliance with such 1960 Convention requirements and the regulations in part 46 of this subchapter. The Coast Guard issues to such a vessel a stability letter. The assigning authority is authorized to issue to such a passenger vessel an appropriate load line certificate, modified to meet the conditions governing her service assignment, and marking.
This term means approved by the Commandant, U.S. Coast Guard, unless otherwise stated.
This term means the “American Bureau of Shipping” or such other recognized classification society which the Commandant may approve as the load line assigning and issuing authority for a vessel, as provided in sections 3 of the load line acts.
This term means the Commandant, U.S. Coast Guard, Washington, DC 20593-0001.
These terms mean an officer of the Coast Guard designated as such by the Commandant to command all Coast Guard activities within his district. This includes enforcement of load line requirements as described in this subchapter.
(a) As used in this part 42, for a vessel engaged on international voyages or on domestic voyages by sea, the term
(b)-(c) [Reserved]
(d) As used in part 44 of this subchapter, for a vessel marked with load lines for special service on a coastwise or interisland voyage, the term
(e) As used in part 45 of this subchapter,
(f) As used in part 46 of this subchapter, for a passenger vessel marked with subdivision load lines, the term
(a) This term means the Great Lakes of North America.
(b) As used in this part, the term
(c) In concurrence with related Canadian regulations, the waters of the St. Lawrence River west of a rhumb line drawn from Cap de Rosiers to West Point, Anticosti Island, and west of a line along 63° W. longitude from Anticosti Island to the north shore of the St. Lawrence River shall be considered as a part of the Great Lakes. In addition, the Victoria Bridge, Montreal, Canada, is the dividing line between fresh water and salt water in the St. Lawrence River.
(a) The term
(b) The 1966 Convention does not apply to vessels solely navigating the Great Lakes. Accordingly, such vessels shall not be considered as being on an
(c) For the purpose of administration of load line requirements in this subchapter, the Commonwealth of Puerto Rico, the Territory of Guam, the Virgin Islands, and all possessions and lands held by the United States under a protectorate or mandate shall each be considered to be a
These terms mean any person from the civilian or military branch of the Coast Guard assigned under the superintendence and direction of an Officer in Charge, Marine Inspection, or any other person as may be designated for the performance of duties with respect to the inspection, enforcement, and administration of title 52, Revised Statutes, and acts amendatory thereof or supplemental thereto, and rules and regulations thereunder.
(a) As used in this part 42, for a vessel engaged on international voyages or on domestic voyages by sea, the term
(1) This definition applies to all vessels of countries signatory to or acceding to the 1966 Convention prior to April 21, 1968, and to vessels of countries not adhering to an applicable Convention as indicated in Article 16(4) of the 1966 Convention.
(2) For countries which accede to the 1966 Convention after April 21, 1968, a
(b)-(c) [Reserved]
(d) As used in part 44 of this subchapter, for a vessel marked with load lines for special service on a coastwise or interisland voyage, the term
(e) As used in part 45 of this subchapter, for a vessel engaged solely on Great Lakes voyages, the term
(f) As used in part 46 of this subchapter, for a passenger vessel marked with subdivision load lines, the term
This term means any person from the civilian or military branch of the Coast Guard designated as such by the Commandant and who, under the superintendence and direction of the Coast Guard District Commander, is in charge of a marine inspection zone, and may supervise or perform the duties of a marine inspector.
The term
The terms
The term
(a) The vessels listed in §§ 42.03-5 and 42.03-10 as subject to the applicable requirements in this subchapter shall have load lines accurately marked amidships, port and starboard, as provided in this part 42 or the 1966 Convention, unless otherwise stated. Those vessels issued load line exemption certificates may not be required to have load line marks (see § 42.03-30).
(b) For vessels marked with international load lines and navigating the Great Lakes, such vessels are also subject to requirements in part 45 of this subchapter while on the Great Lakes. See § 45.9 of this subchapter for load line marks used by such vessels.
(c) For Great Lakes vessels operating solely on Great Lakes voyages, the requirements for the applicable load line marks are in part 45 of this subchapter. Great Lakes vessels when making other international or unlimited coastwise voyages shall comply with the applicable requirements in parts 42, 44, and 45 of this subchapter.
(d) For coastwise steam colliers, barges, and self-propelled barges in special services, the requirements for the applicable load line marks are in part
(e) Existing U.S.-flag vessels, as defined in § 42.05-30(a) of this chapter, engaged in international or coastwise voyages, may retain the load line assigned under previous regulations, provided:
(1) The vessel has not been assigned a reduced freeboard under the regulations in this part 42, and
(2) The form of the load line certificate issued to and carried on board the vessel conforms to the requirements of subpart 42.50 of this part or § 44.05-35 or § 46.10-30 of this chapter.
(f) This part applies to foreign vessels of countries—
(1) Signatory to or adhering to the 1966 Convention;
(2) Adhering to the 1930 Convention and not acceding to the 1966 Convention, or;
(3) Not adhering to either the 1930 Convention or the 1966 Convention but subject to the load line acts.
(a) Load line marks to indicate the maximum amidship's draft to which a vessel can be lawfully submerged, in the various circumstances and seasons, shall be permanently marked on each side of the vessel in the form, manner, and location as required by this subchapter.
(b) The load line marks placed on a vessel shall be attested to by a valid load line certificate as required by § 42.07-45(b). The issuing authority shall not deliver any required load line certificate to the vessel until after its surveyor has ascertained that the vessel meets the applicable survey requirements and the correct placement of the marks on the vessel's sides has been confirmed.
(c) The requirements for load line marks apply to all new and existing vessels as specified in §§ 42.03-5 and 42.03-10, except when a vessel has been issued a load line exemption certificate in lieu of a load line certificate.
(a) Except as provided otherwise in this section, vessels of the types described in paragraphs (a)(1) through (a)(3) of this section shall not be so loaded as to submerge at any time when departing for a voyage by sea, or on the Great Lakes, or during the voyage, or on arrival, the applicable load lines marked on the sides of the vessel for the season of the year and the zone or area in which the vessel may be operating.
(1) Merchant vessels of 150 gross tons or over, as described in § 42.03-5 or § 42.03-10, and on voyages subject to 46 U.S.C. 5101-5116.
(2) All new vessels of 79 feet or over in length on voyages subject to the 1966 Convention.
(3) All vessels of 150 gross tons or over, other than merchant vessels covered by paragraph (a)(1) of this section, on voyages subject to the 1966 Convention.
(b) When loading a vessel in a favorable zone for a voyage on which the vessel will enter a less favorable zone, such allowances must be made that the vessel when crossing into the less favorable zone, will conform to the regulations and freeboard for the less favorable zone.
(c) When a vessel is in fresh water of unit density, the appropriate load line may be submerged by the amount of the fresh water allowance shown on the applicable load line certificate. Where the density is other than unity, an allowance shall be made proportional to the difference between 1.025 and the actual density. This paragraph does not apply to vessels when navigating the Great Lakes.
(d) When a vessel departs from a port situated on a river or inland waters,
(a) A vessel subject to 46 U.S.C. 5101-5116 or the 1966 Convention shall comply, as applicable, with the requirements regarding the zones and seasonal areas described in subpart 42.30.
(b) A port located on the boundary line between two zones or areas shall be regarded as within the zone or seasonal area from or into which the vessel arrives or departs.
(a) As described in § 3.13-35 of Subchapter A (Procedures Applicable to the Public) of this chapter, official logbooks (Form CG-706-C), are furnished free to certain vessels, and after they have served their purpose they are filed with the applicable Officer in Charge, Marine Inspection.
(b) The master shall be responsible for having entered in the vessel's “official logbook” if carried, otherwise in his own log considered as its official logbook, the data required by section 6 of the load line acts. These logbooks entries shall be made before a vessel departs from her loading port or place and consist of:
(1) A statement of the load line marks applicable to the voyage; and,
(2) A statement of the position of the load line marks, port and starboard, at the time of departing from a port or place; i.e., the distance in inches of the water surface above or below the applicable load line; and,
(3) The actual drafts of the vessel, forward and aft, as nearly as the same can be ascertained, at the time of departing from a port or place.
(c) Where the master uses his own log, it shall be kept by the master or owner for 1 year after the actions noted therein have been completed and upon request shall be furnished to any load line enforcement officer.
(a) Where the requirements in this subchapter state that the approval of the Commandant is necessary, the owner or his agent shall furnish all information necessary, including background material, and/or final plans, calculations, and conclusions reached, as will enable the Commandant to obtain a comprehensive understanding of and reach a decision relative to the question or problem at issue prior to proceeding with the work. All information, plans and calculations submitted will remain with the Commandant as a part of the record on the vessel.
(b) If the owner or his agent desires to have information, plans, and calculations returned with Commandant's actions noted thereon, or if distribution of such information is necessary or required by regulations in this subchapter to owners, masters of vessels, etc., then the owner or his agent shall furnish multiple copies of the information as required.
(a) Where the requirements in this subchapter state the approval of an assigning authority is required, the owner or his agent shall furnish the required information, including plans, etc., as required by and which will enable the assigning authority to obtain a comprehensive understanding of the matter and to reach pertinent decisions prior to proceeding with the work. When requested the assigning authority shall furnish the Coast Guard all information, etc., on any question at issue and decisions reached.
(b) All information required under this subchapter by an assigning authority with respect to a specific vessel
(a) The American Bureau of Shipping, with its home office at Two World Trade Center, 106th Floor, New York, NY 10048, is hereby appointed as the prime assigning and issuing authority under the provisions of Articles 13 and 16(3) of the 1966 Convention and as directed by 46 U.S.C. 5107. In this capacity the American Bureau of Shipping is empowered to assign load lines, to perform surveys required for load line assignments, and to determine that the position of and the manner of marking vessels has been done in accordance with applicable requirements.
(b) On behalf of the United States of America, the American Bureau of Shipping is authorized to issue or reissue, under its own seal and signature of its officials, the appropriate load line certificates or International Load Line Exemption Certificate as described in subpart 42.50 of this part or in parts 44 to 46, inclusive, of this subchapter. Except for the International Load Line Exemption Certificate, the required load line certificate issued to a specific vessel shall certify to the correctness of the load line marks assigned and marked on the vessel and compliance with authorized conditions, restrictions, and/or exemptions, if any. The International Load Line Exemption Certificate when issued to a vessel shall certify as to the compliance with the information applicable to the vessel.
(c) The designation and delegation to the American Bureau of Shipping as an assigning and issuing authority shall be in effect indefinitely unless for due cause it shall be terminated by proper authority and notice of cancellation is published in the
(d) The American Bureau of Shipping is authorized to revalidate from time to time by endorsement a load line certificate or an International Load Line Exemption Certificate.
(e) Before revalidating any certificate by endorsement, the American Bureau of Shipping shall verify that the required load line marks assigned are marked on the vessel and the vessel is in compliance with authorized conditions, restrictions, and/or exemptions, if any.
(f) The American Bureau of Shipping shall issue all load line certificates in duplicate; one copy shall be delivered to the owner or master of the vessel, and one copy (together with a summary of data used to determine the assigned load lines) shall be forwarded to the Commandant.
(g) The American Bureau of Shipping shall prepare a load line survey report on each new vessel or existing vessel when brought into complete compliance with this part prior to issuing the required load line certificate described in subpart 42.50 of this part. At the time the certificate is delivered, one copy of this report shall be delivered to the master of the vessel, and one copy shall be forwarded to the Commandant. When a load line survey report is superseded or revised, one copy shall be delivered to the master of the vessel, and one copy shall be forwarded to the Commandant.
(h) The load line survey report or stability information furnished to a specific vessel shall include a statement of the locations of all watertight subdivision bulkheads, including steps or recesses therein, which may be involved in the vessel's load line assignment.
(a) On behalf of the United States of America, under the provisions of Articles 13 and 16(3) and as provided in 46 U.S.C. 5107, the Commandant, at the request of a shipowner, may appoint any other recognized classification society, which he may approve, as the assigning and issuing authority who shall perform the same functions and duties as indicated in § 42.07-35 for the American Bureau of Shipping.
(b) The appointment of a recognized classification society as the assigning and issuing authority will be limited to
(a) If the owner desires a change in assigning and issuing authority for a vessel, a special request shall be made in writing to the Commandant at least 90 days prior to the expiration date of the present certificate or the annual endorsement thereon.
(b) A change in the assigning authority does not presume any change in assigned load lines.
(a) The load line certificates for which the Government of the United States of America assumes full responsibility may be issued by the Commandant, the American Bureau of Shipping, or a recognized classification society when appointed as an authorized assigning and issuing authority for specifically designated vessels.
(b) The load line certificate shall certify to the correctness of the load line marks assigned to the vessel and that the vessel is in compliance with applicable requirements. A certificate issued under this subchapter also shall describe the applicable load line marks, conditions, restrictions, and/or exemptions, if any, the vessel shall observe, according to the season of the year and the zone or area in which the vessel may operate. The load line exemption certificate issued under § 42.03-30 shall certify the special conditions the vessel shall observe.
(c) A load line assignment and certificate issued to any vessel under the authority of the regulations in this subchapter (or under the authority of any Government adhering to the 1966 Convention, under the provisions of Article 19(5) of the 1966 Convention) shall cease to be valid upon the transfer of such vessel to the flag of another Government.
(d) Each loadline certificate is issued for the following length of time:
(1) An international and coastwise certificate is issued for 5 years and may be extended by the Commandant up to 150 days from the date of the—
(i) Survey that is endorsed on the certificate by the surveyor authorized by the Coast Guard; or
(ii) Last day of the 5-year period.
(2) A Great Lakes certificate is issued for 5 years and may be extended by the Commander, Ninth Coast Guard District, up to 365 days from date of the—
(i) Survey that is endorsed on the certificate by the surveyor authorized by the Coast Guard; or
(ii) Last day of the 5-year period.
(e) The form of certificate certifying to the correctness of the load line marks, assigned under the regulations in this part, may be in the form of temporary or provisional certificate, signed by the authorized surveyor pending early issuance of appropriate certificate as shown in subpart 42.50 of this part as follows:
(1) International Load Line Certificate, 1966, issued to U.S. vessels engaged in foreign voyages, or engaged in coastwise or intercoastal voyages (provided such vessels qualify to engage in foreign voyages without restriction), as follows:
(i) Form
(ii) Form
(iii) Form
(2) Certificate issued to foreign vessels belonging to countries that have not ratified or acceded to the 1966 Convention as follows:
(i) Form
(3) Coastwise load line certificate (other than for special service as provided for by part 44 of this subchapter) issued to U.S. vessels engaged solely in coastwise and/or intercoastal voyages (which may be subject to restrictions as to manning, routes, seasons, waters of operations, etc., as shown on the face of the certificate), as follows:
(i) Form
(ii) Form
(iii) Form
(f) The form of certificate certifying to the correctness of exemptions granted under the regulations in this part shall be as shown in subpart 42.50 of this part as follows:
(1) International load line exemption certificate issued under special conditions to U.S.-flag vessels engaged in foreign voyages, as follows:
(i) Form
(ii) Where this certificate is intended to expire after a single voyage, this information shall be noted on the face of the certificate.
(2) International load line certificate Form A1, A2, or A3 issued under special conditions to U.S.-flag vessels on international voyages between the United States and near neighboring ports of its possessions or of foreign countries. Exemptions, if any, shall be specified on the certificate.
(g) The issuing authority shall provide the printed forms it may use under the regulations in this subchapter. These forms shall be approved by the Commandant before final printing. The international load line certificate and exemption certificate forms shall exactly reproduce the arrangement of the printed part of the model Forms
(h) Where a vessel qualifies for and is issued a Form E1 International Load Line Exemption Certificate for foreign voyages but is also or solely engaged in coastwise or intercoastal voyages by sea, this certificate shall be considered equivalent to a valid coastwise load line certificate. In such case the vessel shall be deemed in full compliance with 46 U.S.C. 5101-5116 and the regulations in this part promulgated thereunder.
(a) The penalties for violation of various provisions of the load line acts or the regulations established thereunder are set forth in 46 U.S.C. 5116. The Secretary of Transportation by 49 CFR 1.46(b) has transferred to the Commandant authority to assess, collect, remit or litigate any monetary penalty imposed under these laws.
(b) The master and/or owner of a vessel that is operated, navigated, or used in violation of the provisions of the load line acts, or the regulations in this subchapter will be subject to the penalties as set forth in law, and the vessel shall also be liable therefor. Depending upon the gravity of the violations, the Coast Guard may do any one or more of the following:
(1) Detain a vessel if deemed to be overloaded in violation of title 46 U.S.C. 5112, in accordance with 46 U.S.C. 5113 and have the vessel surveyed by three disinterested surveyors.
(2) Assess and collect applicable monetary penalties for certain violations as provided in 46 U.S.C. 5112 and 5116.
(3) Initiate a criminal prosecution for certain violations when required by 46 U.S.C. 5112 or 5116.
(4) Initiate an action of libel against the vessel involved if there is a failure to pay monetary penalties assessed.
(5) Initiate a suspension or revocation proceeding, in addition to the foregoing actions described in this paragraph against any officer or seaman holding a valid Coast Guard license or merchant mariner's document and who may violate any provision of the load line acts, the 1966 Convention, or the regulations in this subchapter, under the provisions of 46 U.S.C. Chapter 77, and the regulations in 46 CFR part 5.
(c) In determining offenses, 46 U.S.C. 5116 provides that ‘Each day of a continuing violation is a separate violation’ and
(d) The procedures governing the assessment, collection, remission and litigation of any monetary penalty proposed under 46 U.S.C. 5116 for a violation of either load line law or the applicable regulations in this subchapter, as well as the appeal procedures to be allowed, are in 33 CFR subpart 1.07.
(a) Since vessels described in § 42.03-5 or § 42.03-10 when found qualified are
(b) Certain causes for automatic cancellation of certificates are:
(1) The conditions of assignment have not been maintained as required by this subchapter.
(2) Material alterations have taken place in the hull or superstructure of the vessel, which will necessitate the assignment of an increased freeboard.
(3) The fittings and appliances have not been maintained in an effective condition for the protection of openings, guardrails, freeing ports, and means of access to crew's quarters.
(4) The structural strength of the vessel is lowered to such an extent that the vessel is unsafe.
(5) The load line certificate or International Load Line Exemption Certificate is not endorsed to show the vessel has been surveyed annually or periodically by the issuing authority as required by this part or the 1966 Convention.
(6) Issuance of a new load line certificate for the same vessel.
(7) Surrender of a certificate for cancellation when required.
(8) The owner, master, or agent of the vessel has furnished false or fraudulent information in or with the application for a certificate.
(a) The District Director of Customs or the Coast Guard District Commander may detain a vessel for survey if there is reason to believe that the vessel is proceeding on her journey in excess of the draft allowed by the regulations in this subchapter as indicated by the vessel's load line certificate, or otherwise. The Coast Guard District Commander may detain a vessel if it is so loaded as to be manifestly unsafe to proceed to sea.
(b) If the District Director of Customs orders a vessel detained, he shall immediately inform the Coast Guard District Commander thereof, who shall thereupon advise the District Director of Customs whether or not he deems that the vessel may proceed to sea with safety. If the Coast Guard District Commander orders a vessel detained, such officer will furnish the District Director of Customs immediate notification of such detention. The clearance shall be refused to any vessel which shall have been ordered detained, which shall be in effect until it is shown that the vessel is not in violation of the applicable law and the regulations in this subchapter.
(1) Where a vessel is detained for noncompliance with “material alteration” and “effective maintenance” requirements of paragraph (f)(1) of this section, the detention shall only be exercised insofar as may be necessary to ensure that the vessel can proceed to sea without danger to passengers or crew.
(c) The detention of a vessel will be by written order of either the Coast Guard District Commander or the District Director of Customs, depending on who orders the detention. The Coast Guard District Commander will immediately arrange for a survey in the manner prescribed by 46 U.S.C. 5113. Unless the owner or agent waives in writing and stipulates to accept the Coast Guard's survey, the Coast Guard District Commander shall appoint three disinterested surveyors and, where practicable, one of them shall be from the Surveying Staff of the American Bureau of Shipping. Such surveyors shall conduct a survey to ascertain whether or not the vessel is loaded in violation of the applicable provisions in the load line acts, and the regulations in this subchapter. If the survey confirms the allegation that the vessel is in violation of either law or the applicable regulations in this subchapter, “the owner and agent shall bear the
(d) Whenever a vessel is detained, the master or owner may, within 5 days, appeal to the Commandant who may, if he desires, order a further survey, and may affirm, set aside, or modify the order of the detaining officer.
(e) Where a foreign vessel is detained or intervention action of any other kind is taken against a foreign vessel, the officer carrying out the action shall immediately inform in writing the Consul or the diplomatic representative of the State whose flag the vessel is flying, of the decision involved together with all pertinent circumstances under which intervention was deemed necessary.
(f) Under 46 U.S.C. 5109 a vessel of a foreign country which has ratified the 1966 Convention, or which holds a recognized and valid 1930 Convention certificate, or which holds a valid Great Lakes Certificate, shall be exempt from the provisions of the regulations in this subchapter insofar as the marking of the load lines and the certificating thereof are concerned, so long as such country similarly recognizes the load lines established by this subchapter for the purpose of a voyage by sea subject to the proviso in paragraph (f)(1) of this section or the alternative proviso in paragraph (f)(2) of this section.
(1) If the foreign vessel is marked with load lines and has on board a valid International or Great Lakes Load Line Certificate certifying to the correctness of the marks, the control provisions in this part which are in accord with Article 21 of the 1966 Convention shall be observed. In this connection, the vessel shall not be loaded beyond the limits allowed by the certificate. The position of the load lines on the vessel shall correspond with the certificate. The vessel shall not have been so materially altered as to make the vessel manifestly unfit to proceed to sea without danger to human life, in regard to:
(i) The hull or superstructure (if necessitating assignment of an increased freeboard); and/or,
(ii) The appliances and fittings for protection of openings, guardrails, freeing ports, and means of access to crew's quarters (if necessitating replacement or other effective maintenance).
(2) (Alternatively provided) If the foreign vessel has on board an International Load Line Exemption Certificate in lieu of an International Load Line Certificate, 1966, in such case, verify that it is valid and any conditions stipulated therein are met.
(g) A foreign vessel of a nation for which the 1966 Convention has not come into force does not qualify for an International Load Line Certificate, 1966. In lieu thereof, such a vessel shall be required to have on board a valid Form
Any person directly affected by a decision or action taken under this subchapter, by or on behalf of the Coast Guard, may appeal therefrom in accordance with subpart 1.03 of this chapter.
(a) The assignment of load lines is conditioned upon the structural efficiency and satisfactory stability of the vessel, and upon the provisions provided on the vessel for her effective protection and that of the crew. Certain vessels, such as vessels carrying all their cargo as deck cargo, or vessels where design or service require special conditions to be applicable, shall have certain stability limitations imposed on them, as may be necessary. When stability limitations for a vessel are prescribed, the assigning authority shall furnish the master the vessel's maximum draft permitted and other conditions, including reference to Commandant approved operating stability features, which may be applicable.
(1) No load line assignment shall be made under this part to a vessel proceeding on a foreign voyage, or where the load line assignment is related to the flooded stability provisions and the vessel is proceeding on a domestic voyage, until the applicable light ship characteristics are established and incorporated into the vessel's stability data approved by the Commandant and furnished to the master of the vessel.
(2) If load line assignments are made to vessels for coastwise voyages before the results of the required stability characteristics are determined and incorporated into the vessel's stability data approved by the Commandant, then such load line assignments shall be regarded as conditional and shall be subject to verification or modification for removal of the conditional status. Any vessel with a conditional load line assignment shall not be loaded beyond a conservative safe draft. Where the Commandant deems it unnecessary, the requirement for furnishing stability information to the masters of coastwise vessels assigned load lines not related to flooded stability may be omitted and the assigning authority and others concerned will be so notified.
(b) Each vessel subject to load line requirements shall carry on board a valid certificate attesting to compliance with such requirements. (See §§ 42.07-35 and 42.07-40 for additional data furnished to the vessel.)
(c) The master of the vessel for which a load line certificate has been issued shall be responsible for the maintenance of such certificate on board such vessel and for compliance with its terms and conditions. Additionally, the master shall be responsible for having the current load line survey report on board the vessel. This report shall be made available to surveyors when carrying out subsequent load line surveys.
(a) For the purposes of this part, each vessel to which this part applies is either a Type “A” or a Type “B” vessel.
(b) A Type “A” vessel is a vessel that—
(1) Is designed to carry only liquid cargoes in bulk;
(2) Has a high degree of watertight and structural integrity of the deck exposed to the weather, with only small openings to cargo compartments that are closed by watertight gasketed covers of steel or other material considered equivalent by the Commandant; and
(3) Has a low permeability of loaded cargo compartments.
(c) A Type “B” vessel is any vessel that is not a Type “A” vessel.
(d) Requirements governing the assignment of freeboards for Types “A” and “B” vessels are in subparts 42.20 and 42.25 of this part.
(a)
(1) When stability information is required, the plans shall include the location and extent of all watertight subdivision bulkheads, etc., involved.
(2) Additional stability, subdivision, and strength requirements are in §§ 42.09-1, 42.13-1, 42.13-5, and 42.15-1. The applicable flooded stability requirements are in §§ 42.20-3 through 42.20-13.
(b)
(c)
(a)
(b)
(c)
(1) If the load line marks are found to be correct for the condition the vessel is then in, the assigning and issuing authority shall issue a new load line certificate, valid for such time as the condition of the vessel then warrants but in no case for a period of longer than 5 years. If, after a survey has been passed, a loadline certificate can not be issued before the current certificate expires, the current certificate may be extended by an endorsement in accordance with the requirements contained in § 42.07-45(d). This endorsement of the assigning authority shall be placed on the back of the certificate, as shown on the forms in subpart 42.50. However, if there have been alterations which affect the vessel's freeboards, such extension shall not be granted. This prohibition is the same as in Article 19(2) of the 1966 Convention.
(2) The periodical survey, including certificate extension or reissue, for a vessel holding an international load line exemption certificate for more than one voyage, shall be the same as for any other vessel covered by this section except for load line marks. However, other conditions specified in the exemption certificate shall be verified.
(d)
(a)
(1) The vessel is exempted by the provision of 46 U.S.C. 5102; or
(2) The vessel is under tow and carrying neither passengers nor cargo.
(b)
(c)
(a) Before a survey may be completed, the vessel shall be placed in a drydock or hauled out. The surveyor shall be given complete access to all parts of the vessel to ensure that the vessel complies with all applicable requirements.
(b) The surveyor shall examine on all vessels the items, etc., listed in this paragraph to determine if in satisfactory condition and meeting applicable requirements in this subchapter.
(1) Cargo hatch coamings, covers, beams and supports, gaskets, clamps, locking bars, tarpaulins, battens, cleats and wedges of hatches on exposed freeboard, quarter and superstructure decks, and elsewhere as may be necessary.
(2) Structure of the vessel, coamings, closures, and all means of protection provided for openings, such as for ventilators, companionways, machinery casings, fiddleys, funnels, enclosed superstructures on the freeboard deck (and their end bulkheads) or equivalent protective deck houses, openings in the freeboard and superstructure decks, and significant openings at higher levels in the vessel.
(3) Transverse watertight subdivision bulkheads, as fitted, including any openings therein and closures for such openings. They shall be examined throughout their vertical and transverse extent.
(4) All air-pipe outlets, their closures, all scuppers, and all sanitary discharges in the vessel's sides, including nonreturn valves installed.
(5) The main and auxiliary sea inlets and discharges in the machinery space, and elsewhere if existent, and the valves and controls for these items.
(6) All gangways, cargo ports, and airports, including dead covers or other similar openings in the vessel's sides and their closures.
(7) All guardrails, bulwarks, gangways, and freeing port shutters, including securing devices, and bars.
(8) All eye plates or similar fittings for timber (or other) deck-cargo lashings, including the lashings, sockets for uprights and protective devices as may be necessary for ventilators and steering arrangements.
(a) In addition to the requirements in § 42.09-25, the surveyor of the assigning authority shall examine the items, etc., listed in this section, to determine if in satisfactory condition and meeting applicable requirements in this subchapter.
(b) When the vessel is in drydock, the hull plating, etc., shall be examined.
(c) The holds, 'tween decks, peaks, bilges, machinery spaces, and bunkers
(d) The deep tanks and other tanks which form part of the vessel shall be examined internally.
(e) If a double bottom is fitted, the tanks normally shall be examined internally. Where double bottom and other tanks are used for fuel-oil bunkers, such tanks need not be cleaned out, if the surveyor is able to determine by an external examination that their general condition is satisfactory.
(f) The deck shall be examined.
(g) Where, owing to the age and condition of the vessel or otherwise, the surveyor deems it necessary, the shell and deck plating may be required to be drilled or other acceptable means used, in order to ascertain the then thickness of such plating.
(a) In addition to the requirements in § 42.09-25, the surveyor of the assigning authority shall examine the items, etc., listed in this section, to determine if in satisfactory condition and meeting the applicable requirements in this subchapter.
(b) When the vessel is in drydock or hauled out, the keel, stem, stern frame or sternpost, outside planking, and caulking shall be examined.
(c) The fasteners shall be examined. Bolts, screws, or equivalent fastenings, as deemed necessary by the surveyor, must be backed out, or otherwise dealt with, to ensure soundness.
(d) The holds, 'tween decks, peaks, bilges, machinery spaces, and bunkers shall be examined.
(e) The entire structure, including decks, shall be examined. If considered necessary by the surveyor, borings shall be made, or other means may be used, to ascertain the condition of the materials. Should these measures disclose sufficient cause, further examination to satisfy the surveyor as to the true condition shall be made and check locations listed. This list shall be submitted to the assigning and issuing authority for record purposes, and for use in subsequent surveys.
(a) Relative to §§ 42.09-15(d) and 42.09-20(c), the assigning and issuing authority shall make an annual survey of each vessel holding an appropriate certificate issued under this subchapter.
(b) The annual survey shall be of such scope and extent so as to ensure:
(1) The maintenance in an effective condition of the fittings and appliances for the:
(i) Protection of openings;
(ii) Guardrails;
(iii) Freeing ports; and,
(iv) Means of access to crew's quarters.
(2) That there have not been alterations made to the hull or superstructure which would affect the calculations determining the position of the load line marks.
(c) The assigning and issuing authority shall report on the annual survey made to the owner of the vessel.
(a) During and after any survey made by the assigning and issuing authority, those items, fittings, etc., which are found to be in an unsatisfactory condition by the surveyor shall be repaired or renewed in order to place the vessel in a satisfactory condition.
(b) No load line certificate shall be issued, endorsed, extended, or reissued or delivered to a vessel subject to this subchapter until after unsatisfactory conditions have been corrected as required by paragraph (a) of this section.
(a) After any survey of the vessel made under §§ 42.09-25 to 42.09-40, inclusive, as applicable, has been completed and deficiencies corrected as provided in § 42.09-45, no change shall be made in the vessel's structure, equipment, arrangement, material, or scantlings as covered by such survey, without the prior specific approval of the assigning and issuing authority.
(b) To avoid a freeboard or other penalty, any vessel which undergoes repairs, alterations, or modifications, including outfitting related thereto, shall continue to comply with the applicable requirements consistent with the load line certificate held.
(c) An existing vessel, which had a load line assigned under previous regulations which undergoes repairs, alterations, or modifications of a major character, shall meet the requirements for a new vessel in this part insofar as the assigning and issuing authority and the Commandant deem reasonable and practicable.
(a) As described in this subchapter under §§ 42.07-35, 42.07-40, 42.09-15, and 42.09-20, the American Bureau of Shipping or other recognized classification societies approved as load line assigning and issuing authorities perform the duties connected with making load line assignments to vessels.
(b) The Commandant is responsible for the administration of the load line acts, the 1966 Convention, other treaties regarding load lines, and the implementing regulations in this subchapter which include prescribed form and content of applicable load line certificates.
(c) Except in special instances for Coast Guard vessels, the Commandant does not perform the duties of a load line assigning authority.
(a) Normally, the owner, master, or agent of a vessel shall apply in writing, on a timely basis, to the American Bureau of Shipping for the assignment, survey, and certification of load lines. When nonconcurrent, a separate application shall be made for each function desired and submitted on a timely basis. The mailing address of the home office of American Bureau of Shipping is Two World Trade Center, 106th Floor, New York, NY 10048.
(b) After the Commandant has approved a recognized classification society as a load line assigning and issuing authority for a vessel, as described in a written request of the shipowner, the owner shall apply in writing, on a timely basis, direct to the approved assigning and issuing authority for the assignment, survey, and certification of load lines. When nonconcurrent, a separate application shall be made to such authority for each function desired, and submitted on a timely basis.
(a) The application for the assignment of load lines and certificate for a foreign vessel belonging to (or which will belong to) either a country ratifying or acceding to the International Convention on Load Lines, 1966, or to a country with which the United States of America has a reciprocal load line agreement in effect shall be made by the Government whose flag the vessel flies, or will fly. The application may be made direct to the American Bureau of Shipping, or after receiving the Commandant's approval, to a recognized classification society which that country has requested as an assigning and issuing authority. When the load line assignment and certificate are authorized pursuant to the requirements in this part, the certificate must contain a statement that it has been issued at the request of a specific Government, which shall be named therein.
(1) When the load line assignment is performed under the applicable regulations in this subchapter, the assigning and issuing authority shall transmit to the requesting Government at the earliest practicable date, one copy of each certificate issued, the load line survey report used for computing the freeboard, and the freeboard computations. For information, the assigning
(b) For a foreign vessel of a country not included in paragraph (a) of this section, the owner, master, or agent normally shall apply in writing to the American Bureau of Shipping, or to any other recognized assigning and issuing authority after it has been approved by the Commandant, for the assignment, survey, and certification of load lines, or for reissue of a load line certificate, as may be necessary for the vessel to clear ports of the United States, the Commonwealth of Puerto Rico, the Territory of Guam, or other U.S. possessions. Normally the same requirements, conditions, procedures, distribution of applicable certificates, etc., shall be applied to such foreign vessels which are applied to similar U.S.-flag vessels of 150 gross tons or over.
(a) The owner, master, or agent of a vessel having load lines assigned under this subchapter may apply to the assigning and issuing authority for timber load lines when making his application for a load line certificate. After the vessel has been found in compliance with the applicable requirements in this subchapter, it may be marked with timber load lines, which will also be certified to in the load line certificate.
(a) The owner, master, or agent of a vessel holding a load line certificate shall apply to the assigning and issuing authority who issued the certificate for the annual survey required by § 42.09-40 or the International Convention on Load Lines, 1966.
(a) The regulations in this part are based on the assumption that the nature and stowage of the cargo, ballast, etc., are such as will secure sufficient stability of the vessel and avoid excessive structural stress.
(b) The regulations in this part are also based on the assumption that, where there are other international requirements relating to stability or subdivision applicable to vessels, these requirements have been met.
(a) The assigning and issuing authority shall satisfy itself that the general structural strength of the vessel is sufficient for the draft corresponding to the freeboard assigned, and when requested shall furnish pertinent strength information to the Commandant.
(b) Vessels built and maintained in conformity with the requirements of a classification society recognized by the Commandant are considered to possess adequate strength for the purpose of the applicable requirements in this subchapter unless deemed otherwise by the Commandant.
(a) Vessels with mechanical means of propulsion, or lighters, barges, or other vessels without independent means of propulsion, shall be assigned freeboards in accordance with the provisions of §§ 42.13-1 to 42.20-75, inclusive.
(b) Vessels carrying timber deck cargoes may be assigned, in addition to the freeboards required by paragraph (a) of this section, timber freeboards in accordance with the provisions of §§ 42.25-1 to 42.25-20, inclusive.
(c) Vessels designed to carry sail, whether as the sole means of propulsion or as a supplementary means, and tugs, shall be assigned freeboards in accordance with the provisions of §§ 42.13-
(d) Vessels of wood or of composite construction, or of other materials the use of which the Commandant has approved, or vessels whose constructional features are such as to render the application of the provisions of §§ 42.13-1 to 42.25-20 unreasonable or impracticable, shall be assigned freeboards as determined necessary by the Commandant under the procedure of paragraph (f) of this section.
(e) The requirements in §§ 42.15-1 to 42.15-80, inclusive, shall apply to every vessel to which a minimum freeboard is assigned. Relaxations from these requirements may be granted to a vessel to which a greater than minimum freeboard is assigned provided the safety conditions of the vessel are determined to be satisfactory under paragraph (f) of this section.
(f) In each case specified by paragraphs (c) to (e) inclusive of this section, the assigning authority shall report to the Commandant the specific matters in which the vessel is deficient or requires special freeboard consideration due to design, arrangement, construction materials, propulsive method, or relaxation of requirements in this part. The report shall also furnish background data and recommendations of the assigning authority (including freeboard additions), as will enable the Commandant to reach a decision.
(a)
(b)
(c)
(d)
(e)
(2) In vessels having rounded gun-wales, the molded depth shall be measured to the point of intersection of the molded lines of the deck and sides, the lines extending as though the gunwale were of angular design.
(3) Where the freeboard deck is stepped and the raised part of the deck extends over the point at which the molded depth is to be determined, the molded depth shall be measured to a line of reference extending from the lower part of the deck along a line parallel with the raised part.
(f)
(2) The depth for freeboard (
(g)
(h)
(i)
(2) When a lower deck is designated as the freeboard deck, that part of the hull which extends above the freeboard deck is treated as a superstructure so far as concerns the application of the conditions of assignment and the calculation of freeboard. It is from this deck that the freeboard is calculated.
(j)
(2) An enclosed superstructure is a superstructure with:
(i) Enclosing bulkheads of efficient construction;
(ii) Access openings, if any in these bulkheads fitted with doors complying with the requirements of § 42.15-10; and,
(iii) All other openings in sides or ends of the superstructure fitted with efficient weathertight means of closing.
A bridge or poop shall not be regarded as enclosed unless access is provided for the crew to reach machinery and other working spaces inside the superstructures by alternative means, which are available at all times when bulkhead openings are closed.
(3) The height of a superstructure is the least vertical height measured at side from the top of the superstructure deck beams to the top of the freeboard deck beams.
(4) The length of a superstructure (
(k)
(l)
(a) The deck line is a horizontal line 12 inches in length and 1 inch in breadth. It shall be marked amidships on each side of the vessel, and its upper edge shall normally pass through the point where the continuation outwards of the upper surface of the freeboard deck intersects the outer surface of the shell (as illustrated in Figure 42.13-20(a)), provided that the deck line may be placed with reference to another fixed point on the vessel on condition that the freeboard is correspondingly corrected. The location of the reference
(a) The load line mark shall consist of a ring 12 inches in outside diameter and 1 inch wide which is intersected by a horizontal line 18 inches in length and 1 inch in breadth, the upper edge of which passes through the center of the ring. The center of the ring shall be placed amidships and at a distance equal to the assigned summer free-board meas-ured ver-ti-cal-ly be-low the up-per edge of the deck line (as il-lus-trat-ed in Fig-ure 42.13-25(a)).
(a) The lines which indicate the load line assigned in accordance with the regulations in this part shall be horizontal lines 9 inches in length and 1 inch in breadth which extend forward of, unless expressly provided otherwise, and at right angles to, a vertical line 1 inch in breadth marked at a distance 21 inches forward of the center of the ring (as illustrated in Figure 42.13-25(a)).
(b) The following load lines shall be used:
(1) The summer load line indicated by the upper edge of the line which passes through the center of the ring and also by a line marked
(2) The winter load line indicated by the upper edge of a line marked
(3) The winter North Atlantic load line indicated by the upper edge of a line marked
(4) The tropical load line indicated by the upper edge of a line marked
(5) The fresh water load line in summer indicated by the upper edge of a line marked
(6) The tropical fresh water load line indicated by the upper edge of a line marked
(c) If timber freeboards are assigned, the timber load lines shall be marked in addition to ordinary load lines. These lines shall be horizontal lines 9 inches in length and 1 inch in breadth which extend abaft unless expressly provided otherwise, and are at right angles to, a vertical line 1 inch in breadth marked at a distance 21 inches abaft the center of the ring (as illustrated in Figure 42.13-30(c)).
(d) The following timber load lines shall be used:
(1) The summer timber load line indicated by the upper edge of a line marked
(2) The winter timber load line indicated by the upper edge of a line marked
(3) The winter North Atlantic timber load line indicated by the upper edge of a line marked
(4) The tropical timber load line indicated by the upper edge of a line marked
(5) The fresh water timber load line in summer indicated by the upper edge of a line marked
The difference between the fresh water timber load line in summer and the summer timber load line is the allowance to be made for loading in fresh water at the other timber load lines.
(6) The tropical fresh water timber load line indicated by the upper edge of a line marked
(e) Where the characteristics of a vessel, or the nature of the vessel's service or navigational limits make any of the seasonal lines inapplicable, these lines may be omitted.
(f) Where a vessel is assigned a greater than minimum freeboard so that the load line is marked at a position corresponding to, or lower than, the lowest seasonal load line assigned at minimum freeboard in accordance with the present Convention, only the fresh water load line need be marked.
(g) On sailing vessels only the fresh water load line and the winter North Atlantic load line need be marked (as illustrated in Figure 42.13-30(g)).
(h) Where a winter North Atlantic load line is identical with the winter load line corresponding to the same vertical line, this load line shall be marked
(i) Additional load lines required by other international conventions in force may be marked at right angles to and abaft the vertical line specified in paragraph (a) of this section.
(a) The mark of the assigning authority by whom the load lines are assigned may be indicated alongside the load line ring above the horizontal line which passes through the center of the ring, or above and below it. This mark shall consist of not more than four initials to identify the assigning authority's name, each measuring approximately 4
(a) The ring, lines and letters shall be painted in white or yellow on a dark ground or in black on a light ground. They shall also be permanently marked on the sides of the vessels to the satisfaction of the assigning authority. The marks shall be plainly visible and, if
(a) The International Load Line Certificate (1966) shall not be delivered to the vessel until § 42.07-5 has been fully complied with under the authority and provisions of subparts 42.07 and 42.09 of this part.
(a) The master of every new vessel shall be supplied with sufficient information in a form approved by the assigning and issuing authority, to enable him to arrange for the loading and ballasting of his vessel in such a way as to avoid the creation of any unacceptable stresses in the vessel's structure:
(b) The master of every new vessel, which is not already provided with stability information under an international convention for the safety of life at sea in force, shall be supplied with sufficient information in a form approved by the Commandant, to give him guidance as to the stability of the vessel under varying conditions of service, and a copy shall be furnished to the Commandant.
(a) Bulkheads at exposed ends of enclosed superstructures shall be of efficient construction and shall be to the satisfaction of the assigning authority.
(a) All access openings in bulkheads at ends of enclosed superstructures shall be fitted with doors of steel or other equivalent material, permanently and strongly attached to the bulkhead, and framed, stiffened and fitted so that the whole structure is of equivalent strength to the unpierced bulkhead and weathertight when closed. The means for securing these doors weathertight shall consist of gaskets and clamping devices or other equivalent means and shall be permanently attached to the bulkhead or to the doors themselves, and the doors shall be so arranged that they can be operated from both sides of the bulkhead.
(b) Except as otherwise provided in these regulations, the height of the sills of access openings in bulkheads at ends of enclosed superstructures shall be at least 15 inches above the deck.
(a) For the purpose of this part two positions of hatchways, doorways and ventilators are defined as follows:
(1) Position 1: Upon exposed free-board and raised quar-ter decks, and upon ex-posed su-per-struc-ture decks sit-u-at-ed for-ward of a point lo-cat-ed a quar-ter of the ves-sel's length from the for-ward per-pen-dic-u-lar.
(2) Position 2: Upon exposed superstructure decks situated abaft a quarter of the vessel's length from the forward perpendicular.
(a) The construction and the means for securing the weathertightness of cargo and other hatchways in positions 1 and 2 shall be at least equivalent to the requirements of §§ 42.15-25 and 42.15-30.
(b) Coamings and hatchway covers to exposed hatchways on decks above the superstructure deck shall comply with the requirements of the assigning authority.
(a)
(i) 23
(ii) 17
(b)
(2) Where covers are made of wood, the finished thickness shall be at least 2
(3) Where covers are made of mild steel, the strength shall be calculated with assumed loads not less than 358 pounds per square foot on hatchways in position 1, and not less than 266 pounds per square foot on hatchways in position 2, and the product of the maximum stress thus calculated and the factor 4.25 shall not exceed the minimum ultimate strength of the material. They shall be so designed as to limit the deflection to not more than 0.0028 times the span under these loads.
(4) The assumed loads on hatchways in position 1 may be reduced to 205 pounds per square foot for vessels of 79 feet in length and shall be not less than 358 pounds per square foot for vessels of 328 feet in length. The corresponding loads on hatchways in position 2 may be reduced to 154 pounds per square foot and 266 pounds per square foot respectively. In all cases values at intermediate lengths shall be obtained by linear interpolation.
(c)
(d)
(2) The strength and stiffness of covers made of materials other than mild steel shall be equivalent to those of mild steel to the satisfaction of the assigning authority.
(e)
(f)
(g)
(h)
(2) The tarpaulins shall be waterproof and of ample strength. They shall be of a material of at least a standard weight and quality as approved by the assigning and issuing authority.
(i)
(a)
(b)
(2) The strength and stiffness of covers made of materials other than mild steel shall be equivalent to those of mild steel to the satisfaction of the assigning authority.
(c)
(2) The arrangements shall ensure that the tightness can be maintained in any sea conditions. For this purpose tests for tightness shall be required at the initial surveys, and may be required at periodical surveys and at annual surveys or at more frequent intervals.
(a) Machinery space openings in position 1 or 2 shall be properly framed and efficiently enclosed by steel casings of ample strength, and where the casings are not protected by other structures their strength shall be specifically considered. Access openings in such casings shall be fitted with doors complying with the requirements of § 42.15-10(a), the sills of which shall be at least 23
(b) Coamings of any fiddley, funnel, or machinery space ventilators in an exposed position on the freeboard or superstructure deck shall be as high above the deck as is reasonable and practicable. Fiddley openings shall be fitted with strong covers of steel or other equivalent material permanently attached in their proper positions and capable of being secured weathertight.
(a) Manholes and flush scuttles in position 1 or 2 or within superstructures other than enclosed superstructures shall be closed by substantial covers capable of being made watertight. Unless secured by closely spaced bolts, the covers shall be permanently attached.
(b) Openings in freeboard decks other than hatchways, machinery space openings, manholes, and flush scuttles shall be protected by an enclosed superstructure, or by a deckhouse or companionway of equivalent strength and weathertightness. Any such opening in an exposed superstructure deck or in the top of a deckhouse on the freeboard deck which gives access to a space below the freeboard deck or a space within an enclosed superstructure shall be protected by an efficient deckhouse or companionway. Doorways in such deckhouses or companionways shall be fitted with doors complying with the requirements of § 42.15-10(a).
(c) In position 1 the height above the deck of sills to the doorways in companionways shall be at least 23
(a) Ventilators in position 1 or 2 to spaces below the freeboard decks or decks of enclosed superstructures shall have coamings of steel or other equivalent material, substantially constructed and efficiently connected to the deck. Where the coaming of any ventilator exceeds 35
(b) Ventilators passing through superstructures other than enclosed superstructures shall have substantially constructed coamings of steel or other equivalent material at the freeboard deck.
(c) Ventilators in position 1 the coamings of which extend to more than 14.8 feet above the deck, and in position 2 the coamings of which extend to more than 7.5 feet above the deck, need not be fitted with closing arrangements unless specifically required by the assigning authority.
(d) Except as provided in paragraph (c) of this section ventilator openings shall be provided with efficient weathertight closing appliances. In vessels of not more than 328 feet in length the closing appliances shall be permanently attached; where not so provided in other vessels, they shall be conveniently stowed near the ventilators to which they are to be fitted. Ventilators in position 1 shall have coamings of a height of at least 35
(e) In exposed positions, the height of coamings may be required to be increased to the satisfaction of the assigning authority.
(a) Where air pipes to ballast and other tanks extend above the freeboard or superstructure decks, the exposed parts of the pipes shall be of substantial construction; the height from the deck to the point where water may have access below shall be at least 30 inches on the freeboard deck and 17
(a) Cargo ports and other similar openings in the sides of vessels below the freeboard deck shall be fitted with doors so designed as to ensure watertightness and structural integrity commensurate with the surrounding shell plating, to the satisfaction of
(b) Unless permitted by the Commandant the lower edge of such openings shall not be below a line drawn parallel to the freeboard deck at side, which has at its lowest point the upper edge of the uppermost load line.
(a) Discharges led through the shell either from spaces below the freeboard deck or from within superstructures and deckhouses on the freeboard deck fitted with doors complying with the requirements of § 42.15-10 shall be fitted with efficient and accessible means for preventing water from passing inboard. Normally, each separate discharge shall have one automatic nonreturn valve with a positive means of closing it from a position above the freeboard deck. Where, however, the vertical distance from the summer load waterline to the inboard end of the discharge pipe exceeds 0.01
(b) In manned machinery spaces main and auxiliary sea inlets and discharges in connection with the operation of machinery may be controlled locally. The controls shall be readily accessible and shall be provided with indicators showing whether the valves are open or closed.
(c) Scuppers and discharge pipes originating at any level and penetrating the shell either more than 17
(d) Scuppers leading from superstructures or deckhouses not fitted with doors complying with the requirements of § 42.15-10 shall be led overboard.
(e) All valves and shell fittings required by this section shall be of steel, bronze, or other approved ductile material. Valves of ordinary cast iron or similar material are not acceptable. All pipes to which this section refers shall be of steel or other equivalent material to the satisfaction of the assigning authority.
(a) Side scuttles to spaces below the freeboard deck or to spaces within enclosed superstructures shall be fitted with efficient hinged inside deadlights arranged so that they can be effectively closed and secured watertight.
(b) No side scuttle shall be fitted in a position so that its sill is below a line drawn parallel to the freeboard deck at side and having its lowest point 2.5 percent of the breadth (
(c) The side scuttles, together with their glasses, if fitted, and deadlights, shall be of substantial and approved construction.
(a) Where bulwarks on the weather portions of freeboard or superstructure decks form wells, ample provision shall be made for rapidly freeing the deck of water and for draining them. Except as provided in paragraphs (b) and (c) of this section, the minimum freeing port
(1) Where the length of bulwark (
(2) Where
(3)
(4) If the bulwark is more than 3.9 feet in average height the required area shall be increased by 0.04 square feet per foot of length of well for each foot difference in height. If the bulwark is less than 3 feet in average height, the required area may be decreased by 0.04 square feet per foot of length for each foot difference in height.
(b) In vessels with no sheer the area calculated according to paragraph (a) of this section shall be increased by 50 percent. Where the sheer is less than the standard the percentage shall be obtained by linear interpolation.
(c) Where a vessel is fitted with a trunk which does not comply with the requirements of § 42.20-55(a)(5) or where continuous or substantially continuous hatchway side coamings are fitted between detached superstructures the minimum area of the freeing port openings shall be calculated from Table 42.15-70(c):
The area of freeing ports at intermediate breadths shall be obtained by linear interpolation.
(d) In vessels having superstructures which are open at either or both ends, adequate provision for freeing the space within such superstructures shall be provided to the satisfaction of the assigning authority.
(e) The lower edges of the freeing ports shall be as near the deck as practicable. Two-thirds of the freeing port area required shall be provided in the half of the well nearest the lowest point of the sheer curve.
(f) All such openings in the bulwarks shall be protected by rails or bars spaced approximately 9 inches apart. If shutters are fitted to freeing ports, ample clearance shall be provided to prevent jamming. Hinges shall have pins or bearings of noncorrodible material. If shutters are fitted with securing appliances, these appliances shall be of approved construction.
(a) The strength of the deckhouses used for the accommodation of the crew shall be to the satisfaction of the assigning authority.
(b) Efficient guard rails or bulwarks must be fitted on all exposed parts of the freeboard and superstructure decks as follows:
(1) The height of the bulwarks or guard rails must be at least 39
(2) On each vessel that is initially surveyed for load line assignment after January 1, 1976, and that is exclusively engaged in towing operations, the minimum bulwark or rail height on the freeboard deck may be reduced to 30 inches provided the assigning authority is satisfied that adequate grabrails are provided around the periphery of the deckhouse.
(3) Portable rails may be used when operating conditions warrant their use.
(c) The opening below the lowest course of the guard rails shall not exceed 9 inches. The other courses shall be not more than 15 inches apart. In the case of vessels with rounded gunwales the guard rail supports shall be placed on the flat of the deck.
(d) Satisfactory means (in the form of guard rails, life lines, gangways or underdeck passages, etc.) shall be provided for the protection of the crew in
(e) Deck cargo carried on any vessel shall be so stowed that any opening which is in way of the cargo and which gives access to and from the crew's quarters, the machinery space and all other parts used in the necessary work of the vessel, can be properly closed and secured against the admission of water. Effective protection for the crew in the form of guard rails or life lines shall be provided above the deck cargo if there is no convenient passage on or below the deck of the vessel.
(a)
(b)
(2) Safe and satisfactory access from the gangway level shall be available between separates crew accommodations and also between crew accommodations and the machinery space.
(c)
(d)
(2) Where superstructures are connected by trunks, open rails shall be fitted for the whole length of the exposed parts of the freeboard deck.
(a) A Type “A” vessel is assigned a freeboard not less than that based on Table 42.20-15(a)(1) provided that the vessel meets the flooding standard in § 42.20-6.
(b) A vessel that meets the requirements of Subpart D, F, or G of Part 172 of this chapter is considered by the Coast Guard as meeting the flood-ing stan-dard ref-er-enced in par-a-graph (a) of this section.
(a) Each Type “B” vessel is assigned a freeboard from Table 42.20-15(b)(1) that is increased or decreased by the provisions of this section.
(b) Each Type “B” vessel that has a hatchway in position 1, must have the freeboard assigned in accordance with paragraph (a) of this section increased by the amount given in Table 42.20-5(b) unless the hatch cover complies with:
(1) Section 42.15-25(d); or
(2) Section 42.15-30.
(c) Any Type “B” vessel that is greater than 100 meters (328 feet) in length and any hopper dredge meeting the requirements in Subpart C of Part 44 of this chapter may have a reduced freeboard from that assigned under Table 42.20-15(b)(1) in accordance with paragraph (d) or paragraph (e) of this section if—
(1) The measures provided for the protection of the crew are adequate;
(2) The freeing arrangements are adequate; and
(3) The hatchway covers in positions 1 and 2 comply with the provisions of § 42.15-30 and have adequate strength, special care being given to their sealing and securing arrangements.
(d) The freeboards for a Type “B” vessel which comply with paragraph (c) of this section may be reduced up to 60 percent of the total difference between the freeboards in Table 42.20-15(b)(1) and Table 42.20-15(a)(1) provided that the vessel meets the flooding standard in § 42.20-7.
(e) The freeboards for a Type “B” vessel which complies with paragraph (c) of this section may be reduced up to the total difference between the freeboard tables referenced in paragraph (d) of this section provided that the vessel meets the flooding standard in § 42.20-8 and the provisions of § 42.15-80 (a), (b) and (d) as if it were a Type “A” vessel.
(a) Design calculations must be submitted that demonstrate that the vessel will remain afloat in the conditions of equilibrium specified in § 42.20-12 assuming the damage specified in § 42.20-11 as applied to the following flooding standards:
(1) If the vessel is over 150 meters (492 feet) in length it must be able to withstand the flooding of any one compartment, except the machinery space.
(2) If the vessel is over 225 meters (738 feet) in length, it must be able to withstand the flooding of any one compartment, treating the machinery space as a floodable compartment.
(b) When doing the calculations required in paragraph (a) of this section, the following permeabilities must be assumed:
(1) 0.95 in all locations except the machinery space.
(2) 0.85 in the machinery space.
(a) Design calculations must be submitted that demonstrate that the vessel will remain afloat in the conditions of equilibrium specified in § 42.20-12 assuming the damage specified in § 42.20-11 as applied to the following flooding standards:
(1) If the vessel is 225 meters (738 feet) or less in length, it must be able to withstand the flooding of any one compartment, except the machinery space.
(2) If the vessel is over 225 meters (738 feet) in length, it must be able to withstand the flooding of any one compartment, treating the machinery space as a floodable compartment.
(b) When doing the calculations required in paragraph (a) of this section, the following permeabilities must be assumed:
(1) 0.95 in all locations except the machinery space.
(2) 0.85 in the machinery space.
(a) Design calculations must be submitted that demonstrate that the vessel will remain afloat in the conditions of equilibrium specified in § 42.20-12 assuming the damage specified in § 42.20-11 as applied to the following flooding standards:
(1) If the vessel is 225 meters (738 feet) or less in length, it must be able to
(2) If the vessel is over 225 meters (738 feet) in length, the flooding standard of paragraph (a)(1) of this section must be applied, treating the machinery space, taken alone, as a floodable compartment.
(b) When doing the calculations required in paragraph (a) of this section, the following permeabilities must be assumed:
(1) 0.95 in all locations except the machinery space.
(2) 0.85 in the machinery space.
When doing the calculations required in §§ 42.20-6(a), 42.20-7(a) and 42.20-8(a), the initial condition of loading before flooding must be assumed to be as specified in this section:
(a) The vessel is assumed to be loaded to its summer load waterline with no trim.
(b) When calculating the vertical center of gravity, the following assumptions apply:
(1) The cargo is assumed to be homogeneous.
(2) Except as specified in paragraph (b)(3) of this section, all cargo compartments are assumed to be fully loaded. This includes compartments intended to be only partially filled. In the case of liquid cargoes, fully loaded means 98 percent full.
(3) If the vessel is intended to operate at its summer load waterline with empty compartments, these empty compartments are assumed to be empty rather than fully loaded if the resulting height of the vertical center of gravity is not less than the height determined in accordance with paragraph (b)(2) of this section.
(4) Fifty percent of the total capacity of all tanks and spaces fitted to contain consumable liquids or stores must be assumed to be distributed to accomplish the following:
(i) Each tank and space fitted to contain consumable liquids or stores must be assumed either completely empty or completely filled.
(ii) The consumables must be distributed so as to produce the greatest possible height above the keel for the center of gravity.
(5) Weights are calculated using the following values for specific gravities:
When doing the calculations required in §§ 42.20-6(a), 42.20-7(a) and 42.20-8(a), the effect of free surface of the following liquids must be included:
(a) For each type of consumable liquid, the maximum free surface of at least one transverse pair of tanks or a single centerline tank must be included. The tank or combination of tanks must be that resulting in the greatest free surface effect.
(b) For cargo liquids, unless the compartment is assumed to be empty as required by § 42.20-9(b)(3), the free surface of those compartments containing liquids is calculated at an angle of heel of not more than 5 degrees.
When doing the calculations required by §§ 42.20-6(a), 42.20-7(a) and 42.20-8(a), the following must be assumed:
(a) The vertical extent of damage in all cases must be assumed to be from the baseline upward without limit.
(b) The transverse extent of damage is assumed to be equal to B/5 or 11.5 meters (37.7 feet), whichever is less. The transverse extent is measured inboard from the side of the ship perpendicularly to the center line at the level of the summer load waterline.
(c) If damage of a lesser extent than that specified in paragraph (a) or (b) of this section results in a more severe condition, the lesser extent must be assumed.
(d) The following assumptions apply to the transverse damage specified in paragraph (b) of this section for a stepped or recessed bulkhead:
(1) A transverse watertight bulkhead that has a step or recess located within the transverse extent of assumed damage may be considered intact if the
(2) If a transverse watertight bulkhead has a step or recess of more than 3.05 meters (10 feet) in length, within the transverse extent of assumed damage, the two compartments adjacent to this bulkhead must be considered as flooded.
(3) If within the transverse extent of damage, a transverse bulkhead has a step or recess more than 3.05 meters (10 feet) in length that coincides with the double bottom tank top or the inner boundary of a wing tank, respectively, all adjacent compartments within the transverse extent of assumed damage must be considered to be flooded simultaneously.
(e) If a wing tank has openings into adjacent compartments, the wing tank and adjacent compartments must be considered as one compartment. This provision applies even where these openings are fitted with closing appliances except:
(1) Valves fitted in bulkheads between tanks which are controlled from above the bulkhead deck.
(2) Secured manhole covers fitted with closely spaced bolts.
(f) Only transverse watertight bulkheads that are spaced apart at least
The following conditions of equilibrium are regarded as satisfactory:
(a)
(1) Manhole covers and flush scuttles which comply with § 42.15-40;
(2) Cargo hatch covers which comply with § 42.09-5(b);
(3) Hinged watertight doors in an approved position which are secured closed while at sea and so logged; and
(4) Remotely operated sliding watertight doors, and side scuttles of the non-opening type which comply with § 42.15-65.
(b)
(c)
(d)
(e)
(1) The righting arm must be positive.
(2) The maximum righting arm must be at least 0.1 meter (4 inches).
(3) The area under the righting arm curve within the 20 degree range must not be less than 0.0175 meter-radians (0.689 inch-radians).
(4) Each submerged opening must be weathertight (e.g. a vent fitted with a ball check valve).
(f)
(a) A lighter, barge, or other vessel without independent means of propulsion is assigned a freeboard in accordance with the provisions of this subpart as modified by paragraphs (b), (c), and (d) of this section.
(b) A barge that meets the requirements of § 42.09-5(b) may be assigned
(c) An unmanned barge is not required to comply with § 42.15-75, § 42.15-80(b), or § 42.20-70.
(d) An unmanned barge that has only small access openings closed by watertight gasketed covers of steel or equivalent material on the freeboard deck, may be assigned a freeboard 25 percent less than that calculated in accordance with this subpart.
(a)
(b)
(a) The tabular freeboard for a Type “B” vessel of between 79 feet and 328 feet in length having enclosed superstructures with an effective length of
If the block coefficient (Cb) exceeds 0.68, the tabular freeboard specified in § 42.20-15 as modified, if applicable, by §§ 42.20-5 (b) and (d), and 42.20-20(a) must be multiplied by the factor (Cb+0.68)/1.36.
(a) Where
(b) Where
(c) Where the height of superstructure or trunk is less than the standard height, the reduction shall be in the ratio of the actual to the standard height as defined in § 42.20-40.
(a) Where the actual depth to the upper edge of the deck line is greater or less than
(a) The standard height of a superstructure shall be as given in Table 42.20-40(a):
(a) Except as provided in paragraph (b) of this section, the length of a superstructure (
(b) Where the end bulkhead of an enclosed superstructure extends in a fair convex curve beyond its intersection with the superstructure sides, the length of the superstructure may be increased on the basis of an equivalent plane bulkhead. This increase shall be two-thirds of the fore and aft extent of curvature. The maximum curvature which may be taken into account in determining this increase is one-half the breadth of the superstructure at the point of intersection of the curved end of the superstructure with its side.
(a) Except as provided for in paragraph (b) of this section the effective length (
(b) In all cases where an enclosed superstructure of standard height is set in from the sides of the vessel as permitted in § 42.13-15(j), the effective length shall be the length modified by the ratio of
where:
(1) Where a superstructure is set in for a part of its length, this modification shall be applied only to the set in part.
(c) Where the height of an enclosed superstructure is less than the standard height, the effective length shall be its length reduced in the ratio of the actual height to the standard height. Where the height exceeds the standard, no increase shall be made to the effective length of the superstructure.
(d) The effective length of a raised quarter deck if fitted with an intact front bulkhead, shall be its length up to a maximum of 0.6
(e) Superstructures which are not enclosed shall have no effective length.
(a) A trunk or similar structure which does not extend to the sides of the vessel shall be regarded as efficient on the following conditions:
(1) The trunk is at least as strong as a superstructure;
(2) The hatchways are in the trunk deck, and the hatchway coamings and covers comply with the requirements of §§ 42.15-15 to 42.15-30, inclusive, and the width of the trunk deck stringer provides a satisfactory gangway and sufficient lateral stiffness; however, small access openings with watertight covers may be permitted in the freeboard deck;
(3) A permanent working platform fore and aft fitted with guard rails is provided by the trunk deck, or by detached trunks connected to superstructures by efficient permanent gangways;
(4) Ventilators are protected by the trunk by watertight covers or by other equivalent means;
(5) Open rails are fitted on the weather parts of the freeboard deck in way of the trunk for at least half their length;
(6) The machinery casings are protected by the trunk, by a superstructure of at least standard height, or by a deckhouse of the same height and of equivalent strength;
(7) The breadth of the trunk is at least 60 percent of the breadth of the vessel; and,
(8) Where there is no superstructure, the length of the trunk is at least 0.6
(b) The full length of an efficient trunk reduced in the ratio of its mean breadth to
(c) The standard height of a trunk is the standard height of a superstructure other than a raised quarter deck.
(d) Where the height of a trunk is less than the standard height, its effective length shall be reduced in the ratio of the actual to the standard height. Where the height of hatchway coamings on the trunk deck is less than that required under § 42.15-25(a), a reduction from the actual height of trunk shall be made which corresponds to the difference between the actual and required height of coaming.
(a) Where the effective length of superstructures and trunks is 1.0
(b) Where the total effective length of superstructures and trunks is less than 1.0
(c) For vessels of Type “B”:
(1) Where the effective length of a bridge is less than 0.2
(2) Where the effective length of a forecastle is more than 0.4
(3) Where the effective length of a forecastle is less than 0.07
(a)
(2) In vessels designed with a rake of keel, the sheer shall be measured in relation to a reference line drawn parallel to the design load waterline.
(3) In flush deck vessels and in vessels with detached superstructures the sheer shall be measured at the freeboard deck.
(4) In vessels with topsides of unusual form in which there is a step or break in the topsides, the sheer shall be considered in relation to the equivalent depth amidships.
(5) In vessels with a superstructure of standard height which extends over the whole length of the freeboard deck, the sheer shall be measured at the superstructure deck. Where the height exceeds the standard the least difference (
(6) Where the deck of an enclosed superstructure has at least the same sheer as the exposed freeboard deck, the sheer of the enclosed portion of the freeboard deck shall not be taken into account.
(7) Where an enclosed poop or forecastle is of standard height with greater sheer than that of the freeboard deck, or is of more than standard height, an addition to the sheer of the freeboard deck shall be made as provided in paragraph (c)(4) of this section.
(b)
(c)
(2) Where the after half of the sheer has an excess and the forward half of the sheer has a deficiency, no credit shall be allowed for the part in excess and deficiency only shall be measured.
(3) Where the forward half of the sheer profile exceeds the standard, and the after portion of the sheer profile is not less than 75 percent of the standard, credit shall be allowed for the part in excess; where the after part is less than 50 percent of the standard, no credit shall be given for the excess sheer forward. Where the after sheer is between 50 percent and 75 percent of the standard, intermediate allowances may be granted for excess sheer forward.
(4) Where sheer credit is given for a poop or forecastle, the following formula shall be used:
(i) The formula in this paragraph (c)(4) of this section provides a curve in the form of a parabola tangent to the actual sheer curve at the freeboard deck and intersecting the end ordinate at a point below the superstructure deck a distance equal to the standard height of a superstructure. The superstructure deck shall not be less than standard height above this curve at any point. This curve shall be used in determining the sheer profile for forward and after halves of the vessel.
(d)
(e)
(f)
(a) The bow height defined as the vertical distance at the forward perpendicular between the waterline corresponding to the assigned summer freeboard and the designed trim and the top of the exposed deck at side shall be not less than:
(1) For vessels below 820 feet in length,
(2) For vessels of 820 feet and above in length,
(b) Where the bow height required in paragraph (a) of this section is obtained by sheer, the sheer shall extend for at least 15 percent of the length of the vessel measured from the forward
(1) For vessels not over 328 feet in length it shall be enclosed as defined in § 42.13-15(j); and,
(2) For vessels over 328 feet in length it need not comply with § 42.13-15(j) but shall be fitted with closing appliances to the satisfaction of the assigning authority.
(c) Vessels which, to suit exceptional operational requirements, cannot meet the requirements of paragraphs (a) and (b) of this section may be given special consideration by the assigning authority.
(a)
(2) The freeboard in salt water, as calculated in accordance with paragraph (a)(1) of this section, but without the correction for deck line, as provided by § 42.20-35, shall not be less than 2 inches. For vessels having in position 1 hatchways with covers which do not comply with the requirements of §§ 42.15-25(d)(1), 42.15-30, or 42.15-80, the freeboard shall be not less than 6 inches.
(b)
(2) The freeboard in salt water, as calculated in accordance with paragraph (b)(1) of this section, but without the correction for deck line, as provided by § 42.20-35, shall not be less than 2 inches. For vessels having in position 1 hatchways with covers which do not comply with the requirements of § 42.15-25(d)(1), § 42.15-30, or § 42.15-80, the freeboard shall be not less than 6 inches.
(c)
(d)
(e)
(2) Where the displacement at the summer load waterline cannot be certified, the deduction shall be one forty-eighth of summer draft, measured from the top of the keel to the center of the ring of the load line mark.
(a) The provisions of this subpart 42.25 apply only to vessels to which timber load lines are assigned.
(a)
(b)
(a)
(b)
(c)
(a)
(2) Timber deck cargo shall extend over at least the entire available length which is the total length of the well or wells between superstructures. Where there is no limiting superstructure at the after end, the timber shall extend at least to the after end of the aftermost hatchway. The timber shall be stowed as solidly as possible, to at least the standard height of a superstructure other than a raised quarter deck.
(3) On a vessel within a seasonal winter zone in winter, the height of the deck cargo above the weather deck shall not exceed one-third of the extreme breadth of the vessel.
(4) The timber deck cargo shall be compactly stowed, lashed, and secured. It shall not interfere in any way with the navigation and necessary work of the vessel.
(b)
(c)
(2) Lashings shall be not less than
(3) When timber is in lengths less than 11.8 feet the spacing of the lashings shall be reduced or other suitable
(4) All fittings required for securing the lashings shall be of strength corresponding to the length of the lashings.
(d)
(e)
(f)
(a) The minimum summer freeboards must be computed in accordance with §§ 42.20-5 (a) and (b), 42.20-13, 42.20-15, 42.20-20, 42.20-25, 42.20-30, 42.20-35, 42.20-60, and 42.20-65, except that § 42.20-60 is modified by substituting the percentages in Table 42.25-20(a) for those given in § 42.20-60:
(b) The winter timber freeboard shall be obtained by adding to the summer timber freeboard one thirty-sixth of the molded summer timber draft.
(c) The winter North Atlantic timber freeboard shall be the same as the winter North Atlantic freeboard prescribed in § 42.20-75(d)(1).
(d) The tropical timber freeboard shall be obtained by deducting from the summer timber freeboard one forty-eighth of the molded summer timber draft.
(e) The fresh water timber freeboard shall be computed in accordance with § 42.20-75(e) (1) or (2) based on the summer timber load waterline.
(a) The zones and areas in this subpart are, in general, based on the following criteria:
(1) Summer: not more than 10 percent winds of force 8 Beaufort (34 knots) or more.
(2) Tropical: not more than 1 percent winds of force 8 Beaufort (34 knots) or more. Not more than one tropical storm in 10 years in an area of 5° square in any 1 separate calendar month.
(b) In certain special areas, for practical reasons, some degree of relaxation has been found acceptable.
(c) A chart is attached to the International Convention on Load Lines, 1966, which illustrates the zones and areas defined in this Convention and in this subpart.
(a)
(i) Seasonal periods:
Winter: October 16 to April 15.
Summer: April 16 to October 15.
(2) The North Atlantic Winter Seasonal Zone II lies within the meridian of longitude 68°30′ W. from the coast of the United States to latitude 40° N.; thence the rhumb line to the point latitude 36° N., longitude 73° W.; thence the parallel of latitude 36° N. to longitude 25° W.; and thence the rhumb line to Cape Torinana. Excluded from this zone are the North Atlantic Winter Seasonal Zone I and the Baltic Sea bounded by the parallel of the latitude of The Skaw in the Skagerrak.
(i) Seasonal periods:
Winter: November 1 to March 31.
Summer: April 1 to October 31.
(b)
(i) Seasonal periods:
(
Winter: December 16 to February 15.
Summer: February 16 to December 15.
(
Winter: November 1 to March 31.
Summer: April 1 to October 31.
(c)
(1) Seasonal periods:
Winter: October 16 to April 15.
Summer: April 16 to October 15.
(a) The northern boundary of the Southern Winter Seasonal Zone is the rhumb line from the east coast of the American continent at Cape Tres Puntas to the point latitude 34° S., longitude 50° W.; thence the parallel of latitude 34° S. to longitude 17° E.; thence the rhumb line to the point latitude 35°10′ S., longitude 20° E.; thence the rhumb line to the point latitude 34° S. longitude 28° E.; thence along the rhumb line to the point latitude 35°30′ S., longitude 118° E.; thence the rhumb line to Cape Grim on the northwest coast of Tasmania; thence along the north and east coasts of Tasmania to the southernmost point of Bruny Island; thence the rhumb line to Black Rock Point on Stewart Island; thence the rhumb line to the point latitude 47° S., longitude 170° E.; thence along the rhumb line to the point latitude 33° S., longitude 170° W.; and thence the parallel of latitude 33° S. to the west coast of the American continent.
(1) Valparaiso is to be considered as being on the boundary line of the Summer and the Winter Seasonal Zones.
(2) Seasonal periods:
Winter: April 16 to October 15.
Summer: October 16 to April 15.
(a)
(1) Saigon is to be considered as being on the boundary line of the Tropical Zone and the Seasonal Tropical Area.
(b)
(1) Coquimbo and Santos are to be considered as being on the boundary line of the Tropical and Summer Zones.
(c)
(1) The Suez Canal, the Red Sea, and the Gulf of Aden, from Port Said to the meridian of longitude 45° E.
(i) Aden and Berbera are to be considered as being on the boundary line of the Tropical Zone and the Seasonal Tropical Area.
(2) The Persian Gulf of the meridian of longitude 59° E.
(3) The area bounded by the parallel of latitude 22° S. from the east coast of Australia to the Great Barrier Reef, thence the Great Barrier Reef to latitude 11° S. The northern boundary of the area is the southern boundary of the Tropical Zone.
The following are Seasonal Tropical Areas:
(a)
(1) Seasonal periods:
Tropical: November 1 to July 15.
Summer: July 16 to October 31.
(b)
(1) Seasonal periods:
Tropical: September 1 to May 31.
Summer: June 1 to August 31.
(c)
(1) Seasonal periods:
Tropical: December 1 to April 30.
Summer: May 1 to November 30.
(d)
(i) Seasonal periods:
Tropical: April 1 to November 30.
Summer: December 1 to March 31.
(2) An area bounded on the north by the southern boundary of the Tropical Zone; on the east by the coast of Australia; on the south by the parallel of latitude 15° S. from longitude 51°30′ E., to longitude 120° E. and thence the meridian of longitude 120° E. to the coast of Australia; on the west by the meridian of longitude 51°30′ E.
(i) Seasonal periods:
Tropical: May 1 to November 30.
Summer: December 1 to April 30.
(e)
(1) Hong Kong and Sual are to be considered as being on the boundary of the Seasonal Tropical Area and Summer Zone.
(2) Seasonal periods:
Tropical: January 21 to April 30.
Summer: May 1 to January 20.
(f)
(i) Seasonal periods:
Tropical: April 1 to October 31.
Summer: November 1 to March 31.
(2) An area bounded on the north and east by the west coast of the American continent; on the west by the meridian of longitude 123° W. from the coast of the American continent to latitude 33° N., longitude 123° W.; to the point latitude 13° N., longitude 105° W.; on the south by the parallel of latitude 13° N.
(i) Seasonal periods:
(g)
(i) Seasonal periods:
Tropical: April 1 to November 30.
Summer: December 1 to March 31.
(2) An area bounded on the north and east by the southern boundary of the Tropical Zone; on the south by the Tropic of Capricorn from the east coast of Australia to longitude 150° W.; thence by the meridian of longitude 150° W. to latitude 20° S. and thence by the parallel of latitude 20° S. to the point where it intersects the southern boundary of the Tropical Zone; on the west by the boundaries of the area within the Great Barrier Reef included in the Tropical Zone, and by the east coast of Australia.
(i) Seasonal periods:
Tropical: April 1 to November 30.
Summer: December 1 to March 31.
(a) The remaining areas constitute the Summer Zones.
(1) However, for vessels of 328 feet and under in length, the area bounded on the north and west by the east coast of the United States; on the east by the meridian of longitude 68°30′ W. from the coast of the United States to latitude 40° N. and thence by the rhumb line to the point latitude 36° N., longitude 73° W.; on the south by the parallel of latitude 36° N.; is a Winter Seasonal Area.
(i) Seasonal periods:
Winter: November 1 to March 31.
Summer: April 1 to October 31.
(a)
(1) However, for vessels of 328 feet and under in length, it is a Winter Seasonal Area.
(i) Seasonal periods:
Winter: November 1 to March 31.
Summer: April 1 to October 31.
(b)
(1) However, for vessels of 328 feet and under in length, the area north of latitude 44° N. is a Winter Seasonal Area.
(i) Seasonal periods:
Winter: December 1 to February 28/29.
Summer: March 1 to November 30.
(c)
(1) However, for vessels of 328 feet and under in length, the area bounded on the north and west by the coasts of France and Spain and the meridian of longitude 3° E. from the coast of Spain to latitude 40° N.; on the south by the parallel of latitude 40° N. from longitude 3° E. to the west coast of Sardinia; on the east by the west and north coasts of Sardinia from latitude 40° N. to longitude 9° E., thence by the meridian of longitude 9° E. to the south coast of Corsica, thence by the west and north coasts of Corsica to longitude 9° E. and thence by the rhumb line to Cape Sicie; is a Winter Seasonal Area.
(i) Seasonal periods:
Winter: December 16 to March 15.
Summer: March 16 to December 15.
(d)
(1) However, for vessels of 382 feet and under in length, the area between the parallel of latitude 50° N. and the rhumb line from the east coast of Korea at latitude 38° N. to the west coast of Hokkaido, Japan, at latitude 43°12′ N., is a Winter Seasonal Area.
(i) Seasonal periods:
Winter: December 1 to February 28/29.
Summer: March 1 to November 30.
(a) The part of the North Atlantic referred to in § 42.20-75(d)(1) comprises:
(1) That part of the North Atlantic Winter Seasonal Zone II which lies between the meridians of 15° W. and 50° W.; and
(2) The whole of the North Atlantic Winter Seasonal Zone I, the Shetland Islands to be considered as being on the boundary.
(a) The provisions of this subpart set forth the requirements for the text of the various load line certificates issued to vessels complying with the applicable requirements in this part. See §§ 42.07-35 and 42.07-40 for requirements regarding load line assigning and issuing authorities. See § 42.07-45 for requirements regarding load line certificates, their text and arrangement.
(b) The 1966 international load line certificate and exemption certificate shall be the same as set forth in this subpart in the model Forms A1, A2, A3, and E1, except for the following authorized variations which shall also apply to model Forms B, C1, C2, and C3:
(1) As indicated in § 42.13-30, the freeboards and load line marks which are not applicable to a specific vessel need not be entered on the certificate issued.
(2) The provisions of Note 3 on the front of the certificate forms (other than Model E1) may be changed to correctly describe the situation applicable to the vessel concerning information and instructions furnished the master about loading and ballasting the vessel to provide a guide as to stability under
(c) In the load line certificate the assigning and issuing authority shall set forth its full official designation; i.e., its legal name, address of home office, and reference to the authorization from the Commandant where an assigning and issuing authority other than the American Bureau of Shipping is designated.
(a) The various forms of certificates certifying to the correctness of the load line marks assigned under the regulations in this subchapter and/or certain exemptions therefrom for U.S.-flag vessels engaged in foreign voyages, or engaged in coastwise or intercoastal voyages (provided such vessels qualify to engage in foreign voyages without restriction), are A1, A2, A3, and E1. The detailed application of these forms is as specified in § 42.07-45 (e), (f), and (h).
(b) The text and arrangement of the printed portions of Form
(c) The text and arrangement of the printed portion of Form
(d) The text and arrangement of the printed portion of Form
(e) The text and arrangement of the printed portions of Form E1 are as follows:
(a) The form of load line certificate certifying to the correctness of the load line marks assigned under the regulations in this subchapter to nonadherent foreign flag vessels as specified in § 42.07-45(e)(2) is:
(1) Form B for general use. The period of validity shall be as expressed in § 42.09-20(c).
(b) The text and arrangement of the printed portion of Form B shall be identical with the information on the face and reverse sides of Form A1 certificate in § 42.50-5(b) except for title of
(a) The forms of the coastwise load line certificate, other than for special service which are provided for in part 44 of this subchapter, certifying to the correctness of the load line marks assigned under the regulations in this part are C1, C2 and C3. The detailed application of these forms is as specified in § 42.07-45(e).
(b) Space shall be provided on the face of each of the coastwise load line certificates so that there may be entered thereon a record of the restrictions applicable to the vessel, if any.
(c) The text and arrangement of the printed portions of Form
(d) The text and arrangement of the printed portion of Form
(e) The text and arrangement of the printed portion of Form
46 U.S.C. 5101 -5116; 49 CFR 1.46.
CGFR 65-50, 30 FR 16755, Dec. 30, 1965, unless otherwise noted.
(a) Load lines are established for steam colliers, tugs, barges, and self-propelled barges engaged in special services in conformity with regulations in this part.
(b) Load lines for steam colliers, barges, and self-propelled barges engaged on specially limited coastwise voyages as described in § 44.01-12 shall be established pursuant to the regulations in this part.
(c) Variance for tugs is not permitted.
(a) The administrative provisions of §§ 42.01-1 to 42.11-20 inclusive of this subchapter, relating to vessels engaged in foreign and coastwise voyages, where applicable, shall apply to vessels subject to this part except as modified in paragraph (b) of this section.
(b) Application for the assignment of load lines under this part for the types of vessels described in § 44.01-1 shall be made in writing to the American Bureau of Shipping unless another society has been specifically approved by the Commandant as a load line assigning authority. In the latter case application shall be made to the society so approved. Applications shall state the following information:
(1) Name of vessel and official number.
(2) Type of vessel (steam collier, barge, or self-propelled barge).
(3) Date keel was laid.
(4) Normal sea speed of vessel.
(5) Limits of voyage for which approval is requested.
(6) Normal maximum distance offshore in course of voyage.
(7) Length of voyage in days and nautical miles.
(8) Statement of weather conditions to be expected.
(9) Cargo to be carried.
(10) Whether vessel is to be operated manned or unmanned.
(a) Subject to the conditions contained in this part, the Commandant, U.S. Coast Guard, has determined that load lines at variance from the position fixed by the International Convention on Load Lines, 1966, but not above the actual line of safety, may be assigned steam colliers, barges, or self-propelled barges (separately by class) for certain specifically limited coastwise voyages
(a) The assignment and marking of special service load lines and certifications thereof shall be in accordance with this part to the satisfaction of the American Bureau of Shipping. The load line certificate shall define the voyage limits and seasonal restrictions governing the validity of the load lines.
(a) Special service load lines may be assigned for operation not more than a specified limited distance offshore which shall not exceed 20 nautical miles. The offshore distance shall be measured from the coastline except where a line of inland waters has been otherwise established.
(b) For continental United States ports, special service load lines may be issued for operation between but not to exceed the extreme port limits specified below, or for operation between intermediate ports within the extreme limits specified:
(1) Central and Northern Atlantic Coast—From Norfolk, Virginia, to Eastport, Maine.
(2) Southeast Atlantic Coast—from Key West, Florida, to Jacksonville, Florida, except that the special service load line is not valid for manned vessels during the hurricane season, i.e., July 1st to November 15th, both dates inclusive, unless the vessel is operated in accordance with a Coast Guard approved heavy weather plan.
(3) Gulf of Mexico Coast—from the mouth of the Rio Grande River, Texas, to Key West, Florida, except that the special service load line is not valid for manned vessels during the hurricane season, i.e., July 1st to November 15th, both dates inclusive, unless the vessel is operated in accord-ance with a Coast Guard approved heavy weather plan.
(4) Pacific Coast—From San Francisco, California, to San Diego, California.
(c) Assignment of special service load lines for voyage limits between the islands of a group over which the United States has jurisdiction shall be made only upon authorization by the Commandant, U.S. Coast Guard, after submittal to him of the information called for by § 44.01-5(b).
(a) Each heavy weather plan under § 44.01-12(b) must be prepared by the vessel owner or operator and approved by the cognizant Officer in Charge, Marine Inspection. Approval of a heavy weather plan is limited to the current hurricane season.
(b) The cognizant Officer in Charge, Marine Inspection, is—
(1) The Officer in Charge, Marine Inspection, within whose area the work site is located for a vessel that will be operating in a limited geographical area; or
(2) The Officer in Charge, Marine Inspection, within whose area the point of departure is located for a transiting vessel.
(c) The required content of the heavy weather plan is determined on a case-by-case basis by the cognizant Officer in Charge, Marine Inspection, based on knowledge of the local conditions. The heavy weather plan may contain weather radio frequencies and time schedules for seeking a harbor of safe refuge. A single heavy weather plan may be accepted for more than one vessel operating at a single work site or on a single route.
(d) The vessel owner or operator must place a copy of the heavy weather plan on each vessel to which it applies and ensure that it remains there throughout the hurricane season.
(a) The use of the special service load line certificate issued under this part is limited to voyages only as described in the certificate. If the vessel engages on
(b) Vessels engaged on special services in the coastwise trade and the interisland trade will be certificated on the form shown in § 44.05-35.
(a) A new vessel marked with load lines for special service on a coastwise or inter-island voyage is a vessel whose keel was laid on or after September 28, 1937. An existing vessel is one whose keel was laid before that date.
(a) The load line regulations in this part are complementary to those in part 42 or part 45 (Great Lakes load line regulations) of this subchapter, as reference is made thereto.
(a) A steam collier is a vessel mechanically propelled, and specially designed for the carriage of coal in bulk.
(b) A towed barge is a vessel without sufficient means of self-propulsion and which requires to be towed.
(c) A self-propelled barge is a vessel mechanically propelled of the type specially designed for use in limited coastwise and Great Lakes service and capable of transiting interconnecting canals.
(a) The load line marks on the vessel's sides must be in accordance with § 42.13-25(a) of this subchapter, except seasonal markings such as “Winter North Atlantic” which are not applicable to the voyage are omitted.
(b) In the case of vessels which engage in special services on coastwise voyages and voyages on the Great Lakes, the marks on the vessel's sides are to be in accordance with Figure 44.05-10(b), except that the lines marked “SW” and “MS” shall be used only where applicable.
(c) The load lines aft of the combined disk and diamond will be applicable for voyages on the Great Lakes and those on the forward side will be applicable to limited coastwise voyages. The summer line on the ocean will correspond to the summer line on the Lakes and the winter line on the ocean will correspond to the intermediate line on the Lakes.
(d) In the case of vessels which operate both on special service coastwise voyages and no unlimited coastwise voyages, the marks on the ship's sides are to be in accordance with figure 44.05-10 (d). The load lines aft of the disk will be applicable to voyages in special service coastwise or inter-island voyages and those on the forward side will be applicable to unlimited coastwise voyages. (A vessel marked for both special service and unlimited coastwise voyages and furnished with a load line certificate on the international form shall, when entering the foreign trade, arrange that the load line markings are in accord with the vessel's international load line certificate by the elimination of the marks aft of the disk.)
(a) In assigning load lines to an existing vessel the provisions of the regulations in this part shall be complied with in principle and detail insofar as is reasonable and practicable, having regard to the proven efficacy of existing arrangements for a special service voyage, and having particular regard to the provision of sufficient means for the protection and safety of the crew.
(b) Where it is neither reasonable nor practicable to comply with this part in its entirety, the assigning authority will, in each case, report to the Commandant, U.S. Coast Guard, the specific matters in which the vessel is deficient with such recommendations as may seem desirable. Upon the receipt of this report the Commandant, U.S. Coast Guard, shall determine such addition to the freeboard as will, in the judgment of the Commandant, U.S. Coast Guard, make the vessel as safe as if it had fully complied with this part.
(a)
(b)
(c)
(a)
(2) The requirements in §§ 42.09-1 and 42.09-10 that relate to the assignment of freeboards and to stability are applicable to each vessel subject to the requirements in this part.
(3) The assigning authority that assigns a vessel subject to the requirements in this part a freeboard under part 45 of this chapter shall do so in accordance with the requirements in effect as of October 1, 1972.
(b)
(c)
(d)
(e)
(f)
(g)
(h)
(a) The load line certificates for a special service coastwise or special inter-island voyage shall be issued in addition to any other applicable load line certificates and shall be on the form shown in § 44.05-35.
(a) Where no other Load Line certificate is issued:
Issued under the authority of the Commandant, U.S. Coast Guard, United States of America, under the provisions of the Coastwise Load Line Act of August 27, 1935, as amended.
[
This certificate is valid only for coastwise or inter-island voyages that are between the limits of _____ and _____ provided the vessel is engaged solely in the trade stated herein.
*
*Where seagoing steamers navigate a river or inland water, deeper loading is permitted corresponding to the weight of fuel, etc., required for consumption between the point of departure and the open sea.
The upper edge of the deck line from
This is to certify that this ship has been surveyed and the freeboards and load lines shown above have been found to be correctly marked upon the vessel in manner and location as provided by the Load Line Regulations of the Commandant, U.S. Coast Guard, applicable to vessels engaged on this special service voyage.
**
**Upon the expiration of the certificate renewal must be obtained as provided by the Load Line Regulations and the certificate so endorsed. Endorsement should also be made in the spaces provided on the occasion of each annual inspection required by the Load Line Regulations.
(Here follows the signature or seal and description of the assigning authority)
(1) In accordance with the Load Line Regulations, the disk or diamond and the lines must be permanently marked by center punch marks or cutting.
(2) The load line assignment given by this certificate necessarily assumes that the nature and stowage of cargo, balast, etc., are such as to secure sufficient stability for the vessel. Accordingly, it is the owner's responsibility to furnish the Master of the vessel with stability information and instructions when this is necessary to maintenance of sufficient stability.
(On the reverse side of the load line certificate, the provision for annual inspection endorsement and for renewal of the certificate is to be the same as for vessels engaged in the foreign trade.)
(b) Where the Special Service Load Line Certificate is issued in addition to a Great Lakes Load Line Certificate, the wording of the Special Service Load Line Certificate is to be identical to that given in paragraph (a) of this section, but the markings indicated in the form shall be replaced by the following markings:
(c) Where the Special Service Load Line Certificate is issued in addition to an Unlimited Coastwise or International Load Line Certificate, the wording of the Special Service Load Line Certificate is to be identical to that given in paragraph (a) of this section, but the markings indicated in the form shall be replaced by the following markings:
CGD 76-080, 54 FR 36977, Sept. 6, 1989, unless otherwise noted.
This subpart applies to each self-propelled hopper dredge—
(a) For which a working freeboard assignment is desired after January 1, 1990; and
(b) That operates with a working freeboard assigned under this subpart.
To request a working freeboard, calculations, plans, and stability information necessary to demonstrate compliance with this subpart must be submitted to the:
(a) Commanding Officer, U.S. Coast Guard Marine Safety Center (G-MSC), 400 Seventh Street SW., Washington, DC 20590-0001; or
(b) American Bureau of Shipping, Two World Trade Center, 106th Floor, New York, NY 10048.
A hopper dredge may be issued a working freeboard on a limited service domestic voyage load line certificate or a Great Lakes load line certificate if the following are met:
(a) The hopper dredge structure must have adequate strength for any draft up to the working freeboard draft. Dredges built and maintained in conformity with the requirements of a classification society recognized by the Commandant usually meet this requirement.
(b) The hopper dredge must—
(1) Meet subpart I of part 174 of this chapter; and
(2) Have on its bridge remote draft indicators that:
(i) Show the fore, aft, and mean draft of the dredge at all times while the dredge is operating; and
(ii) Have each indicator marked with the assigned freeboard and the working freeboard.
(a) Each hopper dredge assigned a working freeboard may be operated at drafts from the normal freeboard to the working freeboard if the—
(1) Seas are not more than 10 feet;
(2) Winds are not more than 35 knots;
(3) Area of operation is not more than 20 nautical miles (37 kilometers) from the mouth of a harbor of safe refuge; and
(4) Specific gravity of the spoil carried is not more than the highest specific gravity of spoil used in the stability calculations required by subchapter S of this chapter.
(b) The Assigning Authority designates on the face of the dredge's load line certificate—
(1) Each restriction contained in paragraph (a)(1) through (a)(3) of this section; and
(2) The maximum specific gravity of the spoils allowed to be carried.
46 U.S.C. 5115; 49 CFR 1.46.
CGD 73-49R, 38 FR 12290, May 10, 1973, unless otherwise noted.
This part prescribes requirements for assignment of freeboards, issuance of loadline certificates, and marking of loadlines for service on the Great Lakes of North America.
As used in this part:
(a)
(b)
(c)
(d)
(e)
(1) In vessels of other than metal construction, the distance is measured from the lower edge of the keel rabbet;
(2) Where the form at the lower part of the midship section is of a hollow character, or where thick garboards are fitted, the distance is measured from the point where the line of the flat of the bottom continued inwards cuts the side of the keel;
(3) In ships having rounded gunwales, this distance is measured to the point of intersection of the moulded lines of the deck and side, the lines extending as though the gunwale were of angular design; and
(4) Where the freeboard deck is stepped and the raised part of the deck extends over the point at which the moulded depth is to be determined, the distance is measured to a line of reference extending from the lower part of the deck along a line parallel with the raised part.
(f)
(1) Moulded depth amidships plus the thickness of the stringer plate with no allowance for sheathing; and
(2) In a vessel having a rounded gunwale with a radius greater than 4 percent of the breadth (B) or having topsides of unsual form, the depth for
(g)
(h)
(1) In a ship having a discontinuous freeboard deck, the lowest line of the exposed deck and the continuation of that line parallel to the upper part of the deck is the freeboard deck.
(2) At the option of the owner and subject to the approval of the Commandant a lower deck may be designated as the freeboard deck, if it is a complete and permanent deck continuous in a fore and aft direction at least between the machinery space and peak bulkheads and continuous ath-wart-ships;
(3) When this lower deck is stepped the lowest line of the deck and the continuation of that line parallel to the upper part of the deck is taken as the freeboard deck.
(i)
(j)
(k)
(l)
(m)
(n)
(o)
(p)
(q)
(r)
For the purposes of the law and regulations prohibiting submergence of load lines (46 U.S.C. 88c; 46 CFR 42.07-10), the fresh water and salt water load lines marked under this part apply during the following seasons:
(a) Summer load lines apply April 16 through April 30 and September 16 through September 30.
(b) Except for hopper dredges operating at working freeboards in accordance with subpart C of part 44 of this chapter, the Assigning Authority may not allow for lesser freeboards.
(c) Intermediate load lines apply October 1 through October 31 and April 1 through April 15.
(d) Winter load lines apply November 1 through March 31.
(a) For the purposes of the law and regulations prohibiting submergence of load lines (46 U.S.C. 88c; 46 CFR 42.07-10) the marks assigned to vessels holding international load line certificates apply during the following seasons:
(1) Vessels assigned freeboards as new vessels under the International Load Line Convention, 1966—
(i) Winter—November 1 through March 31.
(ii) Summer—April 1 through April 30 and October 1 through October 31.
(iii) Tropical—May 1 through September 30;
(2) Vessels assigned freeboards as existing vessels under the International Load Line Convention, 1966—
(i) Winter—November 1 through March 31;
(ii) Summer—April 1 through April 30 and October 1 through October 31;
(iii) Tropical—September 16 through September 30;
(iv) Tropical Fresh—May 1 through September 15.
(b) Except for hopper dredges operating at working freeboards in accordance with subpart C of part 44 of this chapter, the Assigning Authority may not allow for lesser freeboards.
(a) A vessel 79 feet in length and more, and 150 gross tons or over, the keel of which is laid or which has reached a similar stage of construction after April 14, 1973, must meet the requirements of this part.
(b) Except as prescribed in paragraph (a) of this section, any vessel that meets the requirements in subparts C and D of this part and the survey requirements in §§ 42.09-15 through 42.09-50 of this subchapter is entitled to assignment of freeboards and issue of a load line certificate under this part by the Commandant or his authorized representative.
(c) A vessel, the keel of which was laid or was at a similar stage of construction before April 14, 1973, that meets the requirements of this part that were in effect before April 14, 1973, and the survey requirements in §§ 42.09-15 through 42.09-50 of this subchapter is entitled to the assignment of freeboards calculated under the provisions of this part in effect before April 14, 1973, and to a load line certificate issued under this part by the Commandant or his authorized representative.
The form of a load line certificate issued under this part is specified in appendix A to this part.
(a) The Commandant may exempt a ship from any of the requirements in this part if the chairman of the board of Steamship Inspections, Department of Transport, Canada, and the Commandant agree that the sheltered nature or the condition of that voyage make it unreasonable or impracticable to apply requirements of this part.
(b) The Commandant may exempt a vessel that embodies features of a novel kind from any of the requirements of this part if those requirements might seriously impede research into the development of such features and their incorporation in ships. Any such vessel must comply with the safety requirements that, in the opinion of the Commandant, are adequate for the service for which the vessel is intended and will insure the overall safety of the vessel. If the Commandant grants an exemption pursuant to this paragraph he communicates the details of the exemption and the reasons therefor to the chairman of the board of Steamship Inspections.
(c) A vessel that is not normally engaged on voyages to which this part applies but that, in exceptional circumstances, is required to undertake a single such voyage between two specific ports may be exempted by the Commandant from any of the requirements of this part, if the ship complies with safety requirements that, in the opinion of the Commandant are adequate for the voyage that is to be undertaken by the vessel.
(d) Any unmanned river service dry cargo barge that is operated between Calumet Harbor, Chicago, Illinois and Burns Harbor, Indiana and intermediate ports in Lake Michigan that meets the definition in subpart E of this part is exempt from load line and marking requirements but is subject to the certification and special operating requirements listed in subpart E.
(a) Each vessel must be marked with a deck line on the outer surface of the shell on each side of the vessel with the upper edge of the line passing through the point where the upper surface of the freeboard deck intersects the outer surface of the shell or if the summer freeboard is correspondingly adjusted under § 45.57, the deck line may be placed above or below the freeboard deck. Figure 1 illustrates the deck line markings.
(b) Each deck line must be at least 12-inches long and 1-inch wide.
(a) Each vessel must be marked with the diamond mark described in figure 2 of § 45.35 amidships below the upper edge of the deck line on each side with the center of the loadline mark at a distance below the deck line equal to the summer freeboard assigned under this part.
(b) The width of each line in the loadline mark must be 1 inch.
Each vessel must have the summer (S), midsummer (MS), intermediate (I), and winter (W) loadlines for fresh water freeboards calculated under §§ 45.71 through 45.75 marked in accordance with § 45.39.
Each vessel that operates in the salt water of the St. Lawrence River must—
(a) Be marked with the summer (S), midsummer (MS), intermediate (I) and winter (W) load line marks under § 45.77 for salt water; and
(b) Be marked with the letters “FW” above the fresh water marks and the letters “SW” above the salt water marks as described in figure 2.
(a) The diamond, lines, and letters must be painted in white or yellow on a dark ground or in black on a light ground and permanently marked on the sides of the vessel.
(b) The upper edge of the line that passes through the center of the diamond must indicate summer freeboard assigned under § 45.53.
(c) Unless otherwise authorized the seasonal load lines must be horizontal lines extending forward of, and at right angles to, a vertical line marked at a distance 26 inches forward of the vertical centerline of the diamond as described in figure 2.
(d) The salt water load lines must be horizontal lines extending abaft the vertical line required by paragraph (b) of this section as described in figure 2.
(e) The upper edge of each seasonal and salt water load line mark must indicate the minimum freeboard for that mark.
(f) When two freeboards assigned under this part differ by 2 inches or less, the line for the lesser freeboard must be omitted and the line for the greater freeboard must be identified with the seasonal letters for both freeboards.
(g) Seasonal freeboards that are limited by a summer freeboard assigned under § 45.53(c) must not be marked but the identifying letter must be marked adjacent to the summer mark.
(h) The identity of the authority that assigns the freeboard must be indicated alongside the load line diamond above the horizontal line that passes through the center of the diamond with two initials approximately 4
(a) For the purpose of this subpart, a type A vessel has—
(1) No cargo ports or similar sideshell openings below the freeboard deck;
(2) Only small freeboard deck openings fitted with watertight gasketed hatch covers of steel;
(3) No dimension of a freeboard deck cargo opening greater than 6 feet and the total area not exceeding 18 ft
(4) No more than two freeboard deck cargo openings to a single cargo space.
(b) For the purposes of this subpart a type B vessel is a vessel that does not meet the requirements in paragraph (a) of this section.
(a) Except as required in paragraph (c) of this section, the minimum freeboard in summer for a type A vessel is F in the following formula modified by the corrections in this subpart:
(b) Except as required in paragraph (c) of this section, the minimum freeboard in summer for a type B vessel is F in the formula modified by the corrections in this subpart:
(c) Seasonal freeboards assigned under §§ 45.71 through 45.75 must be calculated on the basis of the summer freeboard calculated under paragraph (a) or (b) of this section.
(d) If a minimum freeboard is required for a vessel under this part which is greater than that required by paragraph (a) or (b) of this section because of scantling or subdivision requirements, the summer freeboard and the seasonal freeboards assigned under this subpart must be no less than that minimum freeboard, except the midsummer seasonal freeboard may be calculated on the basis of the summer freeboard assigned under this paragraph.
(e) If a greater than the calculated minimum freeboard is requested by the applicant for the load line certificate, that greater freeboard may be assigned as the summer freeboard and—
(1) The intermediate and winter seasonal freeboards assigned must be calculated under paragraph (a) or (b) of this section; and
(2) The midsummer seasonal freeboard must be calculated on the basis of the summer freeboard assigned under this paragraph.
(a) For ships less than 350 feet in length (
(a) More than 15 when
(b) More than 21 when
(b) For ships 350 feet or more in length (
(a) Where the depth to the upper edge of the deckline is greater or less than D, the difference between the depths must be added to or deducted from the freeboard.
(b) When the Commandant or the approved assigning authority approves a location for the deckline that is above or below the freeboard deck, the minimum summer freeboard must be corrected by—
(1) Adding the difference between the depth and D if the depth is greater than D; and
(2) Subtracting the difference between the depth and D, if the depth is less than D.
(c) Except for the adjustment allowed in paragraph (b) of this section, no freeboard of less than 2 in. may be assigned.
The minimum freeboard in summer for a type B vessel that is 79 ft. or more but less than 500 ft. in length and has enclosed superstructures with an effective length of 25 percent or less of the length of the vessel must be increased by—
(L)=length of vessel in feet;
(E)=effective length of superstructure in feet as defined in § 45.59.
For the purpose of §§ 45.58 through 45.61—
(a) The standard height of a superstructure (
(b) The length of superstructure (
(c) The effective length (
(d) The effective length (
(e) Where the height of an enclosed superstructure or trunk is less than the standard height (
(f) The effective length (
(g) The effective length (
(h) Superstructures which are not enclosed have no effective length.
(i) When a lower deck is designated as the freeboard deck, that part of the hull which extends above the freeboard deck is treated as a superstructure so far as concerns the application of the conditions of assignment and the calculation of freeboard.
(j) A bridge or poop is enclosed only when access is provided whereby the crew may reach accommodations, machinery, or other working spaces inside the superstructure by alternative means that are available at all times when bulkhead openings are closed.
(a) Where the effective length
(b) Where the effective length of superstructures and trunks is less than 1.0
(c) To be eligible for the correction a trunk must—
(1) Be at least as strong and as stiff as a superstructure;
(2) Have no opening in the freeboard deck in way of the trunk, except small access openings;
(3) Have hatchway coamings and covers that meet §§ 45.143 through 45.147;
(4) Provide a permanent working platform fore and aft with guardrails;
(5) Provide fore and aft access between detached trunks and superstructures by permanent gangways;
(6) Be at least 60 percent of the breadth of the ship in way of the trunk; and
(7) Be at least 0.6
(a) The minimum summer freeboard must be increased by the deficiency, or may be decreased by the excess as limited by § 45.65, of sheer calculated from table 4, multiplied by:
The decrease in freeboard allowed in § 45.63 is limited as follows:
(a) In vessels having no enclosed superstructure from 0.1
(b) In vessels having enclosed superstructures amidships less than 0.1
(c) If excess sheer exists in the forward half, and the after half is at least 75 percent of standard sheer, the full decrease is allowed. If the after sheer is between 50 percent and 75 percent of standard sheer an intermediate decrease, determined by linear interpolation, is allowed for the excess sheer forward. If the after sheer is 50 percent of standard or less, no decrease is allowed for the excess sheer forward.
(d) Where an enclosed poop or forecastle is of standard height with greater sheer than that of the freeboard deck, or is greater than standard height, an addition to the sheer of the freeboard deck may be made using the following formula:
Where
(e) The maximum decreased for excess sheer must be no more than 1
(f) Where the deck of an enclosed superstructure has at least the same sheer as the exposed freeboard deck, the sheer of the enclosed portion of the freeboard deck cannot be taken into account.
(a) The sheer is measured from the freeboard deck at side to a line of reference drawn parallel to the keel through the sheer line at amidships;
(b) In ships designed with a rake of keel or designed to trim by the stern, the sheer must be measured in reference to a line drawn through the sheer line at amidships parallel to the design load waterline.
(c) In flush deck ships and in ships with detached superstructures, the sheer must be measured at the freeboard deck.
(d) In ships with a step or break in the topsides, the sheer must be measured from the equivalent depth amidships.
(e) In vessels with a superstructure of standard height that extends over the whole length of the freeboard deck, the sheer must be measured on the superstructure deck. Where the height of superstructure exceeds the standard, the least difference (Z) between the actual and standard heights must be added to each end ordinate. Similarly, the intermediate ordinates at distance of
(a) The minimum summer freeboard of all manned vessels must be increased by the same amount in inches as any deficiency which may be shown by the following formulas:
(1) For vessels having a length of not less than 79 feet and not greater than 550 feet,
(2) For vessels having a length greater than 550 feet,
(b) Where the bow height is obtained by sheer, the sheer must extend for at least 15 percent of the length of the vessel measured from the forward perpendicular.
(c) Where the bow height is obtained by a superstructure, the superstructure must be enclosed and extend from the stem to a point at least 0.06
(d) Vessels which, to suit exceptional operational requirements, cannot meet the requirements of paragraph (c) of this section may be given special consideration by the Commandant.
(e) The bow height is defined as the vertical distance at the forward perpendicular between the waterline corresponding to the assigned summer freeboard at the designed trim and the top of the exposed deck at side.
The minimum midsummer freeboard (fms) in inches is obtained by the formula:
Ts=distance in feet between top of keel and the summer load line.
The minimum winter freeboard (fw) in inches is obtained by the formula:
L=length L in feet but not less than 400 feet.
The minimum intermediate freeboard (f
L=length L in feet but not less than 400 feet.
(a) The salt water addition in inches to freeboard applicable to each fresh water mark is obtained by the formula:
T=tons per inch immersion, of 2,240 pounds, in fresh water at the summer load waterline.
(b) When the displacement at the summer load waterline cannot be certified, the addition in inches to the minimum freeboard in fresh water may be obtained by multiplying 0.25 by the summer draught in feet measured from the top of the keel to the center of the load line diamond.
This subpart prescribes conditions that a vessel must meet to be eligible for assignment of a loadline under this part.
(a) The nature and stowage of the cargo, ballast, and other variable weights must be such as to make the vessel stable and avoid unacceptable structural stress.
(b) The vessel must meet all applicable stability and subdivision requirements of this chapter.
Unless otherwise authorized by the Commandant, the vessel must have onboard, in a form approved by the Commandant, sufficient information.
(a) To enable the master to load and ballast the vessel in a manner that avoids unacceptable stresses in the vessel's structure; and
(b) To guide the master as to the stability of the ship under varying conditions of service.
The general structural strength of the hull must be sufficient for the draught corresponding to the freeboard assigned and must be approved by the Commandant. Ships built and maintained in conformity with the requirements of a classification society may be recognized by the Commandant as possessing adequate strength.
Each superstructure or deckhouse used for accommodations of the crew must be approved by the Commandant or the approved assigning authority
Bulkheads at ends of enclosed superstructures must have sufficient strength to withstand impact of boarding seas.
(a) Access openings in bulkheads at ends of enclosed superstructures must have doors of steel or material as strong as steel that are permanently attached to the bulkhead and framed, stiffened, and fitted so that the bulkhead and door are as strong as the bulkhead and weather tight when closed.
(b) The means for securing the doors weathertight must be permanently attached to the doors or bulkheads and arranged so that the doors can be secured weathertight from both sides of the bulkhead.
(c) Access openings in bulkheads at ends of enclosed superstructures must have sills that are at least 12 inches above the deck.
(a) The exposed parts of freeboard and superstructures decks and deckhouses on the freeboard deck must have guardrails or bulwarks that are at least 36 inches high above the deck.
(b) Guardrails must have at least three courses with no more than a 9-inch opening below the lowest course and no more than 15 inches between other courses. If the sheer strake projection is at least 8 inches above the deck, a guardrail may have two courses with no more than 15 inches between courses.
(c) In way of trunks at least half the protection required by paragraph (a) of this section must be in the form of open rails.
(a) Where bulwarks on the weather portins of freeboard or superstructure decks form wells, the bulwarks must have the area prescribed in this section and §§ 45.119 and 45.121 for rapidly freeing and draining the decks of water.
(b) Except as required in §§ 45.119 and 45.121 the minimum freeing port area in square feet on each side of the ship for each well on the freeboard deck and on the raised quarterdeck must be at least as great as A in the following formulas:
(1) Where the length of bulwark (
(2) Where (
(c) In ships having erections on deck that are open at either or both ends, provision for freeing the space within such erections must be approved by the Commandant or the assigning authority.
(d) The lower edges of the freeing ports must be as near the deck as practicable. Two-thirds of the freeing port area required must be provided in the half of the well nearest the lowest point of the sheer curve.
(e) All freeing port openings in the bulwarks must be protected by rails or bars spaced approximately 9 inches. If shutters are fitted to freeing ports, ample clearance must be provided to prevent jamming. Hinges must have pins or bearings of noncorrodible material. If shutters are fitted with securing appliances, these appliances must be of approved construction.
(f) The minimum freeing port area for each well on superstructure decks must be one-half of the area required by paragraph (b) of this section.
The freeing port area required by § 45.117(b) must be multiplied by the factor in the following table 5 if the sheer differs from the standard sheer defined in § 45.63. Table 4.
If a vessel has a trunk and does not meet the requirements of § 45.61 or has continuous or substantially continuous hatchway side coamings between detached superstructures, the minimum area of the freeing port openings must be obtained from the following table:
(a) For the purposes of freeing port area only, bulwark height is considered standard at 24 in for ships 240 ft in length and less; and 48 in for ships 480 ft in length or greater. The standard bulwark height for ships of intermediate length is obtained by direct interpolation.
(b) If the bulwark is more than standard height, the area required by § 45.117 must be increased by 0.04 square feet per foot (ft
(c) For ships greater than 480 ft in length that have an average bulwark height less than 3 ft, the area required by § 45.117 may be decreased by 0.04 ft
The vessel must have means for protection of the crew from boarding seas such as life lines, gangways, and underdeck passages to facilitate passing between their quarters and machinery spaces and other spaces essential to the operation of the ship.
For the purposes of this part—
(a)
(1) The freeboard deck or a raised quarter deck;
(2) A superstructure deck or a trunk deck and forward of a point
(3) A trunk deck whose height is less than
(b)
(1) On a superstructure deck aft of a point
(2) On a superstructure and trunk combination, that is
Hull fittings must be securely mounted in the hull so as to avoid increases in hull stresses and must be protected from local damage caused by movement of equipment or cargo.
(a) Ventilators passing through superstructures other than enclosed superstructures must have coamings of steel or equivalent material at the freeboard deck.
(b) Ventilators in position 1 must have coamings at least 30 in. above the deck and ventilators in position 2 must have coamings at least 24 in. above the deck. The Commandant or the assigning authority may also require coamings in other exposed positions.
(c) Ventilators in position 1 or 2 to spaces below freeboard decks or decks of enclosed superstructures or trunks must have coamings of steel permanently connected to the deck and any
(d) Except as provided in paragraph (e) of this section ventilator openings must have weathertight closing appliances that are permanently attached or, where approved by the Commandant or the assigning authority conveniently stowed near the ventilators to which they are to be fitted.
(e) Ventilators in position 1, the coamings of which extend to more than 12.5 ft above the deck, and in position 2, the coamings of which extend to more than 6 ft above the deck, need not have closing appliances unless specifically required by the Commandant.
(a) Where an air pipe to any tank extends above the freeboard or superstructure deck—
(1) The exposed part of the air pipe must be made of steel and of sufficient thickness to avoid breaking from impact of boarding seas.
(2) The air pipe must have a permanently attached means of closing its opening; and
(3) The height from the deck to any point where water may obtain access below deck must be at least 30 in above the freeboard deck, 24 in above raised quarter decks, and 12 in above other superstructure decks.
(b) If the height required in paragraph (a) of this section interferes with working the ship, the Commandant may approve a lower height after considering the closing arrangements.
Closures for hull openings at or below the freeboard deck must be as strong as the structure to which they are attached and must be watertight.
(a) Unless otherwise authorized by the Commandant, the lower edge of any opening for cargo, personnel, machinery access, or similar opening in the side of a ship must be above a line that is drawn parallel to the freeboard deck at side and has as its lowest point the upper edge of the uppermost loadline.
(b) The number of cargo ports in the sides of a ship must be—
(1) No more than the minimum necessary for working the ship; and
(2) Approved by the Commandant.
(a) The sill of each side scuttle must be above a line that is drawn parallel to the freeboard deck at side having its lowest point 2.5 percent of the breadth or 20 in above the summer load waterline, whichever is higher.
(b) Except as provided for in paragraph (c) of this section, each side scuttle to a space below the freeboard deck, or to a space within an enclosed superstructure, must have a hinged inside deadlight which is designed so that it can be secured watertight over the side scuttle.
(c) A side scuttle of a superstructure end bulkhead door, companionway door, or deckhouse door may have a portable inside deadlight which is designed so that it can be:
(1) Secured watertight over the side scuttle; and
(2) Stowed inside the superstructure, companionway, or deckhouse when not in use, in a readily accessible location on or adjacent to the door.
Manholes and flush scuttles in position 1 or 2 or within any superstructure other than an enclosed superstructure must have permanently attached covers, unless the cover is secured by closely spaced bolts around its entire perimeter.
Closures for openings above the freeboard deck must be as strong as the structure to which they are attached and must be weathertight.
(a) Hatchways in position 1 and 2 must have weathertight hatch covers with gaskets and clamping devices.
(b) The maximum ultimate strength of the hatchway cover material must be at least 4.25 times the maximum
(1) For ships 350 ft or more in length, at least 250 lb/ft
(2) For ships less than 350 ft in length, at least
(i) Position 1:
(ii) Position 2:
(c) Hatchway covers must be so designed as to limit the deflection to not more than 0.0028 times the span under the loads described in paragraph (b) of this section and the thickness of mild steel plating forming the tops of covers must be at least 1 percent of the spacing of stiffeners or 0.24 in, whichever is greater.
(a) Except where the Commandant determines that the safety of the vessel will not be impaired in any sea condition, each hatchway must have a coaming that is at least—
(1) 18 inches in position 1; and
(2) 12 inches in position 2.
(b) Each hatchway coaming required by this section must be made of steel or equivalent material.
(c) The height of these coamings may be reduced or omitted if the Commandant is satisfied that safety of the ship is not thereby impaired in any sea conditions.
(a) Machinery space openings in position 1 or 2 must be framed and enclosed by steel casings, and where the casings are not protected by other structures that meet the requirements of § 45.109, their strength must be approved by the Commandant or the assigning authority.
(b) Access openings in casings required by paragraph (a) of this section must have doors complying with the requirements of § 45.113. Other openings in such casings shall be fitted with equivalent covers, permanently attached.
(c) Except as provided in paragraph (d) of this section, coamings of any funnel or machinery space ventilator that must be kept open for the essential operations of the ship must—
(1) In position 1, extend at least 12.5 ft above the deck; and
(2) In position 2, extend at least 6 ft above the deck.
(d) The Commandant may approve a lesser height for protected coamings.
(e) Coamings of any fiddley or skylight over a machinery space opening in the freeboard or superstructure deck or the top of a deckhouse on the freeboard deck, must have covers of steel permanently attached and capable of being secured weathertight.
Each opening other than hatchways, machinery space openings, manholes, or flush scuttles—
(a) In freeboard decks, must be protected by an enclosed superstructure or by a deckhouse or companionway that is equal in strength and weath-er-tight-ness to an en-closed su-per-struc-ture; or
(b) In exposed superstructure decks or in the top of a deckhouse on freeboard decks that gives access to a space below the freeboard deck or a space within an enclosed superstructure, must be protected by a deckhouse or companionway.
(a) All through-hull pipes required by this subpart must be made of steel or material equivalent to the hull in strength and fatigue resistance.
(b) All valves used as shell fittings and all shell fittings on which such valves are mounted must be made of steel, or bronze or other ductile material approved by the Commandant.
(a) Except as provided in paragraphs (d) and (e) of this section each pipe that discharges overboard through the hull of the ship must have—
(1) An automatic nonreturn valve with a positive means for closing; or
(2) Two automatic nonreturn valves with the inboard valve accessible for examination in service.
(b) The means for operating a valve described by paragraph (a)(1) of this section must be readily accessible and have indicators that show when the valve is not closed.
(c) If the pipe discharges from a space that is not manned or does not have continuous bilge water monitoring, a valve described in paragraph (a)(1) of this section must be operable above the freeboard deck.
(d) Each pipe that discharges from a space within an enclosed superstructure or deckhouse may have at least one accessible automatic non-re-turn valve if the space is reg-u-lar-ly vis-it-ed by the crew.
(e) Through-hull piping systems in machinery spaces may have valves with positive means for closing at the shell if the controls are readily accessible and have indicators showing when the valves are not closed (nonreturn valves are not required).
Scuppers and gravity deck drains from spaces above the freeboard deck that penetrate the shell below a line 24″ or .05B above the summer loadline, whichever is greater, must have an automatic nonreturn valve. This valve may be omitted if the piping is of thickness not less than extra heavy pipe.
The lower freeboards allowed for type A vessels allow water on deck for greater percentages of time. Therefore the following additional requirements must be met to qualify for type A freeboards:
(a) Machinery casings must be protected by an enclosed superstructure or deckhouse unless intact bulkheads are used on all sides on the freeboard deck.
(b) Exposed machinery casings may be fitted with weathertight doors providing they lead to a space or passageway as strong as an enclosed superstructure from which a second interior weathertight door is provided for access to the engine room.
(c) Hatchways on the exposed freeboard or forecastle decks must be provided with watertight covers of steel.
(d) Unless a separate fore and aft access is provided below the freeboard deck, a permanent fore and aft gangway must be fitted at the superstructure deck level between poop and all other deckhouses used in the essential operation of the vessel.
(e) Type “A” vessels must be fitted with open rails for at least half the length of the exposed parts of the weather deck. Where superstructures are connected by trunks, open rails must be fitted for the whole length of the exposed parts of the freeboard deck.
CGD 84-58, 50 FR 19533, May 9, 1985, unless otherwise noted.
This subpart prescribes conditions under which certain unmanned river service dry cargo barges may be exempt from the load line and marking requirements. In lieu of these requirements, they are subject to special certification and operating requirements.
(a) This subpart applies to a vessel that is—
(1) An unmanned river service dry cargo barge with a length to depth ratio not to exceed 22 and built to at least the minimum scantlings of the American Bureau of Shipping River Rules;
(2) Operated on the Great Lakes on a voyage between Calumet Harbor, Chicago, Illinois and Burns Harbor, Indiana and intermediate ports on Lake Michigan;
(3) Operated during fair weather condition only; and
(4) Carrying only dry cargoes that have not been designated as hazardous under 46 CFR part 148 or 49 CFR subchapter C.
(a) In order to be exempt from the load line and marking requirements of this part, the owner of a vessel must apply for exemption in writing to the Officer in Charge, Marine Inspection, Chicago, Illinois. The application may be in any form and must be signed by the owner or an officer authorized to represent the barge's owner. The mailing address is Commanding Officer, U.S. Coast Guard Marine Safety Office, 610 S. Canal Street, Chicago, Illinois, 60607. No form or certificate will be returned, however, the owner's certification will be kept on file at the Marine Safety Office, Chicago. The owner of a barge for which a load line exemption is in effect shall notify the OCMI, Chicago of the transfer of ownership, change of service, or other disposition of the barge.
(b) The owner and operator of a vessel for which a load line exemption has been requested are responsible for maintaining the vessel and complying with the special operating requirements.
(c) The application for exemption from the load line requirements must include the following general information:
(1) Barge name.
(2) Type.
(3) External dimensions.
(4) Types of Cargo.
(5) Official Number or other classification numbers.
(6) Owner and operator addresses and telephone numbers.
(7) Place and date built.
(d) The application must state and certify compliance with the following:
(1) The vessel has been designed and built to at least the minimum scantlings of the American Bureau of Shipping River Rules which were in effect at the time of construction.
(2) The provisions of 46 CFR 45.177 will be complied with before and during all voyages between Calumet Harbor, Chicago, Illinois and Burns Harbor, Indiana and intermediate ports on Lake Michigan.
(a) Before commencement of any voyage on Lake Michigan, the towboat operator shall ensure the following:
(1) Deck and side shell plating must be free of visible holes, fractures or serious indentations as well as damage that would be considered in excess of normal wear and tear.
(2) Cargo box side and end coamings must be watertight.
(3) All manholes must remain covered and secured watertight.
(b) During the voyage, all vessels subject to this subpart must meet the following minimum operating requirements in all seasons:
(1) The vessel must be operated during fair weather conditions only.
(2) The freeboard of the vessel must not be less than 24 inches.
(3) The combined operating freeboard plus the height of cargo box coamings must be at least 54 inches.
(4) The voyage must not be farther than 5 miles from a harbor of safe refuge between Calumet Harbor, Chicago Illinois and Burns Harbor, Indiana.
(5) All void tanks must be kept free of excess water.
Issued under the authority of the Commandant, U.S. Coast Guard, United States of America, under the provisions of the Act of August 27, 1935, as amended to establish load lines on the Great Lakes of North America and the Load Line regulations in force on _____, 19__, By ____________, duly authorized by the Commandant to issue said load line certificate.
Increase for salt water for all freeboards __ inches.
The upper edge of the deck line from which these freeboards are measured is __ inches above or below the top of the ____ deck at side.
This is to certify that this ship has been surveyed and the freeboards and load lines shown above have been found to be correctly marked upon the vessel in manner and location as provided by the load line regulations of the Commandant, U.S. Coast Guard, applicable to the Great Lakes.
This certificate
(1) In accordance with the Great Lakes Load Line Regulations the diamond and lines must be permanently marked. The “MS” loadline shall be assigned only to those particular vessels that qualify under the regulations.
(2) The “SW” marks need only be assigned to Great Lakes vessels loading in salt water of the St. Lawrence River west of a straight line from Cap de Rosiers to West Point Anticosti Island, and west of a line along longitude 63 degrees west from Anticosti Island to the north shore of the St. Lawrence River. In such cases these limits shall be indicated on the certificate.
(3) The load line assignment given by this certificate necessarily assumes that the nature and stowage of cargo, ballast, etc., are such as to secure sufficient stability for the vessel. Accordingly, it is the owner's responsibility to furnish the Master of the vessel with stability information and instructions when this is necessary to maintenance of sufficient stability.
(On the reverse side of the load line certificate, or on a separate sheet, attached and forming part of the certificate, provision is to be made for annual inspection and renewal endorsements.)
46 U.S.C. 3306; 46 U.S.C. 5101-5116; E.O. 12234, 3 CFR, 1980 Comp., p. 277; 49 CFR 1.46.
CGFR 65-50, 30 FR 16769, Dec. 30, 1965, unless otherwise noted.
(a) The purpose of the regulations in this part is to set forth uniform minimum requirements applicable to passenger vessels required to have subdivision load lines. These requirements deal with the following:
(1) Load line requirements applicable before a passenger vessel will be marked with and certificated as to subdivision load lines.
(2) Assigning, marking, and recording of subdivision load lines.
(3) Administration of subdivision load lines.
(4) Application of requirements to passenger vessels.
(a) The regulations in this part establish subdivision load lines required on passenger vessels engaged in foreign voyages, as well as on passenger vessels of 150 gross tons or over engaged in coastwise or Great Lakes voyages.
(b) When engaged in voyages subject to this part, no passenger vessel required to be marked with subdivision load lines shall depart from or arrive at any port or place under the jurisdiction of the United States, nor shall such United States vessel operate on the high seas nor the Great Lakes, unless such vessel has been marked with subdivision load lines in accordance with the regulations in this part, has on board a valid certificate certifying to the correctness of the location of such subdivision load line marks, and is otherwise in compliance with the applicable requirements of law and regulations in this part.
(c) No passenger vessel of the United States of 150 gross tons or over and subject to 46 U.S.C. 5101-5116, shall engage in coastwise voyages or voyages on the Great Lakes unless such vessel has been marked with subdivision load lines in accordance with the regulations in this part and has on board a valid certificate certifying to the correctness of the location of such subdivision load line marks.
(d) No foreign passenger vessel belonging to a country that has ratified or acceded to the applicable International Convention for Safety of Life at Sea shall arrive or depart from any port or place under the jurisdiction of the United States, and no foreign passenger vessel subject to 46 U.S.C. 5101-5116, shall arrive or depart from any port or place under the jurisdiction of the United States, including ports on the Great Lakes, unless that vessel has been marked with subdivision load lines in accordance with the regulations in this part and has on board a valid certificate certifying to the correctness of the location of such subdivision load line marks.
(e) Subdivision load lines shall be marked on both sides of passenger vessels where determined and in a manner described in subpart 46.15 as applicable to the vessel's service. The subdivision load line certificates shall be in accordance with §§ 46.10-30 and 46.10-35.
(a) Penalties for violations of the regulations in this part by passenger vessels of the United States engaged in foreign voyages shall be in accordance with those laws which require the inspection and certification of the vessel. In addition, for passenger vessels subject to 46 U.S.C. 5101-5116, which engage in voyages described in § 42.03-5, § 42.03-10, or § 45.01-1, the penalties for violations of the regulations in this part shall be those set forth in the load line act applicable to the vessel.
(b) For a further description of the actions which may be taken see § 42.07-50, of this subchapter. The procedures governing the assessment, collection, remission and mitigation of any monetary penalty imposed for a violation of a law or the regulations prescribed thereunder in this part, as well as the appeal procedures followed, are in subpart 2.50 of part 2 of subchapter A (Procedures Applicable to the Public) of this chapter.
(a) For the purpose of the regulations in this part, a vessel is a passenger vessel if:
(1) Engaged on an international voyage by sea, it carries or is authorized to carry more than 12 passengers; or,
(2) Engaged on a coastwise voyage by sea or a voyage on the Great Lakes, it carries or is authorized to carry more than 16 persons in addition to the crew.
(a) A foreign voyage for the purpose of marking passenger vessels with subdivision load lines is a voyage by sea between a port under the jurisdiction of the United States and a port of a foreign country, its colonies, territories, or protectorates, or conversely (a voyage exclusively on the Great Lakes excepted).
(a) A coastwise voyage by sea, for the purpose of marking passenger vessels with subdivision load lines, is a voyage in which a vessel in the usual course of her employment proceeds from one port or place in the United States to another port or place in the United States or from a port or place in a possession to another port or place in the same possession, and passes outside the line dividing inland waters from the high seas (a voyage exclusively on the Great Lakes excepted), as well as a voyage in which a vessel proceeds from a port or place in the United States or her possessions and passes outside the line dividing inland waters from the high seas and navigates on the high seas, and then returns to the same port or place.
A Great Lakes voyage is any voyage from a United States port or place on the Great Lakes to another United States port or place on the Great Lakes or to a Canadian port or place on the Great Lakes, or conversely.
A new passenger vessel is a vessel whose keel was laid or was a vessel converted into a passenger vessel on or after May 26, 1965.
An existing passenger vessel in respect to its voyage is any passenger vessel that is not a new passenger vessel as defined in § 46.05-25.
(a) New passenger vessels making foreign voyages by sea shall comply with the requirements in this part. An existing passenger vessel engaged in foreign voyages by sea may be permitted relaxation from the requirements of this part if, in the opinion of the Commandant, U.S. Coast Guard, such requirements are unreasonable or impracticable.
(b) A new passenger vessel making coastwise voyages by sea or making Great Lakes voyages shall comply with the requirements in this part. An existing passenger vessel making coastwise voyages by sea or Great Lakes voyages may be permitted relaxation from the requirements of this part if, in the opinion of the Commandant, U.S. Coast Guard, such requirements are unreasonable or impracticable.
(a) The load line requirements of parts 42, 44, 45 of this subchapter as applicable to the passenger vessel and her service, shall be complied with before a passenger vessel will be marked with and certificated as to subdivision load lines.
(a) Marks to indicate the maximum mean draft to which a passenger vessel may be lawfully submerged shall be
(b) The Commandant, U.S. Coast Guard, will determine the position of the subdivision load lines by the application of the requirements contained in this part and parts 170 and 171 of this chapter. The correct marking of subdivision load lines will be certified by the American Bureau of Shipping or a classification society approved by the Commandant for that purpose.
(c) Certificates certifying to the correctness of subdivision load line marks shall not be furnished until it is determined that the marks have been correctly placed upon the passenger vessel.
(d) In the case of passenger vessels that are required by the International Convention for Safety of Life at Sea to have on board a safety certificate, the certification of subdivision, load line marks shall be made by letter to the Commandant (G-M), U.S. Coast Guard, Washington, DC 20593-0001.
(a) Every passenger vessel to be marked with and certificated for subdivision load lines must comply with the requirements as set forth in subchapter H (Passenger Vessels) of this chapter for ocean, coastwise, and Great Lakes service as applicable to the particular vessel and the service in which she is to be employed.
(b) Every passenger vessel marked with a subdivision load line shall be subjected to the surveys specified in this paragraph. The details of the surveys or inspections indicated in paragraphs (b)(1) through (3) of this section shall be as set forth in the applicable sections of part 71 of subchapter H (Passenger Vessels) of this chapter.
(1) A survey before the vessel is put in service.
(2) A periodical survey once every 12 months.
(3) Additional surveys as occasion arises.
(4) Surveys required by part 42, part 44, or part 45 of this subchapter.
(a) Application for assignment and renewal of subdivision load lines and certification thereof shall be made in writing to the Commandant, U.S. Coast Guard, Washington, D.C. 20593-0001.
(a) Where in the regulations in this part it is provided that a particular fitting, appliance, apparatus, or type thereof, shall be fitted or carried in a vessel engaged on foreign voyages by sea or that any particular arrangement shall be adopted, there may be substituted any other fitting or appliance or type thereof or any other arrangement provided that the Commandant, U.S. Coast Guard, shall have been satisfied by suitable trials that the fitting, appliance, or apparatus, or type thereof, or that the arrangement substituted is at least as effective as that specified in this part.
(b) Where, in the application of the regulations in this part to passenger vessels engaged in coastwise voyages by sea and on Great Lakes voyages, it is desired to substitute other construction, arrangement, fitting, or appliance, or type thereof, such substitution may be made if approved by the Commandant, U.S. Coast Guard, provided the degree of safety provided by this part is obtained.
(a) Passenger vessels engaged in foreign voyages by sea shall have their subdivision load lines certified on the safety certificate required by the International Convention for Safety of Life at Sea, 1960. Safety certificates shall be issued by the Commandant, U.S. Coast Guard, for a period not to exceed one
(b) Passenger vessels engaged on coastwise voyages by sea or Great Lakes voyages shall have the position of their subdivision load lines recorded on a load line certificate in the form required by part 42 or part 45 of this subchapter. The fact that they are subdivision load lines is to be noted on the load line certificate.
(c) A note shall be added to the load line certificate below the signature of the assigning—authority in the following form:
The bulkhead deck used for determining the position of the subdivision load lines certified above is _____________ (here described bulkhead deck).
(d) Annual inspections of passenger vessels shall be as required by §§ 42.09-40 and 46.10-15 of this subchapter and renewal of passenger vessels’ load line certificates shall be as required by §§ 42.09-15 and 42.09-20.
(e) Each new passenger vessel which receives its first load line certificate shall also be provided with a copy of the load line survey report as required by § 42.09-1(c) or § 45.01-30 of this subchapter.
(a) Subdivision load line certificates issued to passenger vessels shall only be valid during the time for which the certificates are issued.
(b) If, due to any cause, the conditions as required by this part are changed, or the regulations in this part are not carried out, the load line certificate may be cancelled and the load lines considered nonexistent
(c) A valid subdivision load line certificate for foreign voyages by sea shall be valid for coastwise voyages by sea and Great Lakes voyages. A valid subdivision load line certificate for coastwise voyages by sea shall be valid for Great Lakes voyages but not for foreign voyages by sea. A valid subdivision load line certificate for Great Lakes voyages shall not be valid for foreign or coastwise voyages by sea.
(a) Passenger vessels on the Great Lakes of 150 gross tons or over shall not submerge the subdivision load line applicable to the voyage.
(a) Passenger vessels required to be marked with subdivision load lines, engaged on foreign and coastwise voyages other than the Great Lakes voyages, shall not submerge in salt water the subdivision load line applicable to the voyage. Passenger vessels engaged on ocean, foreign or coastwise voyages may be marked with fresh water load lines. A passenger vessel on foreign or coastwise voyages (except Great Lakes voyages) may have an allowance made for the degree of brackishness of the water in which the vessel is floating but not for the weight of fuel, water, etc., required for consumption between the point of departure and the open sea, and no allowance is to be made for bilge or ballast water that may be in the passenger vessel at the time of departure.
(a) For the required drills and inspections to be conducted on passenger vessels, see subpart 78.17 of subchapter H (Passenger Vessels) of this chapter.
(a) For required logbook entries to be made on passenger vessels, see subpart 78.17 of subchapter H (Passenger Vessels) of this chapter.
(a) The District Director of Customs or the Coast Guard District Commander may detain a passenger vessel for a survey if there is reason to believe that such a vessel is proceeding on her journey in excess of the draft allowed by the regulations in this part as indicated by the vessel's load lines certified on the safety certificate, load line certificate, or otherwise. The Coast Guard District Commander may detain a passenger vessel if it is so loaded as to be manifestly unsafe to proceed to sea. Except as otherwise required by this section, § 42.07-60 if this subchapter applies to all passenger vessels assigned load lines under the load line acts and the regulations of this subchapter.
(a) The watertight subdivision of every passenger vessel must be as efficient as possible, having regard to its intended service. This principle is given effect by applying the requirements in part 171 of this chapter.
(b) Passenger vessels engaged in foreign voyages by sea or coastwise voyages by sea or voyages on the Great Lakes, to be marked with subdivision load lines shall comply with the requirements in this part.
(a) Plans for a new passenger vessel or a vessel to be converted to a passenger vessel shall be submitted to the Commandant as required by subpart 71.65 of subchapter H (Passenger Vessels) of this chapter.
(b) Inspections shall be made during the construction or conversion of the vessel as required by subpart 71.20 of subchapter H (Passenger Vessels) of this chapter.
(c) Upon completion of construction or conversion of a passenger vessel, a stability test must be performed and stability information must be supplied to the operator as required by part 170 of this chapter.
The procedure for determining the subdivision load line as well as special construction features of the vessel must be as set forth in subpart 72.01 and parts 170 and 171 of this chapter.
(a) Bilge and ballast systems, piping, inlets and discharges, ash chutes, astern power, and auxiliary steering shall be in accordance with the provisions of subchapter F (Marine Engineering) of this chapter.
(a) Subdivision load lines shall be located by measuring vertically down from the deck line required by part 42 of this subchapter.
(b) The length, width, and manner of marking the lines shall be as provided in subpart 42.13 of this subchapter.
(c) No subdivision load line is to be placed so that the freeboard is reduced from that determined by the highest seasonal mark permitted by part 42.
(d) When the highest subdivision load line is located on a vessel used as a passenger vessel in a position between the highest and lowest seasonal load line marks, the seasonal load line marks above the subdivision load line will be omitted and those below will be marked.
(e) When the freeboard from the highest subdivision load line on a vessel used as a passenger vessel is greater than the freeboard from the lowest load line permitted by part 42 of this subchapter, the load lines required by part 42 of this subchapter shall be
(f) One fresh water line shall be marked. When a subdivision and a normal load line are combined, the normal fresh water line only shall be used unless the position of the subdivision load line is such that confusion will result, in which case a subdivision fresh water line may be used, marked FC
(g) Subdivision load lines shall be aft of the vertical line. The vertical line shall be extended as necessary to connect the lowest and highest load lines marked on the vessel.
(h) When a vessel has spaces used for cargo and passengers alternatively so that the position of the subdivision load line varies with the service, subdivision load lines for the principal passenger condition shall be marked and denoted by C
(i) The principal passenger condition for a vessel having spaces used for passengers and cargo alternatively is the condition where only those spaces appropriated exclusively to passengers are taken into consideration for determination of the subdivision load line.
(j) For Great Lakes vessels, references to part 42 shall read part 45 and a “diamond” shall be substituted for the “disk”. No “fresh water” line will be marked.
46 U.S.C. 5115; 49 CFR 1.46.
CGD 86-016, 51 FR 9962, Mar. 24, 1986, unless otherwise noted.
(a) The purpose of the regulations in this part is to set forth simplified alternative marking schemes for those vessels operating in more than one service. Operating requirements for a given vessel could vary depending on the service, the season of the year, stability requirements, manning requirements and tonnage requirements. The conditions of assignment, restrictions applicable, form of the certificate and the load line marks are described.
(a)
(1) A voyage by sea between a port under the jurisdiction of the United States and a port of a foreign country, its colonies, territories, or protectorates, or conversely (a voyage exclusively on the Great Lakes is excepted); or
(2) A voyage that proceeds beyond 20 nautical miles from the territorial sea baseline.
(b)
This subpart applies to deck cargo barges operating in International and Great Lakes service and meeting the conditions of assignment in § 47.610 of this subpart.
Owners or operators of deck cargo barges which are draft limited by the intact stability requirements of 46 CFR 174.015 (a)(1) and (a)(2) may elect to be assigned load lines under this subpart in order to load to a draft corresponding to the intact stability requirement of 10 foot-degrees (46 CFR 174.015(a)(2)) while engaging in Great Lakes service during the summer season.
(a) A plimsoll mark (disc and line through center) applicable to International service must be placed at the draft corresponding to 15-degrees of righting energy as calculated in fulfilling the requirements of 46 CFR 174.015(a)(1).
(b) The seasonal ladder representing summer, winter, and winter North Atlantic seasons must be as shown in Figure 1 below.
(c) An equivalent Great Lakes summer seasonal line must be placed on the seasonal ladder at the draft corresponding to 10 foot-degrees of righting energy as calculated in fulfilling the requirements of 46 CFR 174.015(a)(2) and be marked with a (T).
(d) The fresh water mark may be omitted by request of the owner or operator.
(a) The mark (T) applies only to Great Lakes service from May 1 through September 30.
(b) Notations are to be placed on the face of the load line certificate to the effect that:
(1) The barge must be operated in compliance with the draft vs. cargo vertical center of gravity tables in the U.S. Coast Guard approved stability letter, and
(2) The mark (T) is applicable only for Great Lakes service from May 1 through September 30 as per 46 CFR 45.9
The form of the certificate is as specified in § 42.50-5(b) of this subchapter with the exception that the illustrated load line marks are as shown in Figure 1 below.
43 U.S.C. 1333; 46 U.S.C. 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.
CGFR 68-82, 33 FR 18808, Dec. 18, 1968, unless otherwise noted.
(a) The purpose of the regulations in this subchapter is to set forth minimum requirements for marine engineering details for various types of vessels in accordance with the intent of title 52 of the Revised Statutes and acts amendatory thereof or supplemental thereto as well as to implement various international conventions for safety of life at sea and other treaties, which contain requirements affecting marine engineering. The regulations in this subchapter have the force of law.
(b) All marine engineering details, such as boilers, pressure vessels, main and auxiliary machinery, piping, valves, and fittings, shall be designed, constructed, and installed in accordance with the provisions of this subchapter, except when specifically modified by the regulations in another subchapter in this chapter for a particular type of vessel or where a specific installation may be required or permitted.
(a) This subchapter provides the specifications, standards and requirements for strength and adequacy of design, construction, installation, inspection, and choice of materials for machinery, boilers, pressure vessels, safety valves, and piping systems upon which safety of life is dependent.
(b) Since this subchapter contains the marine engineering details, it implements the requirements for inspection and certification of vessels as set forth in other subchapters for specific types of vessels.
(a)
(b)
(a) The regulations in this subchapter shall apply to the marine engineering details of installations on vessels required to be inspected and certificated under other subchapters in this chapter as described in § 50.01-1.
(b) The regulations in this subchapter are not retroactive in effect, except as provided in § 50.05-5 or § 50.05-10, or if specifically so provided for at the time specific regulations are amended or added.
(c) The requirements in this subchapter revised or added subsequent to July 1, 1969, shall be applicable to the installations contracted for after the effective dates of such requirements. Normally, materials, items of equipment, or installations in vessels which have been accepted and passed as satisfactory and meeting the applicable requirements in this subchapter then in effect and which are maintained in good and serviceable condition to the satisfaction of the Officer in Charge, Marine Inspection, may be continued in use until replacement is deemed necessary by such officer or as specified in the regulations.
(d) Items of equipment, which are in use on vessels, previously approved by the Commandant but not complying with the latest specification requirements may be continued in use so long as they are maintained in good and serviceable condition to the satisfaction of the Officer in Charge, Marine Inspection, until replacement is deemed necessary by such officer or as specified in the regulations.
(e) Industrial systems and components on mobile offshore drilling units must meet subpart 58.60 of this chapter.
(a) Whenever doubt exists as to the safety of an existing boiler, pressure vessel, or piping system, the marine inspector may require that it be gaged or checked to determine the extent of deterioration, and if necessary for safety may require the recalculation and reduction of the maximum allowable working pressure.
(b) For the purpose of recalculating the maximum allowable working pressure of boilers, pressure vessels, or piping which have deteriorated in service, the applicable design formulas in effect at the time it was contracted for or built or the currently effective design formulas in this subchapter shall be used:
(c) When existing vessels are re-boil-ered, the mountings and attachments shall be renewed in accordance with the regulations in this sub-chap-ter in effect at the time such re-boil-er-ing work is contracted for. The existing steam piping shall be examined. Those
(d) For the purpose of this section, existing equipment includes only items which have previously met all Coast Guard requirements for installation aboard a vessel certificated by the Coast Guard, including requirements for design, fabrication, testing, and inspection at the time the equipment was new.
(a) When alteration or repair of boilers, pressure vessels, machinery, safety valves or piping systems becomes necessary, the work shall be done under the cognizance of the Officer in Charge Marine Inspection. It shall be done in accordance with the regulations in effect at the time such vessel or installation was contracted for or built (whichever is latest), or in accordance with the regulations in effect for new construction.
(b) When alterations or repairs are made to a U.S. flag vessel in a port or place not in the United States, a notice containing details of the proposed alterations or repairs must be submitted to the appropriate Officer in Charge, Marine Inspection.
(a) Passenger vessels, tank vessels, cargo and miscellaneous vessels, nautical schoolships, mobile offshore drilling units, and oceanographic vessels are subject to the regulations in this subchapter to the extent prescribed by various laws and regulations as described in § 50.01-1. The applicable provisions in this subchapter shall apply to all such U.S. flag vessels, and to all such foreign vessels which carry passengers from any port in the United States except as follows:
(1) Any vessel of a foreign nation signatory to the International Convention for Safety of Life at Sea, 1974, and which has on board a current, valid Convention certificate attesting to the sufficiency of the marine engineering details as prescribed by applicable regulations in this chapter.
(2) Any vessel of a foreign nation having inspection laws approximating those of the United States together with reciprocal inspection arrangements with the United States, and which has on board a current, valid certificate of inspection issued by its government under such arrangements.
(3) Any vessel operating exclusively on inland waters which are not navigable waters of the United States.
(4) Any vessel laid up and dismantled and out of commission.
(5) With the exception of vessels of the U.S. Maritime Administration, any vessel with the title vested in the United States and which is used for public purposes.
(b) Notwithstanding the exceptions previously noted in paragraphs (a) (1) and (2) of this section, foreign vessels of novel design or construction or whose operation involves potential unusual risks shall be subject to inspection to the extent necessary to safeguard life and property in U.S. ports, as further provided by § 2.01-13 in subchapter A (Procedures Applicable to the Public) of this chapter.
(a) The requirements covering design of the propelling engine, boiler, and the auxiliary machinery, and the inspection thereof on all motor boats which are more than 40 feet in length and which are propelled by machinery driven by steam shall be in accordance with the applicable provisions of this subchapter.
(b) If the engines, boilers, and auxiliary machinery are found to be in safe operating condition at the initial or subsequent periodical inspection, the
The term
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(a) The term
(b) The impression of the Coast Guard Symbol for stamping nameplates and specimens is shown in Figure 50.10-25(b).
(a) The Coast Guard number means that number assigned to boilers and pressure vessels by the Officer in Charge, Marine Inspection, who makes the final tests and inspections.
(b) The Coast Guard number shall be stamped on the nameplates of boilers and pressure vessels.
(c) The Coast Guard number is comprised of the following:
(1) Three capital letters which identify the office of the issuing Officer in Charge, Marine Inspection (see Table 50.10-30); followed by,
(2) An OCMI serial number, by which the particular boiler or pressure vessel can be identified; the first two digits of which will identify the calendar year the number was assigned.
The term
(a) The required vessel, equipment, or installation plans, as listed in this subchapter, are general in character, but include all plans which normally show the intended construction and safety
(b) Manufacturers of pressure vessels and other components, which require specific fabrication inspection in accordance with the requirements of this subchapter, shall submit and obtain approval of the applicable construction plans prior to the commencement of such fabrication. Manufacturers of automatically controlled boilers shall submit and obtain approval of the applicable control system plans prior to installation of the boiler. Manufacturers of boilers which must meet the requirements of part 52 of this subchapter shall submit the applicable construction plans for review prior to installation.
(a) As the relative locations of shipyards, design offices, and Coast Guard offices vary throughout the country, no specific routing will be required in the submittal of plans. In general, one of the procedures outlined in this section apply, but if a more expeditious procedure can be used, there will normally be no objection to it.
(b) The plans may be submitted in duplicate to the Officer in Charge, Marine Inspection, at or nearest the place where the vessel is to be built. Alternatively, the plans may be submitted in triplicate to the Marine Safety Center.
(c) In the case of classed vessels, upon specific request by the submitter, the American Bureau of Shipping will arrange to forward the necessary plans to the Coast Guard indicating its action thereon. In this case, the plans will be returned directly to the submitter as noted in paragraph (c) of this section.
(a) Three copies of each plan are normally required so that one copy can be returned to the submitter. If the submitter desires additional copies of approved plans, a suitable number should be submitted to permit the required distribution.
(a) A manufacturer wishing to fabricate equipment in accordance with a plan previously approved (including work accomplished under a different contract) shall not be required to resubmit such plans provided:
(1) Certification is submitted that the proposed equipment conforms in every respect to the plan previously approved, and such certification contains the drawing number, title, date, and last revision or change date, and date of previous approval;
(2) The current regulations, including adopted specifications, standards or codes, pertaining to the proposed equipment are the same as those current when the original plan was approved; and
(3) A copy of the approved plan is available for review by the approving office.
(a) Calculations shall be forwarded with plans submitted for approval and shall clearly substantiate compliance with the regulations in this subchapter. Care shall be taken to identify sources of equations, factors and other information upon which the calculations are based.
(b) The results of the calculations, such as the maximum allowable working pressure (MAWP), test pressure, and safety device settings, shall be clearly identified.
(a) When new or alternative procedures, designs, or methods of construction are submitted for approval and for
(b) If, in the development of industrial arts, improved materials or methods of construction are developed, their use in lieu of those specified will be given consideration upon formal application to the Commandant, with full information as to their characteristics, together with such scientific data and evidence as may be necessary to establish the suitability of such materials or methods of construction for the purpose intended.
(a) The Coast Guard maintains records concerning plans, calculations, etc., of equipment approved in accordance with the regulations in this subchapter for 5 years. After 5 years from the date of original approval of a drawing, plan or calculation and related correspondence, any submittal or correspondence which refers to such documents shall be accompanied by copies of the documents, including pertinent correspondence.
(a) When it becomes necessary for a marine inspector to make decisions on matters covered by the regulations in this subchapter or by requirements in referenced specifications, standards or codes, the inspector shall inform the owner or his representative of the requirement, which will be identified by source, section and paragraph number, on which the decisions are based. Whenever it is necessary to make decisions in matters not specifically covered by the regulations in this subchapter or by referenced requirements, the marine inspector shall clearly state the reasons which caused him to arrive at such decisions.
(b) If the owner or his representative disagrees with a decision made by the marine inspector, he shall take up the matter with the local Officer in Charge, Marine Inspection. The owner or his representative may appeal the decision of the Officer in Charge, Marine Inspection, in accordance with § 50.20-40.
Any person directly affected by a decision or action taken under this subchapter, by or on behalf of the Coast Guard, may appeal therefrom in accordance with subpart 1.03 of this chapter.
(a) Materials and piping components used in the construction of boilers, pressure vessels, pressure piping systems, and related components are accepted by review of manufacturer or mill certificates under § 50.25-3 of this part, product marking in accordance with an adopted industry standard, or technical information indicating their compliance with the requirements of this subchapter.
(b) Plate, bar stock, pipe, tube, pipe joining fittings (tees, elbows, reducers, etc.), bolting, castings, forgings, and flanges, are accepted by review of manufacturer or mill certificates under §§ 50.25-3, 50.25-5, and 50.25-7 of this part.
(c) Valves, fluid conditioner fittings, and special purpose fittings complying with an adopted industry standard and marked in accordance with the standard are accepted through review of the marking indicating compliance with the adopted industry standard.
(d) Valves, fluid conditioner fittings, special purpose fittings, and pipe joining fittings not complying with an adopted industry standard are accepted for use on a case-by-case basis. Acceptance is granted by the Marine Safety Center or the Officer in Charge, Marine Inspection, having cognizance over the installation of the product. To obtain acceptance of a product, the manufacturer must submit, via the vessel owner or representative, the information described in § 50.25-10 of this part to the Marine Safety Center or the cognizant Officer in Charge, Marine Inspection.
(e) Components designed for hydraulic service which require shock testing under § 58.30-15(f) of this chapter and nonmetallic flexible hose assemblies must be accepted by the Commandant (G-MSE). Manufacturers desiring acceptance of these products must submit information necessary to show compliance with §§ 56.60-25(c) or 58.30-17 of this chapter, as applicable. Acceptance of specific installations of acceptable nonmetallic flexible hose assemblies and shock tested hydraulic components is granted by the Marine Safety Center or the cognizant Officer in Charge, Marine Inspection, as described in paragraph (d) of this section.
(f) The vessel owner or representative shall make available to the Officer in Charge, Marine Inspection, the manufacturer or mill certificates, specific letters of acceptance, or approved plans necessary to verify that piping components comply with the requirements of this subchapter.
(a) A manufacturer or mill producing materials used in certain products for installation on inspected vessels, shall issue a certificate or mill test report which shall report the results of chemical analysis and mechanical properties required by the ASTM specification.
(b) This certificate shall be made available to the marine inspector and Officer in Charge, Marine Inspection, upon request to the fabricator. (For exception refer to § 50.25-5(d).)
(a) Products required to be certified by a manufacturer or by mill certificate shall be fabricated and tested in accordance with the applicable specifications. Such products will not normally be subject to mill inspection by the Coast Guard except as required by § 50.25-7.
(b) The Officer in Charge, Marine Inspection, having cognizance over the installation of the products required to be certified shall ensure that adequate control has been exercised to identify the product with its manufacturer or mill certificate.
(c) In the event that the Officer in Charge, Marine Inspection, determines that handling of a product has been such that proper identification is not possible, he may:
(1) Require testing in his presence based on the applicable material or fabrication specification; or
(2) Reject the product on the basis that it cannot be properly identified.
(d) A product conforming to an acceptable material specification may, at the discretion of the Officer in Charge, Marine Inspection, be accepted without referring to its manufacturer or mill certification, if:
(1) The product is marked in accordance with the identification marking requirements of the specification;
(2) The marking alone is sufficient to identify that specification; and
(3) In the opinion of the Officer in Charge, Marine Inspection, the application of the product does not require knowledge of the exact chemical analysis or mechanical properties enumerated on the manufacturer or mill certificate.
(a) Certified products are not normally tested in the presence of a marine inspector. The Commandant may, however, assign a marine inspector to witness tests required by the applicable specifications to satisfy himself that the requirements are met.
(b) Marine inspectors shall have free entry at all times to those parts of the plant where material subject to the regulations in this subchapter is being manufactured. The manufacturer shall provide marine inspectors all reasonable facilities to satisfy them that the material is being manufactured in accordance with the requirements of the Commandant.
(c) Unless otherwise authorized, required tests and inspections described
(d) Marine inspectors shall assure themselves that test specimens are marked for positive identification with the materials which they represent.
(a) A manufacturer of a piping component which does not comply with an adopted industry standard and requires acceptance by specific letter or approved plan must do the following:
(1) Submit an engineering type catalog or representative drawings of the component which includes the pressure and temperature ratings of the component and identify the service for which it is intended.
(2) Identify materials used to fabricate the component. Materials must meet the requirements of subpart 56.60 of this chapter. If the component is not manufactured to accepted material specifications, the manufacturer must prove equivalency to accepted material specifications by comparing details of the materials’ chemical composition, mechanical properties, method of manufacture, and complete chemical and mechanical test results with an accepted material specification.
(3) Identify the industry standard, if any, to which the component is manufactured.
(4) Submit a description of nondestructive testing performed on the component.
(5) Submit a description of the marking applied to the component.
(6) Submit information showing compliance with the requirements of part 56, subparts 56.15, 56.20, 56.25, 56.30, or 56.35 of this chapter, as applicable.
(7) Submit any additional information necessary to evaluate the component's acceptability for its intended application.
(b) If the component is found to comply with the requirements of this subchapter, the component is designated as acceptable for its intended installation. This acceptance is in the form of a specific letter relating directly to the particular component or in the form of an approved piping system plan in which the component is identified as an integral part.
(a) The manufacturer shall notify the Officer in Charge, Marine Inspection, of the intended fabrication of pressure vessels that will require Coast Guard inspection.
(b) For exemption of certain pressure vessels from shop inspection see § 54.01-15 of this subchapter.
(c) For a classification delineation of boilers and pressure vessels refer to Tables 54.01-5(a) and 54.01-5(b) of this subchapter.
(a) Classes I, I-L and II-L pressure vessels shall be subject to shop inspection at the plant where they are being fabricated, or when determined necessary by the Officer in Charge, Marine Inspection.
(b) The manufacturer shall submit Class I, I-L and II-L pressure vessels, as defined in Parts 54 and 56 of this subchapter for shop inspection at such stages of fabrication as may be requested by the Officer in Charge, Marine Inspection.
(a) Class II pressure vessels shall be subject to shop inspections at the plant where they are being fabricated, as or when determined necessary by the Officer in Charge, Marine Inspection. The inspections described in this section
(b) The first inspection of Class II welded pressure vessels shall be performed during the welding of the longitudinal joint. At this time the marine inspector shall check the material and fit-up of the work, and ascertain that only welders who have passed the required tests are employed.
(c) A second inspection of Class II welded pressure vessels shall be made during the welding of the circumferential joints. At this time the marine inspector shall check any new material being used which may not have been examined at the time of the first inspection, also the fit-up of the vessel at this stage of fabrication, and in addition, observe the welding and ascertain that only welders who have passed the required tests are employed.
(a) Class III pressure vessels shall be subject to shop inspection at the plant where they are being fabricated, as or when determined necessary by the Officer in Charge, Marine Inspection. The inspection described in this section is required, unless specifically exempted by other regulations in this subchapter.
(b) For Class III welded pressure vessels, one inspection shall be made during the welding of the longitudinal joint. If there is no longitudinal joint, the inspection shall be made during the welding of a circumferential joint. At this time the marine inspector shall check the material and fit-up of the work and see that only welders who have passed the required tests are employed.
46 U.S.C. 3306, 3703; E.O. 12234, 45 FR 58801, 3 CFR, 1980 Comp., p. 277; 49 CFR 1.46.
CGFR 68-82, 33 FR 18815, Dec. 18, 1968, unless otherwise noted.
(a) Certain material is incorporated by reference into this part with the approval of the Director of the Federal Register in accordance with 5 U.S.C. 552(a). To enforce any edition other than that specified in paragraph (b) of this section, the Coast Guard must publish notice of change in the
(b) The material approved for incorporation by reference in this part and the sections affected are:
(a) Main power boilers and auxiliary boilers shall be designed, constructed, inspected, tested, and stamped in accordance with section I of the ASME (American Society of Mechanical Engineers) Code, as limited, modified, or replaced by specific requirements in this part. The provisions in the appendix to section I of the ASME Code are adopted and shall be followed when the requirements in section I make them mandatory. For general information Table 52.01-1(a) lists the various paragraphs in section I of the ASME Code which are limited, modified, or replaced by regulations in this part.
(b) References to the ASME Code, such as paragraph PG-1, indicate:
P=Section I, Power Boilers ASME Code.
G=Subsection—General.
1=Paragraph 1.
(c) When a section or paragraph of the regulations in this part relates to material in section I of the ASME Code, the relationship with the code will be shown immediately following the heading of the section or at the beginning of the paragraph as follows:
(1) (Modifies P ___.) This indicates that the material in P ___ is generally applicable but is being altered, amplified or augmented.
(2) (Replaces P ___.) This indicates that P ___ does not apply.
(3) (Reproduces P ___.) This indicates that P ___ is being identically reproduced for convenience, not for emphasis.
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(a) Manufacturers intending to fabricate boilers to be installed on vessels shall submit detailed plans as required by subpart 50.20 of this subchapter. The plans, including design calculations, must be certified by a registered professional engineer as meeting the design requirements in this part and in section I of the ASME Code.
(b) The following information must be included:
(1) Calculations for all pressure containment components including the maximum allowable working pressure and temperature, the hydrostatic or pneumatic test pressure, the maximum steam generating capacity and the intended safety valve settings.
(2) Joint design and methods of attachment of all pressure containment components.
(3) A bill of material meeting the requirements of section I of the ASME Code, as modified by this subpart.
(4) A diagrammatic arrangement drawing of the assembled unit indicating the location of internal and external components including any interconnecting piping.
(a) Each main boiler must meet the special requirements for automatic safety controls in § 62.35-20(a)(1) of this chapter.
(b) Each automatically controlled auxiliary boiler having a heat input rating of less than 12,500,000 Btu/hr. (3.66 megawatts) must meet the requirements of part 63 of this chapter.
(c) Each automatically controlled auxiliary boiler with a heat input rating of 12,500,000 Btu/hr. (3.66 megawatts) or above, must meet the requirements for automatic safety controls in part 62 of this chapter.
(a) To determine the appropriate part of the regulations where requirements for miscellaneous boiler types, such as donkey, fired thermal fluid heater, heating boiler, etc., may be found, refer to Table 54.01-5(a) of this subchapter.
(b) Fired vessels in which steam is generated at pressures exceeding 103 kPa gage (15 psig) shall meet the requirements of this part.
All materials to be used in any of the work specified in the various sections of this part shall be free from injurious defects and shall have a workmanlike finish. The construction work shall be executed in a workmanlike manner with proper tools or equipment and shall be free from defects which would impair strength or durability.
(a) All boilers, except watertube boilers, with a maximum allowable working pressure in excess of 206 kPa gage (30 psig), if fired with solid fuel not in suspension, or if not equipped for unattended waterbed operation, must be fitted with fusible plugs. Fusible plugs must comply with only the requirements of A19 and A20 of the ASME Code and be stamped on the casing with the name of the manufacturer, and on the water end of the fusible metal “ASME Std.”. Fusible plugs are not permitted where the maximum steam temperature to which they are exposed exceeds 218 °C (425 °F).
(b) Vertical boilers shall be fitted with one fusible plug located in a tube not more than 2 inches below the lowest gage cock.
(c) Externally fired cylindrical boilers with flues shall have one plug fitted to the shell immediately below the fire line not less than 4 feet from the front end.
(d) Firebox, Scotch, and other types of shell boilers not specifically provided for, having a combustion chamber common to all furnaces, shall have one plug fitted at or near the center of the crown sheet of the combustion chamber.
(e) Double-ended boilers, having individual combustion chambers for each end, in which combustion chambers are common to all the furnaces in one end of the boiler, shall have one plug fitted at or near the center of the crown sheet of each combustion chamber.
(f) Boilers constructed with a separate combustion chamber for each individual furnace shall be fitted with a fusible plug in the center of the crown sheet of each combustion chamber.
(g) Boilers of types not provided for in this section shall be fitted with at least one fusible plug of such dimensions and located in a part of the boiler as will best meet the purposes for which it is intended.
(h) Fusible plugs shall be so fitted that the smaller end of the filling is in direct contact with the radiant heat of the fire, and shall be at least 1 inch higher on the water side than the plate or flue in which they are fitted, and in
(i) The lowest permissible water level shall be determined as follows:
(1) Vertical firetube boilers, one-half of the length of the tubes above the lower tube sheets.
(2) Vertical submerged tube boilers 1 inch above the upper tube sheet.
(3) Internally fired firetube boilers with combustion chambers integral with the boiler, 2 inches above the highest part of the combustion chamber.
(4) Horizontal-return tubular and dry back Scotch boilers, 2 inches above the top row of tubes.
(j) [Reserved]
(k)(1) Fusible plugs shall be cleaned and will be examined by the marine inspector at each inspection for certification, and oftener if necessary. If in the marine inspector's opinion the condition of any plug is satisfactory, it may be continued in use.
(2) When fusible plugs are renewed at other than the inspection for certification and no marine inspector is in attendance, the Chief Engineer shall submit a written report to the Officer in Charge, Marine Inspection, who issued the certificate of inspection informing him of the renewal. This letter report shall contain the following information:
(i) Name and official number of vessel.
(ii) Date of renewal of fusible plugs.
(iii) Number and location of fusible plugs renewed in each boiler.
(iv) Manufacturer and heat number of each plug.
(v) Reason for renewal.
(a) When the maximum allowable working pressure of a boiler has been established, an increase in the pressure settings of its safety valves shall not be granted unless the boiler design meets the requirements of this subchapter in effect at the time the boiler was contracted for or built; but in no case will a pressure increase be authorized for boilers constructed prior to the effective date of the regulations dated November 19, 1952, if the minimum thickness found by measurement shows that the boiler will have a factor of safety of less than 4
(b) When an existing boiler is replaced by a new boiler designed to operate at pressures in excess of the pressure indicated on the certificate of inspection for the previous boiler, an analysis of the complete system shall be made, including machinery and piping, to insure its compatibility with the increased steam pressure. The maximum allowable working pressure on the certificate of inspection shall be based on the results of this analysis.
(a) Materials subject to stress due to pressure shall conform to specifications as indicated in paragraph PG-5 through PG-13 of the ASME Code except as noted otherwise in this section.
(b) Material not fully identified with an ASME Code approved specification may be accepted as meeting Coast Guard requirements provided it satisfies the conditions indicated in paragraph PG-10 of the ASME Code.
(c) (Modifies PG-5.5) When the maximum allowable working pressure (See PG-21) exceeds 15 pounds per square inch, cross pipes connecting the steam and water drums of water tube boilers, headers, cross boxes and all pressure parts of the boiler proper shall be made of a wrought or cast steel listed in Table PG-23.1 of the ASME Code.
(d) (Modifies PG-8.2.2.) The use of cast iron for mountings, fittings, valves, or cocks attached directly to boilers operating at pressures exceeding 15 pounds per square inch is prohibited.
(e) (Modifies PG-11.1.1.) The material, design, construction and workmanship of pumps shall be at least equivalent to the standards established
(a)
(b)
(2) Controls shall be provided to insure that the maximum temperature at the superheater outlets does not exceed the allowable temperature limit of the material used in the superheater outlet, in the steam piping, and in the associated machinery under all operating conditions including boiler overload. Controls need not be provided if the operating superheater characteristic is demonstrated to be such that the temperature limits of the material will not be exceeded. Visible and audible alarms indicating excessive superheat shall be provided in any installation in which the superheater outlet temperature exceeds 454 °C (850 °F). The setting of the excessive superheat alarms must not exceed the maximum allowable temperature of the superheater outlet, which may be limited by the boiler design, the main steam piping design, or the temperature limits of other equipment subjected to the temperature of the steam.
(3) Arrangement shall be made for venting and draining the superheater in order to permit steam circulation through the superheater when starting the boiler.
(c)
(d)
(e)
(f)
(a) The rules for openings and compensation shall be as indicated in PG-32 through PG-55 of the ASME Code except as noted otherwise in this section.
(b) (Modifies PG-39.) Pipe and nozzle necks shall be attached to vessel walls as indicated in PG-39 except that threaded connections shall not be used under any of the following conditions:
(1) Pressures greater than 4137 kPa (600 psig);
(2) Nominal diameters greater than 51mm (2 in.); or
(3) Nominal diameters greater than 19mm (0.75 in.) and pressures above 1034 kPa (150 psig).
(c)
(a) Boiler external piping within the jurisdiction of the ASME Code must be as indicated in PG-58 and PG-59 of the ASME Code except as noted otherwise in this section. Piping outside the jurisdiction of the ASME Code must meet the appropriate requirements of part 56 of this subchapter.
(b) In addition to the requirements in PG-58 and PG-59 of the ASME Code, boiler external piping must:
(1) Meet the design conditions and criteria in § 56.07-10 of this subchapter, except § 56.07-10(b);
(2) Be included in the pipe stress calculations required by § 56.31-1 of this subchapter;
(3) Meet the nondestructive examination requirements in § 56.95-10 of this subchapter;
(4) Have butt welding flanges and fittings when full radiography is required; and
(5) Meet the requirements for threaded joints in § 56.30-20 of this subchapter.
(c) Steam stop valves, in sizes exceeding 152mm (6 inch) NPS, must be fitted with bypasses for heating the line and equalizing the pressure before the valve is opened.
(d)
(2) Feed water nozzles of boilers designed for pressures of 2758 kPa (400 psi), or over, shall be fitted with sleeves or other suitable means employed to reduce the effects of metal temperature differentials.
(e)
(2) Where blowoff pipes are exposed to radiant heat of the fire, they must be protected by fire brick or other suitable heat-resisting material.
(f)
(a)
(b)
(2) Gage glasses shall be in continuous operation while the boiler is steaming.
(3) Double-ended firetube boilers shall be equipped as specified in this paragraph and paragraph (e) of this section except that the required water
(4) Externally fired flue boilers, such as are used on central western river vessels, shall be equipped as specified in paragraphs (b) (1) through (3) of this section except that float gages may be substituted for gage glasses.
(c)
(d)
(e)
(2) See paragraph (d) of this section for restrictions on cock connections.
(f)
(g)
(h)
Boiler feedwater supply must meet the requirements of PG-61 of the ASME Code and § 56.50-30 of this subchapter.
(a)(1) Boiler safety valves and safety relief valves must be as indicated in PG-67 through PG-73 of the ASME Code except as noted otherwise in this section.
(2) A safety valve must:
(i) Be stamped in accordance with PG-110 of the ASME Code;
(ii) Have its capacity certified by the National Board of Boiler and Pressure Vessel Inspectors;
(iii) Have a drain opening tapped for not less than 6mm (
(iv) Not have threaded inlets for valves larger than 51mm (2 in.) NPS.
(3) On river steam vessels whose boilers are connected in batteries without means of isolating one boiler from another, each battery of boilers shall be treated as a single boiler and equipped with not less than two safety valves of equal size.
(4) (Modifies PG-70.) The total rated relieving capacity of drum and su-per-heat-er safety valves as certified by the valve manufacturer shall not be less than the maximum generating capacity of the boiler which shall be determined and certified by the boiler manufacturer. This capacity shall be in compliance with PG-70 of the ASME Code.
(5) In the event the maximum steam generating capacity of the boiler is increased by any means, the relieving capacity of the safety valves shall be
(6) (Modifies PG-67). Drum safety valves shall be set to relieve at a pressure not in excess of that allowed by the Certificate of Inspection. Where for any reason this is lower than the pressure for which the boiler was orginially designed and the revised safety valve capacity cannot be recomputed and certified by the valve manufacturer, one of the tests described in PG-70(3) of the ASME Code shall be conducted in the presence of the Inspector to insure that the relieving capacity is sufficient at the lower pressure.
(7) On new installations the safety valve nominal size for propulsion boilers and superheaters must not be less than 38mm (1
(8) Lever or weighted safety valves now installed may be continued in use and may be repaired, but when renewals are necessary, lever or weighted safety valves shall not be used. All such replacements shall conform to the requirements of this section.
(9) Gags or clamps for holding the safety valve disk on its seat shall be carried on board the vessel at all times.
(10)
(b)(1) (Modifies PG-68.) Superheater safety valves shall be as indicated in PG-68 of the ASME Code except as noted otherwise in this paragraph.
(2) The setting of the superheater safety valve shall not exceed the design pressure of the superheater outlet flange or the main steam piping beyond the superheater. To prevent damage to the superheater, the drum safety valve shall be set at a pressure not less than that of the superheater safety valve setting plus 5 pounds minimum plus approximately the normal load pressure drop through the superheater and associated piping, including the controlled desuperheater if fitted. See also § 52.01-95(b) (1).
(3) Drum pilot actuated superheater safety valves are permitted provided the setting of the pilot valve and superheater safety valve is such that the superheater safety valve will open before the drum safety valve.
(c)(1) (Modifies PG-71.) Safety valves shall be installed as indicated in PG-71 of the ASME Code except as noted otherwise in this paragraph.
(2) The final setting of boiler safety valves shall be checked and adjusted under steam pressure and, if possible, while the boiler is on the line and the steam is at operating temperatures, in the presence of and to the satisfaction of a marine inspector who, upon acceptance, shall seal the valves. This regulation applies to both drum and superheater safety valves of all boilers.
(3) The safety valve body drains required by PG-71 of the ASME Code shall be run as directly as possible from the body of each boiler safety valve, or the drain from each boiler safety valve may be led to an independent header common only to boiler safety valve drains. No valves of any type shall be installed in the leakoff from drains or drain headers and they shall be led to suitable locations to avoid hazard to personnel.
(d)(1) (Modifies PG-72.) The operation of safety valves shall be as indicated in PG-72 of the ASME Code except as noted in paragraph (d)(2) of this section.
(2) (Modifies PG-73). The lifting device required by PG-73.1.3 of the ASME Code shall be fitted with suitable relieving gear so arranged that the controls may be operated from the fireroom or engineroom floor.
(a)
(2) Provision shall be made in foundations for expansion of the boilers when heated.
(3) Boilers shall be provided with chocks to prevent movement in the event of collision unless a bolted or riveted construction satisfactorily provides for this contingency.
(b)
(2) In vessels having a double bottom or other extensive surfaces directly below the boiler, the distance between such surface and a boiler shall in no case be less than 18 inches at the lowest part.
(3) In certain types of vessels where the boiler foundation forms the ashpit, such foundations shall be efficiently ventilated, except in cases where the ashpit is partially filled with water at all times.
(4) The pans of oil-burning, watertube boilers shall be arranged to prevent oil from leaking into the bilges and shall be lined with firebrick or other heat resisting material.
(5) The distance between a boiler and a compartment containing fuel oil shall not be less than 24 inches at the back end of a boiler and 18 inches elsewhere, except that for a cylindrical part of a boiler or a knuckle in the casing of a water-tube boiler, these distances may be reduced to 18 inches, provided all parts are readily accessible for inspection and repair.
(6) All oil-burning boilers shall be provided with oiltight drip pans under the burners and elsewhere as necessary to prevent oil draining into the bilges.
(c)
(2) Each main power boiler and auxiliary boiler shall be fitted with a separate gas passage.
(a)
(b) The inspections required by PG-90 through PG-100 of the ASME Code shall be performed by the “Authorized Inspector” as defined in PG-91 of the ASME Code. The Authorized Inspector shall hold a valid commission issued by the National Board of Boiler and Pressure Vessel Inspectors. After installation, boilers will be inspected for compliance with this part by the “Marine Inspector” as defined in § 50.10-15 of this subchapter.
(c)
(d)
(a) All boilers built in accordance with this part must be stamped with the appropriate ASME Code symbol as required by PG-104 through PG-113 of the ASME Code.
(b)(1) Upon satisfactory completion of the tests and Coast Guard inspections, boilers must be stamped with the following:
(i) Manufacturer's name and serial number;
(ii) ASME Code Symbol;
(iii) Coast Guard symbol, which is affixed only by marine inspector (see § 50.10-15 of this subchapter);
(iv) Maximum allowable working pressure ___ at ___ °C (°F): and
(v) Boiler rated steaming capacity in kilograms (pounds) per hour (rated joules (B.T.U.) per hour output for high temperature water boilers).
(2) The information required in paragraph (b)(1) of this section must be located on:
(i) The front head or shell near the normal waterline and within 610 mm (24 inches) of the front of firetube boilers; and
(ii) The drum head of water tube boilers.
(3) Those heating boilers which are built to section I of the ASME Code, as permitted by §53.01-10(e) of this subchapter, do not require Coast Guard stamping and must receive full ASME stamping including the appropriate code symbol.
(c) The data shall be legibly stamped and shall not be obliterated during the life of the boiler. In the event that the portion of the boiler upon which the data is stamped is to be insulated or otherwise covered, a metal nameplate as described in PG-106.6 of the ASME Code shall be furnished and mounted. The nameplate is to be maintained in a legible condition so that the data may be easily read.
(d) Safety valves shall be stamped as indicated in PG-110 of the ASME Code.
The manufacturers’ data report forms required by PG-112 and PG-113 of the ASME Code must be made available to the marine inspector for review. The Authorized Inspector's National Board commission number must be included on the manufacturers's data report forms.
(a) Boilers and component parts, including piping, that are fabricated by welding shall be as indicated in PW-1 through PW-54 of the ASME Code except as noted otherwise in this subpart.
(a) Vessels and vessel parts shall be preheated and postweld heat treated in accordance with PW-38 and PW-39 of the ASME Code (reproduces PW-10). This includes boiler parts made of pipe material even though they may be nondestructively examined under § 52.05-20.
Radiographic and ultrasonic examination of welded joints shall be as described in PW-11 of the ASME Code except that parts of boilers fabricated of pipe material, such as drums, shells, downcomers. risers, cross pipes, headers and tubes containing only circumferentially welded butt joints, shall be nondestructively examined as required by § 56.95-10 of this subchapter even though they may be exempted by the size limitations specified in PW-11.1.2 and PW-41.1 of the ASME Code.
(a) The location and minimum size of attachment welds for nozzles and other connections shall be as required by PW-16 of the ASME Code except as noted otherwise in this section.
(b) When nozzles or couplings are attached to boilers, as shown in Figure PW-16 (a) and (c) of the ASME Code and are welded from one side only, backing strips shall be used unless it can be determined visually or by acceptable nondestructive test methods that complete penetration has been obtained.
(c) When attachments as shown in Figure PW-16 (y) and (z) of the ASME
(a) Circumferential welded joints of pipes, tubes and headers shall be as required by PW-41 of the ASME Code except as noted otherwise in this section.
(b) (Modifies PW-41.1) Circumferential welded joints in pipes, tubes, and headers of pipe material must be nondestructively examined as required by § 56.95-10 of this subchapter and PW-41 of the ASME Code.
(c) (Modifies PW-41.5) Butt welded connections shall be provided whenever radiography is required by § 56.95-10 of this subchapter for the piping system in which the connection is to be made. When radiography is not required, welded socket or sleeve type joints meeting the requirements of PW-41.5 of the ASME Code may be provided.
Watertube boilers and parts thereof shall be as indicated in PWT-1 through PWT-15 of the ASME Code except as noted otherwise in this subpart.
(a) Tubes, pipe and nipples shall be attached to sheets, heads, headers, and fittings as indicated in PWT-11 of the ASME Code except as noted otherwise in this section.
(b) (Replaces PWT-9.2 and PWT-11.3.) Threaded boiler tubes shall not be permitted as described by PWT-9.2 and PWT-11.3 of the ASME Code.
(c) In welded wall construction employing stub and welded wall panels which are field welded, approximately 10 percent of the field welds shall be checked using any acceptable nondestructive test method.
(d) Nondestructive testing of the butt welded joints shall meet the requirements of § 56.95-10 of this subchapter.
(a) Firetube boilers and parts thereof shall be as indicated in PFT-1 through PFT-49 of the ASME Code except as noted otherwise in this subpart.
When a discharge pipe is used, it must be installed in accordance with the requirements of § 52.01-105.
(a) The method of supporting firetube boilers shall be as indicated in PFT-46 of the ASME Code except as noted otherwise in this section.
(b) The foundations shall meet the requirements of § 52.01-130.
CGD 81-79, 50 FR 9434, Mar. 8, 1985, unless otherwise noted.
Requirements for fired boilers of various sizes and uses are referenced in Table 54.01-5(a) of this subchapter.
In addition to the requirements in PFH-1 of the ASME Code, feedwater heaters must meet the requirements in this part or the requirements in part 54.
Miniature boilers must meet the applicable provisions in this part for the boiler type involved and the mandatory requirements in PMB-1 through PMB-21 of the ASME Code.
Electric boilers required to comply with this part must meet the applicable provisions in this part and the mandatory requirements in PEB-1 through PEB-19 except PEB-3 of the ASME Code.
(a) Organic fluid vaporizer generators and parts thereof shall meet the requirements of PVG-1 through PVG-12 of the ASME Code except as noted otherwise in this section.
(b) The application and end use of organic fluid vaporizer generators shall be approved by the Commandant.
(a) Fired thermal fluid heaters shall be designed, constructed, inspected, tested, and stamped in accordance with the applicable provisions in this part.
(b) Each fired thermal fluid heater must be fitted with a control which prevents the heat transfer fluid from being heated above its flash point.
(c) The heat transfer fluid must be chemically compatible with any cargo carried in the cargo tanks serviced by the heat transfer system.
(d) Each fired thermal fluid heater must be tested and inspected in accordance with the requirements of subpart 61.30 of this chapter.
Exhaust gas boilers with a maximum allowable working pressure greater than 103 kPa gage (15 psig) or an operating temperature greater than 454 °C. (850 °F.) must be designed, constructed, inspected, tested and stamped in accordance with the applicable provisions in this part. The design temperature of parts exposed to the exhaust gas must be the maximum temperature that could normally be produced by the source of the exhaust gas. This temperature must be verified by testing or by the manufacturer of the engine or other equipment producing the exhaust. Automatic exhaust gas boiler control systems must be designed, constructed, tested, and inspected in accordance with § 63.25-7 of this chapter.
46 U.S.C. 3306, 3703; E.O. 12234, 45 FR 58801, 3 CFR, 1980 Comp., p. 277; 49 CFR 1.46.
CGFR 68-82, 33 FR 18826, Dec. 18, 1968, unless otherwise noted.
(a) Certain material is incorporated by reference into this part with the approval of the Director of the Federal Register in accordance with 5 U.S.C. 552(a). To enforce any edition other than that specified in paragraph (b) of this section, the Coast Guard must publish notice of change in the
(b) The material approved for incorporation by reference in this part and the sections affected are:
(a) Heating boilers shall be designed, constructed, inspected, tested, and stamped in accordance with section IV of the ASME (American Society of Mechanical Engineers) Code as limited, modified, or replaced by specific requirements in this part. The provisions in the appendices to section IV of the ASME Code are adopted and shall be followed when the requirements in section IV make them mandatory. For general information Table 53.01-1(a) lists the various paragraphs in section IV of the ASME Code which are limited, modified, or replaced by regulations in this part.
(b) References to the ASME Code, such as paragraph HG-307, indicate:
H=Section IV, Heating Boilers, ASME Code.
G=Part containing general requirements.
3=Article in part.
307=Paragraph within Article 3.
(c) When a paragraph or a section of the regulations in this part relates to material in section IV of the ASME Code, the relationship with the code will be shown immediately following the heading of the section or at the beginning of the paragraph as follows:
(1) (Modifies H___.) This indicates that the material in H___ is generally applicable but is being altered, amplified or augmented.
(2) (Replaces H___.) This indicates that H___ does not apply.
(3) (Reproduces H___.) This indicates that H___ is being identically reproduced for convenience, not for emphasis.
(a) The regulations in this part apply to steam heating boilers, hot water boilers (which include hot water heating boilers and hot water supply boilers), and to appurtenances thereto. The requirements in this part shall be used in conjunction with section IV of the ASME Code. Table 54.01-5(a) of this subchapter gives a breakdown by parts in this subchapter of the regulations governing various types of pressure vessels and boilers.
(b) (Modifies HG-100.) The requirements of Part HG of section IV, Heating Boilers, of the ASME Code shall be
(a)
(b)
(2) Boilers of cast iron materials shall be restricted to a maximum of 103 kPa gage (15 psig) for steam and to a maximum of 206 kPa gage (30 psig) or 121 °C (250 °F) for hot water.
(c)
(2) Oil fired hot water supply boilers shall not be exempted from the requirements of this part on the basis of size or heat input.
(d) Exhaust gas type boilers shall be restricted to a working pressure equal to or less than 103 kPa gage (15 psig) and an operating temperature equal to or less than 454 °C (850 °F). The design temperature of parts exposed to the exhaust gas must be the maximum temperature that could normally be produced by the source of exhaust gas. This temperature shall be verified by testing or by the manufacturer of the engine or other equipment producing the exhaust.
(e) Heating boilers whose operating conditions are within the service restrictions of § 53.01-10(b)(1) may be constructed in accordance with section I of the ASME Code. In addition, these heating boilers must:
(1) Be stamped with the appropriate ASME Code symbol in accordance with PG-104 through PG-113 of the ASME Code;
(2) Meet the service restrictions of § 53.01-10(b)(2) if made of cast iron;
(3) Have safety valves which meet the requirements of § 52.01-120 of this subchapter;
(4) If a hot water supply boiler, have a temperature relief valve or a pressure-temperature relief valve in accordance with § 53.05-2(c);
(5) If automatically controlled, meet the applicable requirements in part 63 of this subchapter; and
(6) Meet the inspection and test requirements of § 53.10-3.
(f)
CGD 81-79, 50 FR 9435, Mar. 8, 1985, unless otherwise noted.
(a) The pressure relief valve requirements and the safety valve requirements for steam boilers must be as indicated in HG-400 and HG-401 except as noted otherwise in this section.
(b) Each steam boiler must have at least one safety valve.
(a) The relief valve requirements for hot water boilers must be as indicated in article 4 of section IV of the ASME Code except as noted otherwise in this section.
(b)
(c)
(a) Materials for valves must be in accordance with HG-401.2 of the ASME Code except nonmetallic materials may be used only for gaskets and packing.
(a) The discharge capacities and valve markings must be as indicated in HG-402 of the ASME Code. The discharge capacities must be certified by the National Board of Boiler and Pressure Vessel Inspectors.
(a) The tests, inspection, stamping, and reporting of heating boilers shall be as indicated in Article 5, Part HG of section IV of the ASME Code except as noted otherwise in this subpart.
(a) The inspections required by HG-500 through HG-540 must be performed by the “Authorized Inspector” as defined in HG-575 of the ASME Code. The Authorized Inspector shall hold a valid commission issued by the National Board of Boiler and Pressure Vessel Inspectors. After installation, heating boilers must be inspected for compliance with this part by a marine inspector.
(b) Automatically controlled boilers must be subjected to the operating tests prescribed in part 63 of this subchapter.
(c) All heating boilers must have the operation of their pressure relieving devices checked after the final installation.
Stamping of heating boilers shall be as indicated in HG-530 of the ASME Code.
The manufacturers’ data report forms required by HG-520 of the ASME Code must be made available to the marine inspector for review. The Authorized Inspector's National Board commission number must be included on the manufacturers’ data report forms.
(a) The instruments, fittings and controls for heating boilers shall be as indicated in HG-600 through HG-640 of section IV of the ASME Code except as noted otherwise in this section.
(b) For control systems for automatic auxiliary heating equipment, the requirements in part 63 of this subchapter govern and shall be followed.
33 U.S.C. 1509; 43 U.S.C. 1333; 46 U.S.C. 3306, 3703; E.O. 12234, 45 FR 58801, 3 CFR, 1980 Comp., p. 277; 49 CFR 1.46.
CGFR 68-82, 33 FR 18828, Dec. 18, 1968, unless otherwise noted.
(a) Certain material is incorporated by reference into this part with the approval of the Director of the Federal Register in accordance with 5 U.S.C. 552(a). To enforce any edition other than that specified in paragraph (b) of this section, the Coast Guard must publish notice of change in the
(b) The material approved for incorporation by reference in this part and the sections affected are:
(a) Pressure vessels shall be designed, constructed, and inspected in accordance with division 1 of section VIII of the ASME (American Society of Mechanical Engineers) Code, as limited, modified, or replaced by specific requirements in this part. The provisions in the appendices to division 1 of section VIII of the ASME Code are adopted and shall be followed when the requirements in section VIII make them mandatory. For general information Table 54.01-1(a) lists the various paragraphs in division 1 of section VIII of the ASME Code which are limited, modified, or replaced by regulations in this part.
(b) References to the ASME Code, such as paragraph UG-125, indicate:
U=Division 1 of section VIII, Pressure Vessels, ASME Code.
G=Part containing general requirements.
125=Paragraph within part.
(c) When a paragraph or a section of the regulations in this part relates to material in division 1 of section VIII of the ASME Code, the relationship with the code will be shown immediately following the heading of the section or at the beginning of the paragraph as follows:
(1) (Modifies U___.) This indicates that the material in U___ is generally applicable but is being altered, amplified or augmented.
(2) (Replaces U___.) This indicates that U___ does not apply.
(3) (Reproduces U___.) This indicates that U___ is being identically reproduced for convenience, not for emphasis.
(a) This part contains requirements for pressure vessels. Table 54.01-5(a) gives a breakdown by parts in this subchapter of the regulations governing various types of pressure vessels, boilers, and thermal units.
(b) Pressure vessels are divided into Classes I, I-L (low temperature), II, II-L (low temperature), and III. Table 54.01-5(b) describes these classes and sets out additional requirements for welded pressure vessels.
(c) The requirements for pressure vessels by class are as follows:
(1) Class I-L and II-L pressure vessels must meet the applicable requirements in this part.
(2) Pressure vessels containing hazardous materials as defined in § 150.115 of this chapter must meet the requirements of this part or, as applicable, the requirements in 49 CFR parts 171-177 or part 64 of this chapter.
(3) Except as provided in paragraph (c)(4) of this section, Classes I, II, and III pressure vessels not containing hazardous materials must be designed and constructed in accordance with the requirements in Section VIII, division 1, of the ASME Code and must be stamped with the ASME “U” symbol. These pressure vessels must also comply with the requirements that are listed or prescribed in paragraphs (d) through (g) of this section. Compliance with other provisions in this part is not required.
(4) Classes II and III pressure vessels that have a net internal volume of less than 0.14 cubic meters (5 cubic feet) and do not contain hazardous materials must be stamped with either the ASME “U” or “UM” symbol. Compliance with other provisions in this part is not required.
(d) Pressure vessels described in paragraph (c)(3) of this section must—
(1) Have detailed plans that include the information required by § 54.01-18 (approved by the Office of Management and Budget under OMB control number 2130-0181);
(2) Meet § 54.01.01-35, § 54.20-3(c), and § 54.25-3 of this part;
(3) Have pressure relief devices required by subpart 54.15;
(4) Meet the applicable requirements in §§ 54.10-3, 54.10-20, and 54.10-25 for inspection, reports, and stamping;
(5) If welded, meet the post weld heat treatment and minimum joint and radiography requirement in Table 54.01-5(b); and
(6) If a steam generating pressure vessel, meet § 54.01-10.
(e) The plans required by paragraph (d)(1) of this section must be certified by a registered professional engineer to
(f) If a pressure vessel has more than one independent chamber and the chambers have different classifications, each chamber must, as a minimum, meet the requirements for its classification. If a single classification for the entire pressure vessel is preferred, the classification selected must be one that is required to meet all of the regulations applicable to the classification that is not selected. For example, if one chamber is Class I and one chamber is Class II-L, the only single classification that can be selected is Class I-L.
(g) The design pressure for each interface between two chambers in a multichambered pressure vessel must be—
(1) The maximum allowable working pressure (gauge) in the chamber with the higher pressure; or
(2) If one chamber is a vacuum chamber, the maximum allowable working pressure (absolute) in the other chamber minus the least operating pressure (absolute) in the vacuum chamber.
(a) Pressure vessels in which steam is generated are classed as “Unfired Steam Boilers” except as required otherwise by paragraph (b) of this section. Unfired steam boilers must be fitted with an efficient water level indicator, a pressure gage, a blowdown valve, and an approved safety valve as required by § 54.15-15. Unfired steam boilers must be constructed in accordance with this part other than when the pressures are more than 206 kPa (30 psig) or the temperatures of the working fluid are more than 454 °C (850 °F) when such boilers must be constructed in accordance with part 52 of this subchapter.
(b) Vessels known as “Evaporators” or “Heat Exchangers” are not classified as unfired steam boilers. They shall be fitted with an approved safety device as required under § 54.15-15 and constructed in accordance with this part.
(c) An evaporator in which steam is generated shall be fitted with an efficient water level indicator, a pressure gage, and a blowdown valve.
(a) The following classifications are exempt from shop inspection and plan approval requirements of this part:
(1) Vessels containing water at a pressure not greater than 100 pounds per square inch gage, nor a temperature above 200 °F., including those containing air, the compression of which serves only as a cushion. Air charging lines may be permanently attached provided the air pressure does not exceed 15 pounds per square inch gage.
(2) Hot water supply storage tanks heated by steam or any other indirect means when none of the following limitations is exceeded:
(i) A heat input of 200,000 B.t.u. per hour;
(ii) A water temperature of 200 °F.;
(iii) A nominal water-containing capacity of 120 gallons; or
(iv) A pressure of 100 pounds per square inch gage.
(3)(i) Vessels having an internal operating pressure not exceeding 15 pounds per square inch gage with no limitation on size. (See UG-28(e) of the ASME Code.)
(ii) Cargo tanks of pressure vessel configuration are not included in the exemption in paragraph (a)(3)(i) of this section.
(4) Class I, II, and III pressure vessels that meet the requirements of § 54.01-5 (c)(3) and (c)(4).
(5) Condensers and heat exchangers, regardless of size, where the design is such that the liquid phase is not greater than 100 pounds per square inch gage and 200 °F. and the vapor phase is not greater than 15 pounds per square inch gage provided system over pressure conditions are considered.
(b) For fluid conditioner fittings see § 56.15-1 of this subchapter.
Pressure vessels for human occupancy (PVHO's) must meet the requirements of subpart B (Commercial Diving Operations) of part 197 of this chapter.
(a) Manufacturers intending to fabricate pressure vessels, heat exchangers, evaporators, and similar appurtenances, covered by the regulations in this part shall submit detailed plans in accordance with subpart 50.20 of this subchapter.
(b) The following information shall be submitted:
(1) Calculations for all pressure containment components including the maximum allowable working pressure, the hydrostatic or pneumatic test pressure, and the intended safety device setting.
(2) Joint design and methods of attachment of all pressure containment components.
(3) Foundations and supports (design and attachment).
(4) Pertinent calculations for pressure vessel foundations and/or supports.
(5) A bill of material meeting the requirements of section VIII of the ASME Code, as modified by this part.
(6) A diagrammatic arrangement drawing of the assembled unit indicating location of internal and external components.
(a) Pressure components for pressure vessels shall be as required by UG-11 of the ASME Code except as noted otherwise in this section.
(b) All pressure components conforming to an accepted ANSI (American National Standards Institute) Standard referred to in an adopted code, specification or standard or in this subchapter shall also be marked in accordance with MSS (Manufacturers’ Standardization Society) Standard SP-25.
(a) The loadings for pressure vessels shall be as required by UG-22 of the ASME Code except as noted otherwise in this section.
(b) In evaluating loadings for certain pressure vessel applications, the Commandant may require consideration of the following loads in addition to those listed in UG-22 of the ASME Code:
(1) Loading imposed by vessel's attitude in roll, list, pitch and trim.
(2) Dynamic forces due to ship motions.
(a) Vessels or portions of vessels subject to corrosion shall be as required by UG-25 of the ASME Code except as noted otherwise in this section.
(b) The pressure portions of pressure vessels shall:
(1) Normally have a corrosion allowance of one-sixth of the calculated thickness, or one-sixteenth inch, whichever is smaller, added to the calculated thickness as determined by the applicable design formula.
(2) Be specifically evaluated in cases where unusually corrosive cargoes will be involved, for the possible increase of this corrosion allowance.
(3) Have no additional thickness required when acceptable corrosion resistant materials are used.
(4) Not normally need additional thickness allowance when the effective stress (either S or SE depending on the design formula used) is 80 percent or less of the allowable stress listed in section VIII of the ASME Code for calculating thickness.
(c) Telltale holes shall not be permitted in pressure vessels containing dangerous fluids, such as acid, poison, corrosives, etc.
(d) Exemption from these corrosion allowance requirements will be granted by the Commandant in those cases where:
(1) The contents of the pressure vessel is judged to be sufficiently noncorrosive; and,
(2) Where the external surface is also protected from corrosion. A suitable vapor barrier is adequate protection, while paint or other thin coatings exposed to weather or mechanical damage are not acceptable.
No applied linings except as provided in Part UCL of the ASME Code shall be acceptable.
(a) The exemption from external pressure consideration provided by the note under UG-28(f) does not apply.
(b) Vessels which may at times be subjected to partial vacuum due to nature of the contents, temperature, unloading operations, or other facet of employment shall either have vacuum breaker protection or be designed for not less than one-half atmosphere of external pressure.
(a) The pressure vessels for low temperature operation shall be as required by section VIII of the ASME Code as modified by this subpart.
(a) Requirements for ferritic steels, high alloy steels, and heat treated ferritic steels are contained in §§ 54.25-10, 54.25-15, and 54.25-20 respectively of this subchapter.
(b) Requirements for toughness testing of material product forms and weldments (including weld procedure qualification and production toughness tests) are contained in subpart 54.05.
(c) Materials suitable for a given minimum service temperature may be used in warmer service. Steels differing in chemical composition, mechanical properties, or heat treatments from those specified may be specially approved by the Commandant. Similarly, aluminum alloys and other nonferrous materials not intended to be covered by these sections may be specially considered by the Commandant for service at any low temperature.
(a) The toughness tests of materials used in pressure vessels shall be as required by this subpart in lieu of requirements in UG-84 of the ASME Code.
(a) Where material or welding toughness tests are required by §§ 54.25-10, 54.25-15, 54.25-20, and subpart 57.03 or 57.06 of this subchapter, the following requirements shall apply:
(1) Additional requirements for ferritic steels with properties enhanced by heat treatment are in § 54.25-20.
(2) Certified reports of toughness tests by the material manufacturer will be acceptable evidence provided the specimens taken are representative of the material delivered and that the material is not subject to treatment during or following fabrication that will reduce its impact properties. If such treatment is subsequently applied to the material, test specimens shall be so taken and treated as to be representative of the material in the finished vessel.
(b) The requirements of this subpart are also applicable to nonpressure vessel type low temperature tanks and associated secondary barriers, as defined in § 38.05-4 of subchapter D (Tank Vessels) of this chapter.
(a)
(b)
(c)
(2) When drop weight specimens are used, retests shall be permitted only within the limits prescribed in ASTM Specification E-208, except as outlined in paragraph (c)(3) of this section.
(3) If, for heat treated base material, the required toughness results are not obtained in the initial test or in the retest, the material may be reheat treated one time and tested again in accordance with the initial requirements for the material.
(d)
Each toughness test must be conducted at temperatures not warmer than −20 °F or 10 °F below the minimum service temperature, whichever is lower, except that for service at or below −320 °F, the tests may be conducted at the service temperature in accordance with § 54.25-10(a)(2).
(a)
(b)
(2) One set of specimens may represent each five (5) short tons, or less, of the pipe, tubes, or welding fittings produced from one heat of steel poured from a single melting furnace charge and subsequently processed in the same manner, provided all are given a normalizing heat-treatment in a continuous treating furnace in which the temperature is automatically controlled and checked by recording pyrometer.
(3) One set of specimens may represent each five (5) short tons, or less, of the pipe, tubes, or welding fittings that have been given a normalizing heat-treatment as a single charge in a batch-treating furnace equipped with recording pyrometer provided all have been produced from a single melting furnace heat and are subsequently processed in the same manner. If more than one melting furnace heat is present in the batch heat-treating furnace, means of identification shall be provided and one set of specimens shall be taken from each heat.
(4) One set of impact specimens shall be taken from one pipe or tube picked at random from each heat or furnace batch or portion thereof to be certified.
(c)
(2) One or more test blocks shall be cut from billets or blooms selected at random from each heat of material. Each test block shall be forge-reduced in thickness to the thickness of the finished forgings to be certified, within the limitations set below. After forging to the reduced thickness, the test block shall be heat-treated in the same manner as the finished forgings represented, which heat-treatment of test blocks may be carried out in the furnace with the forgings, or separately. If carried out separately, both heat-treatments shall be done in automatically controlled furnaces equipped with calibrated recording pyrometers, the certified records of which shall be made available to the inspector.
(3) One set of Charpy impact specimens or two drop-weight specimens, as applicable, shall be cut from each such test block and these specimens shall represent all forgings (up to 5 short tons) that are from the same heat of material and given the same heat-treatment as the test block, and the thickness of which does not differ from that of the test block by more than plus or minus 50 percent of 1
(4) As many test blocks shall be made as are required under the foregoing rule in paragraph (c)(3) of this section to cover the weight of product and range of thickness found in the forgings represented. The major axis of the test specimens shall be parallel to the length of the test block.
(d)
(e)
(2) One set of Charpy impact or two drop-weight specimens may represent all castings (up to 5 short tons) that are from the same heat of material and that have a thickness that does not differ from the thickness of the section from which the specimens were taken by more than plus or minus 25 percent, or 1
(3) The test specimens shall be heat-treated in the same manner as the castings represented, which heat-treatment of specimens may be carried out in the furnace with the castings represented, or separately, but if carried out separately both heat-treatments shall be done in automatically controlled furnaces equipped with calibrated recording pyrometers, the certified records of which shall be made available to the marine inspector.
(f)
(a) Plate for which Charpy V-notch impact testing is required in the parent material and for which V-notch minima are specified shall similarly have welding procedures qualified for toughness by Charpy V-notch testing. For these tests, the test plates shall be oriented with their final rolling direction parallel to the weld axis (i.e., so that transverse impact specimens result), and with the V-notch normal to the plate surface. The sample weld joint preparation shall be the same as that used in production. The number of test specimens and the location of their notches shall be as shown in Figure 54.05-15(a) and as described in paragraphs (a) (1) through (5) of this section.
(1) Three specimens with the notch centered in the weld metal.
(2) Three specimens with the notch centered on the fusion line between parent plate and weld. (The fusion line may be identified by etching the specimen with a mild reagent.)
(3) Three specimens with the notch centered in the heat affected zone, 1 mm from the fusion line.
(4) Same as paragraph (a)(3) of this section, but 3 mm from the fusion line.
(5) Same as paragraph (a)(3) of this section, but 5 mm from the fusion line.
(b) Plate materials for which Charpy V-notch minimums are not specified, or for which a Charpy V-notch correlation with NDT is not known, and which are themselves tested for toughness by the drop-weight procedure, shall have welding procedures similarly qualified by the drop-weight test. For such qualifications, two drop-weight specimens are to be tested, with the notch positioned directly above and parallel to the centerline of the weld.
(c) Piping welding toughness tests shall be qualified, by making Charpy V-notch impact tests as prescribed in paragraph (a) of this section.
(d) Materials which are specially approved based on toughness criteria or
(e) In the case of stainless steels, weld procedure toughness tests may be limited to weld metal only if this is all that is required by § 54.25-15.
(a) For vessels of welded construction, production toughness test plates shall be prepared for each 50 feet of longitudinal and circumferential butt weld in each Class I-L vessel, or for each 150 feet in each Class II-L vessel, except for material other than stainless steel that is exempted from impact test requirements by this subchapter. In the case of stainless steels, weld production toughness tests may be limited to weld metal only if this is all that is required be § 54.25-15. The test-plate thickness shall be the same as that of the vessel wall at the location of the production weld being sampled. The test plates shall be prepared, wherever possible, as run-off tabs attached at the ends of weld butts or seams. The rolling direction of the run-off tabs should be oriented parallel to the rolling direction of the adjacent production material. The test-plate material shall be taken from one of the heats of material used in the vessel, and both the electrodes and welding procedures shall be the same as used in the fabrication of the vessel. From each test plate, one set of three Charpy impact bars or two drop-weight specimens, as applicable according to the test used in procedure qualification, shall be taken transverse to the weld axis. For Charpy V-notch specimens, the notch shall be normal to the material surface and its location alternated (approximately) on successive tests between the weld metal and heat affected zone. Thus, approximately half of all weld production impact tests will be of weld metal and half of heat affected zone material. For the weld metal tests, the V-notch is to be centered between the fusion lines. For the heat affected zone tests, the notch is to be centered so as to sample, as nearly as practicable, the most critical location for toughness observed in the weld procedure qualification tests. Where the drop weight specimen is used in production weld testing, it shall be prepared in the same manner as specified for procedure qualification testing, § 54.05-15(b).
(b) For vessels not exceeding 5 cubic feet in volume, one set of impact specimens, or two drop-weight specimens, as applicable according to the test used in procedure qualification, may represent all vessels from the same heat of material not in excess of 100 vessels, or one heat-treatment furnace batch. In addition, when such vessels are welded, one weld test plate made from one of the heats of material used, and two sets of impact specimens or two drop-weight specimens, as applicable, cut therefrom, may represent the weld metal in the smallest of: One lot of 100 vessels or less; or each heat-treatment furnace batch; or each 50 feet of welding for Class I-L vessels; or each 150 feet of welding for Class II-L vessels.
(c) For several vessels or parts of vessels being welded in succession, the plate thickness of which does not vary by more than one-fourth inch, and which are made of the same grade of material, a test plate shall be furnished for each 50 feet of welding for Class I-L vessels or 150 feet of welding for Class II-L vessels. For each 50- or 150-foot increment of weld, as applicable, the test plates shall be prepared at the time of fabrication of the first vessel involving that increment.
(d) The test plates and any other test material from which toughness test specimens are cut shall be given the same heat-treatment as the production material they represent. Test specimens representing other material than the weld toughness test plates shall preferably be cut from a part of the vessel material but may be cut from like material that has been heat-treated within the temperature range specified by the producer in treating the actual vessel material.
(e) For nonpressure vessel type tanks and associated secondary barriers, as defined in § 38.05-4, subchapter D (Tank Vessels) of this chapter, production toughness test plates shall be prepared in accordance with paragraphs (a) and (d) of this section. One set of toughness
(a) For Charpy V-notch impact tests the energy absorbed in both the weld metal and heat affected zone impact tests in weld qualification and production shall be:
(1) For weld metal specimens, not less than the transverse values required for the parent material.
(2) For heat affected zone specimens, when the specimens are transversely oriented, not less than the transverse values required for the parent material.
(3) For heat affected zone specimens, when the specimens are longitudinally oriented, not less than 1.5 times the transverse values required for the parent material.
(b) For drop-weight tests both specimens from each required set shall exhibit a no-break performance.
(a)
(b) Transversely oriented Charpy V-notch impact specimens of ASTM A-203 nickel steels must exhibit energies not less than the values shown in § 54.05-20 (a). Requirements for 9 percent nickel steels are contained in § 54.25-20. Other nickel alloy steels, when specially approved by the Commandant, must exhibit a no-break performance when tested in accordance with the drop weight procedure. If, for such materials, there are data indicating suitable correlation with drop-weight tests, Charpy V-notch tests may be specially considered by the Commandant in lieu of drop-weight tests. If the drop-weight test cannot be performed because of material thickness limitations (less than one-half inch), or product shape, or is otherwise inapplicable (because of heat treatment, chemistry etc.) other tests or test criteria will be specified by the Commandant.
(c) Where sufficient data are available to warrant such waiver, the Commandant may waive the requirements for toughness testing austenitic stainless steel materials. Where required, austenitic stainless steels are to be tested using the drop-weight procedure and must exhibit a no-break performance. Where data are available indicating suitable correlation of Charpy V-notch results with drop-weight NDT or no-break performance, Charpy V-notch tests may be specially considered by the Commandant in lieu of dropweight tests. If the dropweight test cannot be performed because of material thickness limitations (less than one-half inch), or product shape, or is otherwise inapplicable (because of heat treatment, chemistry, etc.) other tests and/or test criteria will be specified by the Commandant.
(a) The Coast Guard will give consideration to the enhanced yield and tensile strength properties of ferrous and nonferrous materials at low temperature for the purpose of establishing allowable stress values for service temperature below 0 °F.
(b) The use of such allowable stress values must be specially approved -by the Coast Guard for each ap-pli-ca-tion.
(c) Submittals must include information and calculations specified by the Coast Guard (G-MSE) to demonstrate that the allowable stress for the material cannot be exceeded under any possible combination of vessel loads and metal temperature.
(a) The inspection, tests, stamping, and reports for pressure vessels shall be as required by paragraphs UG-90 through UG-103 and UG-115 through UG-120 of the ASME Code except as noted otherwise in this subpart.
(a) Only marine inspectors shall apply the Coast Guard Symbol. They will not apply any other code symbol to pressure vessels.
(b) All pressure vessels not exempted under provisions of § 54.01-15 shall be inspected by a marine inspector referring to procedures outlined in UG-92 through UG-103 of the ASME Code and §§ 50.30-10, 50.30-15, and 50.30-20 of this subchapter. The marine inspector will then stamp the vessel with the Coast Guard Symbol.
(c) Pressure vessels described in § 54.01-5(c)(3), except pressure vessels in systems regulated under § 58.60 of this chapter, must be visually examined by a marine inspector prior to installation. The marine inspector also reviews the associated plans and manufacturers’ data reports. If, upon inspection, the pressure vessel complies with the applicable requirements in § 54.01-5, the marine inspector stamps the pressure vessel with the Coast Guard Symbol.
(a) The maximum allowable working pressure for a vessel is the maximum pressure permissable at the top of the vessel in its normal operating position at the operating temperature specified for that pressure. It is the least of the values found for maximum allowable working pressure for any of the essential parts of the vessel by the principles given in paragraph (b) of this section and adjusted for any difference in static head that may exist between the part considered and the top of the vessel. (See UA-60 (a) of the ASME Code.)
(b) The maximum allowable working pressure for a vessel part is the maximum internal or external pressure, including the static head thereon, as determined by the rules and formulas in this Division (ASME Code), together with the effect of any combination of loadings listed in UG-22 of the ASME Code (see § 54.01-30) which are likely to occur, for the designated coincident operating temperature, excluding any metal thickness specified as corrosion allowance. (See UG-25 of the ASME Code.)
(c) Maximum allowable working pressure may be determined for more than one designated operating temperature, using for each temperature the applicable allowable stress value.
Table 54.10-5 gives pictorially the interrelation among the various pressure levels pertinent to this part of the regulations. It includes reference to section VIII of the ASME Code for definitions and explanations.
(a) All pressure vessels shall satisfactorily pass the hydrostatic test prescribed by this section, except those pressure vessels noted under § 54.10-15(a).
(b) The hydrostatic test pressure shall be at least one and one-half times the maximum allowable working pressure stamped on the pressure vessel, multiplied by the ratio of the stress value “S” at the test temperature to the stress value “S” at the design temperature for the materials of which the pressure vessel is constructed. The values for “S” shall be taken from Tables UCS 23, UNF 23, UHA 23, or UHT 23 of the ASME Code. The value of “S” at test temperature shall be that taken for the material of the tabulated value of temperature closest to the test temperature. The value of “S” at design temperature shall be as interpolated from the appropriate table. No ratio less than one shall be used. The stress resulting from the hydrostatic test shall not exceed 90 percent of the yield stress of the material at the test temperature. External loadings which will exist in supporting structure during the hydrostatic test should be considered. The design shall consider the combined stress during hydrostatic testing due to pressure and the support reactions. This stress shall not exceed 90 percent of the yield stress of the material at the test temperature. In addition the adequacy of the supporting structure during hydrostatic testing should be considered in the design.
(c) The hydrostatic test pressure shall be applied for a sufficient period of time to permit a thorough examination of all joints and connections. The test shall not be conducted until the vessel and liquid are at approximately the same temperature.
(d) Defects detected during the hydrostatic test or subsequent examination shall be completely removed and then inspected. Provided the marine inspector gives his approval, they may then be repaired.
(e) Vessels requiring stress relieving shall be stress relieved after any welding repairs have been made. (See UW-40 of the ASME Code.)
(f) After repairs have been made the vessel shall again be tested in the regular way, and if it passes the test, the marine inspector may accept it. If it
(a) Pneumatic testing of welded pressure vessels shall be permitted only for those units which are so designed and/or supported that they cannot be safely filled with water, or for those units which cannot be dried and are to be used in a service where traces of the testing medium cannot be tolerated.
(b) Proposals to pneumatically test shall be submitted to the cognizant Officer in Charge, Marine Inspection, for approval.
(c) Except for enameled vessels, for which the pneumatic test pressure shall be at least equal to, but need not exceed, the maximum allowable working pressure to be marked on the vessel, the pneumatic test pressure shall be at least equal to 1.25 times the maximum allowable working pressure to be stamped on the vessel multiplied by the lowest ratio (for the materials of which the vessel is constructed) of the stress value “S” for the test temperature of the vessel to the stress value “S” for the design temperature (see UG-21 of the ASME Code). In no case shall the pneumatic test pressure exceed 1.25 times the basis for calculated test pressure as defined in UA-60(e) of the ASME Code.
(d) The pneumatic test of pressure vessels shall be accomplished as follows:
(1) The pressure on the vessel shall be gradually increased to not more than half the test pressure.
(2) The pressure will then be increased at steps of approximately one-tenth the test pressure until the test pressure has been reached.
(3) The pressure will then be reduced to the maximum allowable working pressure of the vessel to permit examination.
(e) Pressure vessels pneumatically tested shall also be leak tested. The test shall be capable of detecting leakage consistent with the design requirements of the pressure vessel. Details of the leak test shall be submitted to the Commandant for approval.
(f) After satisfactory completion of the pneumatic pressure test, the vessel may be stamped in accordance with § 54.10-20. A marine inspector shall observe the pressure vessel in a loaded condition at the first opportunity following the pneumatic test. The tank supports and saddles, connecting piping, and insulation if provided shall be examined to determine if they are satisfactory and that no leaks are evident.
(g) The pneumatic test is inherently more hazardous than a hydrostatic test, and suitable precautions shall be taken to protect personnel and adjacent property.
(a)
(1) Manufacturer's name and serial number.
(2) Coast Guard number, see § 50.10-30 of this subchapter.
(3) Coast Guard Symbol, which is affixed only by the marine inspector.
(4) Maximum allowable working -pressure __ kPa (__ psig) at __ °C (__ °F).
(5) Class.
(6) Minimum service temperature allowed, if below −18 °C (0 °F)
(7) Water capacity in liters (U.S. gallons), if a cargo carrying pressure -vessel.
(b)
(c)
(1) Those parts of pressure vessels requiring Coast Guard shop inspection under this part which are furnished by other than the shop of the manufacturer responsible for the completed vessel shall be stamped with the Coast Guard Symbol, the Marine Inspection Office identification letters (see § 50.10-30 of this subchapter) and the word “Part”, the manufacturer's name and serial number, and the design pressure.
(d) Thin walled vessels (modifies UG-119). In lieu of direct stamping on the pressure vessel, the information required by paragraph (a) of this section shall be stamped on a nameplate permanently attached to the pressure vessel when the pressure vessel is constructed of—
(1) Steel plate less than one-fourth inch thick; or
(2) Nonferrous plate less than one-half inch thick.
(a) The Manufacturers’ data report form, as provided by the Coast Guard, shall be completed in duplicate and certified by the manufacturer for each pressure vessel required to be shop inspected under these regulations. The original of this form shall be delivered to the Coast Guard inspector.
(b) Data forms for those parts of a pressure vessel requiring inspection, which are furnished by other than the shop of the manufacturer responsible for the completed unit, shall be executed in triplicate by the manufacturer of the parts. The original and one copy shall be delivered to the Coast Guard inspector who shall forward one copy of the report to the Officer in Charge, Marine Inspection, having cognizance over the final assembly. These partial data reports, together with the final inspection and tests, shall be the final Coast Guard inspector's authority to apply the Coast Guard symbol and number. A final data report shall be executed by the manufacturer or assembler who completes the final assembly and tests.
(c) If a pressure vessel is required to be inspected in accordance with § 54.10-3(c), the manufacturer's data reports required by UG-120 must be made available to the Coast Guard inspector for review prior to inspection of the pressure vessel.
(a) All pressure vessels built in accordance with applicable requirements in Division 1 of section VIII of the ASME Code must be provided with protective devices as indicated in UG-125 through UG-136 except as noted otherwise in this subpart.
(b) The markings shall be in accordance with this chapter for devices covered by § 54.15-10.
(a) Definitions applicable to this subpart are in § 52.01-3 of this subchapter.
(a) All pressure vessels must be provided with protective devices. The protective devices must be in accordance with the requirements of UG-125
(b) An unfired steam boiler evaporator or heat exchanger (see § 54.01-10) shall be equipped with protective devices as required by § 54.15-15.
(c) All pressure vessels other than unfired steam boilers shall be protected by pressure-relieving devices that will prevent the pressure from rising more than 10 percent above the maximum allowable working pressure, except when the excess pressure is caused by exposure to fire or other unexpected source of heat.
(d) Where an additional hazard can be created by exposure of a pressure vessel to fire or other unexpected sources of external heat (for example, vessels used to store liquefied flammable gases), supplemental pressure-relieving devices shall be installed to protect against excessive pressure. Such supplemental pressure-relieving devices shall be capable of preventing the pressure from rising more than 20 percent above the maximum allowable working pressure of the vessel. The minimum required relief capacities for compressed gas pressure vessels are given under § 54.15-25. A single pressure-relieving device may be used to satisfy the requirements of this paragraph and paragraph (c) of this section, provided it meets the requirements of both paragraphs.
(e) Pressure-relieving devices should be selected on the basis of their intended service. They shall be constructed, located, and installed so that they are readily accessible for inspection and repair and so arranged that they cannot be readily rendered inoperative.
(f) Where pressure-indicating gages are used, they shall be chosen to be compatible with the pressure to be indicated. The size of the visual display, the fineness of graduations, and the orientation of the display will be considered. In no case shall the upper range of the gage be less than 1.2 times nor more than 2 times the pressure at which the relieving device is set to function.
(g) The Commandant may authorize or require the use of a rupture disk in lieu of a relief or safety valve under certain conditions of pressure vessel use and design. See § 54.15-13.
(h) Vessels that are to operate completely filled with liquid shall be equipped with liquid relief valves unless otherwise protected against overpressure.
(i) The protective devices required under paragraph (a) of this section shall be installed directly on a pressure vessel except when the source of pressure is external to the vessel, and is under such positive control that the pressure in the vessel cannot exceed the maximum allowable working pressure at the operating temperature except as permitted in paragraphs (c) and (d) of this section.
(j) Pressure-relieving devices shall be constructed of materials suitable for the pressure, temperature, and other conditions of the service intended.
(k) The opening through all pipes and fittings between a pressure vessel and its pressure-relieving device shall have at least the area of the pressure-relieving device inlet, and in all cases shall have sufficient area so as not to unduly restrict the flow to the pressure-relieving device. The opening in the vessel shall be designed to provide direct and unobstructed flow between the vessel and its pressure-relieving device.
(l) Safety devices need not be provided by the pressure vessel manufacturer. However, overpressure protection shall be provided prior to placing the vessel in service.
(a) All safety and relief valves for use on pressure vessels or piping systems shall be designed to meet the protection and service requirements for which they are intended and shall be set to relieve at a pressure which does not exceed the “maximum allowable working pressure” of the pressure vessel or piping system. Relief valves are not required to have huddling chambers for other than steam service. In addition, safety valves used on vessels in which steam is generated shall meet § 52.01-120 of this subchapter except § 52.01-120(a)(9). For steam service
(b) Pilot-valve control or other indirect operation of safety valves is not permitted unless the design is such that the main unloading valve will open automatically at not over the set pressure and will discharge its full rated capacity if some essential part of the pilot or auxiliary device should fail. All other safety and relief valves shall be of the direct spring loaded type.
(c) Safety and relief valves for steam or air service shall be provided with a substantial lifting device so that the disk can be lifted from its seat when the pressure in the vessel is 75 percent of that at which the valve is set to blow.
(d) Safety and relief valves for service other than steam and air need not be provided with a lifting device although a lifting device is desirable if the vapors are such that their release will not create a hazard.
(e) If the design of a safety or relief valve is such that liquid can collect on the discharge side of the disk, the valve shall be equipped with a drain at the lowest point where liquid can collect (for installation, see UG-134 of section VIII of the ASME Code).
(f) Cast iron may be employed in the construction of relief valves for pressures not exceeding 125 pounds per square inch and temperatures not exceeding 450 °F. Seats or disks of cast iron are prohibited.
(g) The spring in a relief valve in serv-ice for pressures up to and including 250 pounds per square inch shall not be reset for any pressure more than 10 percent above or 10 percent below that for which the relief valve is marked. For higher pressures, the spring shall not be reset for any pressure more than 5 percent above or 5 percent below that for which the relief valve is marked.
(h) The rated relieving capacity of safety and relief valves for use on pressure vessels shall be based on actual flow test data and the capacity shall be certified by the manufacturer in accordance with one of the following:
(1) 120 percent of the valve set pressure for valves rated in accordance with Compressed Gas Association Standard S-1.2.5.2.
(2) 110 percent of the valve set pressure for valves rated in accordance with UG-131 of section VIII of the ASME Code.
(3) 103 percent of the valve set pressure for steam in accordance with PG-69 of the ASME Code.
(a) Paragraph UG-127 of the ASME Code provides for the use of rupture disks in series with spring loaded safety or relief valves.
(b) For certain pressure vessels containing substances which may render a relief or safety valve inoperative, or where the installation of a valve is considered impractical, the Commandant may authorize or require the use of a rupture disk in parallel with or in lieu of a spring loaded safety or relief valve. These rupture disks shall:
(1) Comply with the general provisions of § 54.15-5 except as noted otherwise in this section;
(2) Have a capacity for discharge such that the volume of release is sufficient to prevent the internal pressure from exceeding 120 percent of the “maximum allowable working pressure” with the pressure vessel exposed to fire conditions (see § 54.15-25); and,
(3) Operate at a pressure level which does not produce fatigue failure of the disk. The normal maximum operating pressure multiplied by 1.3 shall not exceed the nominal disk burst pressure. (Notice that this restriction for protection of the rupture disk will usually require operation below the “maximum allowable working pressure” of the pressure vessel and therefore should be considered in design.)
(c) All disks shall be oriented so that if rupture occurs, the disk fragments and pressure vessel discharge will be directed away from operating personnel and vital machinery.
(a) An approved safety valve set to relieve at a pressure not exceeding the “maximum allowable working pressure” of the shell shall be fitted to all unfired steam boilers and evaporators except for evaporators of the atmospheric type designed for vapor discharge direct to a distiller with no shutoff valve in the discharge line. The distiller connected to atmospheric evaporators shall be fitted with a vent to prevent a buildup in pressure. In no case shall the vent be less than 1
(b) Safety valves for use on pressure vessels in which steam or pressure is generated shall comply with the requirements of § 54.15-10. Rupture discs used in lieu of these safety valves, as provided for in paragraph (a) of this section, shall comply with the requirements of § 54.15-13.
(c) The relieving capacity of evaporator safety valves required by paragraph (a) of this section shall be at least equal to the capacity of the orifice fitted in the steam supply to the evaporator. The orifice capacity shall be determined in accordance with the formula in paragraph (c) (1) or (2) of this section as appropriate:
(1) Where the set pressure of the evaporator shell safety valve is 58 percent or less than the setting of the safety valve in the steam supply:
(2) Where the set pressure of the evaporator shell safety valve exceeds 58 percent of the setting of the safety valve on the steam supply:
W=The required orifice capacity, in pounds per hour.
A=Cross-sectional area of rounded entrance orifice, in square inches. The orifice shall be installed near the steam inlet or the coils or tubes and where no orifice is employed the area used in the formula shall be that of the inlet connection or manifold.
P=Set pressure of steam supply safety valve, in pounds per square inch, absolute.
P
(d) The relieving capacity of safety valves on unfired steam boilers shall not be less than the maximum generating capacity of the unfired steam boiler as certified by the manufacturer.
(e) On new installations and where the orifice size of an existing unfired steam boiler or evaporator is increased, an accumulation test shall be made by closing all steam outlet connections except the safety valves for a period of five minutes. When conducting the accumulation test, the water shall be at the normal operating level and the steam pressure shall be at the normal operating pressure, and while under this test the pressure shall not rise more than 6 percent above the safety valve setting.
(f) A heat exchanger with liquid in the shell and the heating medium in the tubes or coils, shall be fitted with a liquid relief valve meeting the requirement of § 54.15-5.
(g)(1) A heat exchanger with steam in the shell and liquid in the tubes or coils at a pressure exceeding that in the shell, shall have a liquid relief valve fitted to protect the shell against excess pressure.
(2) The discharge capacity of such relief valves shall be calculated on the basis of the discharge from one tube using the difference in pressures between that in the shell and that in the tubes and shall be not less than that determined by the following formula:
Q=Required relief valve discharge capacity, in gallons per minute, based on relief valve set pressure.
P
P
D=Internal diameter of the largest tube or coil, in inches.
K=Coefficient of discharge=0.62.
(a) Each tank shall be fitted with one or more safety relief valves designed, constructed, and flow tested in accordance with subpart 162.017 or 162.018 in subchapter Q (Specifications) of this chapter. Valves conforming to specification subpart 162.017 shall be limited to use on tanks whose maximum allowable working pressure is not in excess of 10 pounds per square inch. With specific approval of the Commandant, such valves may be connected to the vessel in lieu of being directly fitted to the tanks.
(b) The discharge pressure and the maximum overpressure permitted shall be in accordance with § 54.15-5.
(c) The rate of discharge for heat input of fire must meet the following formula:
(c-1) For an independent tank that has a portion of the tank protruding above the open deck, the fire exposure factor must be calculated for the surface area above the deck and the surface area below the deck, and this calculation must be specially approved by the Commandant (G-MSE).
(d) In determining the total safety valve relieving capacity, the arrangement and location of the valves on the tank will be evaluated. The valves shall be placed so that a number of valves sufficient to provide the required relieving capacity shall always be in communication with the cargo vapor phase. The possible motions which the tank may see in its intended service and attendant changes in cargo liquid level will be considered. Shut off valves shall not be installed between
(e)(1) Each safety relief valve shall be tested in the presence of a marine inspector before being placed in service except as noted otherwise in paragraph (e)(2) of this section. The test shall satisfactorily show that the valve will start to discharge at the required minimum pressure.
(2) Each safety relief valve fitted with a breaking pin and rupture disk need not be tested in the presence of a marine inspector before being placed in service. In lieu thereof, a certificate shall be furnished with the valve attested to by the manufacturer that the test requirements of paragraph (e)(1) of this section have been met.
(a) Pressure vessels and vessel parts that are fabricated by welding shall be as required by paragraphs UW-1 through UW-65 of section VIII of the ASME Code except as noted otherwise in this subchapter.
(b)[Reserved]
(a) Pressure vessels containing hazardous materials as defined in § 150.115 of this chapter must be of the class and construction required by subchapter D, I, O, or, when not specified, of a class determined by the Commandant.
(b) Class III pressure vessels must not be used for the storage or stowage of hazardous materials unless there is specific authorization in subchapters D, I, or O.
(a) Fabrication by welding shall be in accordance with the provisions of this part and with part 57 of this subchapter.
(b) Welding subject to UW-11(a) of the ASME Code shall be modified as described in § 54.25-8 for radiographic examination.
(c) A butt welded joint with one plate edge offset, as shown in Figure UW-13.1(k) of the ASME Code, may only be used for circumferential joints of Class II and Class III pressure vessels.
(d) Attachment welds for nozzles and other connections shall be in accordance with UW-16 of the ASME Code. When nozzles or connections are made to pressure vessels, as shown in Figure UW-16.1 (a) and (c) of the ASME Code, and are welded from one side only, backing strips shall be used unless it can be determined visually that a full penetration weld has been achieved.
(e) When fabricating by welding the minimum joint requirements shall be as specified under the column headed “minimum joint requirements” in Table 54.01-5(b) for various classes of pressure vessels.
(f) Joints in Class II or III pressure vessel cargo tanks must meet the following:
(1) Category A and B joints must be type (1) or (2).
(2) Category C and D joints must have full penetration welds extending through the entire thickness of the vessel wall or nozzle wall.
(a)
(b)
(a) Fabrication by brazing shall be in accordance with the provisions of this part and with part 57 of this subchapter.
(a) The carbon, alloy, and heat treated steels used in construction of pressure vessels and parts shall be as indicated in section VIII of the ASME Code except as noted otherwise in this subpart.
(a) The steels listed in UCS-6(b) and UCS-6(c) of the ASME Code will be allowed only in Class III pressure vessels (see Table 54.01-5(b)).
(a) The corrosion allowance shall be as required in § 54.01-35 in lieu of requirements in UCS-25 of the ASME Code.
(a) Postweld heat treatment is required for all carbon and low alloy steel Class I, I-L, and II-L vessels regardless of thickness. (Refer to Table 54.01-5(b) for applicable requirements.)
(b) Cargo tanks which are fabricated of carbon or low alloy steel as Class II pressure vessels, designed for pressures exceeding 100 pounds per square inch gage and used in the storage or transportation of liquefied compressed gases shall be postweld heat treated regardless of thickness.
(a) Full radiography is required for all Class I and Class I-L vessels regardless of thickness. (Refer to Table 54.01-5(b) for applicable requirements.)
(b) Class II-L vessels shall be spot radiographed. The exemption provided in UW-11(c) of the ASME Code does not apply. (Refer to Table 54.01-5(b) for applicable requirements.)
(c) Each butt welded joint in a Class II or III pressure vessel cargo tank must be spot radiographed, in accordance with UW-52, regardless of diameter or thickness, and each weld intersection or crossing must be radiographed for a distance of at least 10 thicknesses from the intersection.
(a)
(2) The service temperature is the minimum temperature of a product at which it may be contained, loaded and/or transported. However, the service temperature shall in no case be taken higher than given by the following formula:
t
t
t
(b)
For high alloy steels refer to § 54.25-15. For heat treated steels refer to § 54.25-20.
(1)(i) For minimum service temperatures not lower than −67 °F., ferritic steels shall be made with fine grain practice and shall have an austenitic grain size of 5 or finer, and shall be normalized. Consideration will be given to other heat treatments. Refer to § 57.03-1(d) of this subchapter. Plate for pressure vessel applications shall conform to the requirements of ASTM A-20. It may be produced by the open hearth, basic oxygen or electric furnace process and shall conform to the requirements of Table 54.25-10(b)(1). (Other alloying elements may only be present in trace amounts.)
(ii) Mechanical properties shall be within the following limits:
(2) For minimum service temperature below −67 °F., but not below the designated minimum service temperature, ferritic steels shall be normalized, low carbon, fully killed, fine grain, nickel alloy type, conforming to any one of the specifications in Table 54.25-10(b)(2). Consideration will be given to other heat treatments. Refer to § 57.03-1(d) of this subchapter for quenched and tempered steels. The ultimate and yield strengths shall be as shown in the applicable specification and shall be suitable to the design stress levels adopted. The service temperature shall not be colder than the minimum specified in Table 54.25-10(b)(2) for each steel.
(3) The materials permitted under paragraphs (b) (1) and (2) of this section shall be tested for toughness in accordance with and shall satisfy the applicable requirements of subpart 54.05.
(4) Welded pressure vessels or nonpressure vessel type tanks and associated secondary barriers, as defined in § 38.05-4 of subchapter D (Tank Vessels) of this chapter shall meet the toughness requirements of subparts 57.03 and 57.06 of this subchapter with regard to weld procedure qualifications and production testing.
(5) The material manufacturer's identification marking required by the material specification shall not be die-stamped on plate material less than one-fourth inch in thickness.
(c)
(d) Weldments and all materials used in pressure vessel type cargo tanks operating at ambient temperatures and constructed of materials listed in Table UCS-23 must pass Charpy impact tests in accordance with UG-84 at a temperature of −20 °F or colder, except as provided by paragraphs (d)(1), (d)(2), and (d)(3) of this section.
(1) Charpy impact tests are not required for any of the following ASTM materials if the thickness for each is
(viii) All other plates, structural shapes and bars, and other product forms, except for bolting, if produced to a fine grain practice and normalized.
(2) Charpy impact tests are not required for any of the following ASTM materials if the thickness for each is 1
(3) Charpy impact tests are not required for any of the following bolt materials:
(a) Toughness tests for the materials listed in UHA-51(a) of the ASME Code for service temperatures below −425 °F., UHA-51(b)(1) through (5) for service temperatures below 0 °F., and UHA-51(c) for all service temperatures, shall be performed in accordance with the requirements of subpart 54.05. These requirements are also applicable to nonpressure vessel type, low temperature tanks and associated secondary barriers, as defined in § 38.05-4 in subchapter D (Tank Vessels) of this chapter. Such tests are required regardless of the vessel's design stress. Service temperature is defined in § 54.25-10(a)(2).
(b) Materials for pressure vessels with service temperatures below −320 °F. shall be of the stabilized or low carbon (less than 0.10 percent) austenitic stainless steel type, produced according to the applicable specifications of Table UHA-23 of the ASME Code. These materials and their weldments shall be tested for toughness according to the requirements of subpart 54.05 except that the Charpy V-notch testing acceptance criteria will be in accordance with UHT-6(a)(4) and (5) of the ASME Code.”
(c) Except as permitted by § 54.05-30, the allowable stress values used in the design of low temperature pressure vessels may not exceed those given in Table UHA-23 of the ASME Code for temperatures of −20 °F. to 100 °F.
(a) For service temperatures below 0 °F. but not below the designated minimum service temperature, steel conforming to the specifications of Table 54.25-20(a) may be used in the fabrication of pressure vessels and nonpressure vessel tanks and associated secondary barriers, as defined in § 38.05-4 of subchapter D (Tank Vessels) of this chapter. The ultimate and yield
(b) The materials permitted under paragraph (a) of this section shall be tested for toughness in accordance with the requirements of UHT-6 of the ASME Code except that tests shall be conducted at the temperature specified in § 54.05-6 in lieu of that in UHT-5(c) of the ASME Code. Lateral expansion in a broken Charpy V-notch specimen is illustrated in Figure 54.25-20(b) and shall be measured in accordance with the procedure outlined in ASTM A-370.
(c) The qualification of welding procedures and welders and weld production testing for the steels of Table 54.25-20(a) shall conform to the requirements of part 57 of this subchapter and subpart 54.05 except that the Charpy V-notch testing acceptance criteria shall be in accordance with UHT-6(a) (4) and (5) of the ASME Code.
(d) The values of absorbed energy in foot-pounds and of fracture appearance in percentage shear, which are recorded for information when complying with paragraphs (b) and (c) of this section shall also be reported to the marine inspector or the Commandant, as applicable.
(e) Except as permitted by § 54.05-30, the allowable stress values may not exceed those given in Table UHT-23 of the ASME Code for temperatures of 150 °F. and below.
(a) The welding requirements in UHT-82 of the ASME Code shall be modified to require that the qualification of welding procedures and welders and weld production testing shall conform to the requirements of part 57 of this subchapter. The requirements are § 57.03-1(d) of this subchapter are applicable to welded pressure vessels and nonpressure vessel type tanks of quenched and tempered steels other than 9 percent nickel.
(b)[Reserved]
(a) Certain pressure vessels may be mechanically stress relieved in accordance with the requirements in this subpart.
(b)[Reserved]
(a) Large conventional pressure vessels used to transport liquefied petroleum and natural gases, at “low temperatures” may often be difficult to thermally stress relieve. Where no other problem, such as corrosion exists, mechanical stress relief will be permitted for Class II-L pressure vessels.
(b) Mechanical stress relief serves to cause small flaws, particularly in the weld zone, to yield plastically at the flaw tip resulting in a local relief of stress and a blunting of the crack tip. To achieve the maximum benefit from mechanical stress relief, it is necessary that the stresses so imposed be more severe than those expected in normal service life. At the same time, it is necessary that the stresses which are imposed are not so high as to result in appreciable deformation or general yielding.
(c) The weld joint efficiencies as listed in Table UW-12 of the ASME Code shall apply except that a minimum of spot radiography will be required. UW-12(c) of the ASME Code which permits omitting all radiography does not apply. Spot examination shall follow UW-52 of the ASME Code and in addition these vessels will be required to have radiographic examination of intersecting circumferential and longitudinal joints for a distance of at least 20 times the plate thickness from the junction. See § 54.20-10 on spot radiography.
(d) Severe cold forming will not be permitted unless thermal stress relief is used. For example, parts of the vessels which are individually cold formed, such as heads, must be thermally stress relieved, where the extreme fiber strain measured at the surface exceeds 5 percent as determined by:
t=Plate thickness.
R
R
(a) Class II-L pressure vessels which require stress relief (see Table 54.01-5(b)) may be mechanically stress relieved provided:
(1) The steels from which they are fabricated do not specifically require thermal stress relief in UCS-56 of the ASME Code and have a ratio of yield to
(2) Pressure difference across the shell is not greater than 100 pounds per square inch, thickness of shell is not greater than 1 inch, and the design temperature is not greater than 115 °F.
(3) It will carry liquids of specific gravity no greater than 1.05.
(4) Design details are sufficient to eliminate stress concentrators: Mechanical stress relief is not acceptable in designs involving the following types of welded connections shown in UW-16.1 of the ASME Code:
(i) Types l, m, n, and p because of nonintegral reinforcement. Type o will be acceptable provided the plate, nozzle, and reinforcement assembly are furnace stress relieved and the reinforcement is at least 6 inches or 10t, whichever is larger, from the plate head.
(ii) Types d, e, and f because expansion and contraction stresses are concentrated at the junction points.
(5) That no slip-on flanges in sizes greater than 2 inches are used.
(6) The categories A and B joints are type one as described in Table UW-12 of the ASME Code and all categories C and D joints are full penetration welds. See UW-3 of the ASME Code for definition of categories.
(b) When a pressure vessel is to be mechanically stress relieved in accordance with § 54.30-10(a)(1), its maximum allowable working pressure will be 40 percent of the value which would otherwise be determined. However, an increase of this 40 percent factor may be permitted if the stress relief is carried out at a pressure higher than that required by § 54.30-10(a)(1) and an experimental strain analysis is carried out during stress relief. This evaluation should provide information as to the strains at the saddles, welded seams and nozzles as well as the body of the vessel. The hydrostatic pressure applied during stress relief should be such that, except in the case of welds, the stresses in the vessel shall closely approach but not exceed 90 percent of the yield stress of the material at the test temperature. The proposed experimental program should be submitted to the Commandant for approval prior to its use. Photo-elastic coating, strain gaging, or a brittle coating technique is suggested for the experimental analysis.
(a) The mechanical stress relief shall be carried out in accordance with the following stipulations using water as the pressurizing medium:
(1) At a hydrostatic pressure (measured at the tank top) of 1
(2) At a temperature of 70 °F. or the service temperature plus 50 °F., whichever is higher. Where the ambient temperature is below 70 °F., and use of water at that temperature is not practical, the minimum temperature for mechanical stress relief may be below 70 °F. but shall not be less than 50 °F. above service temperature.
(3) The stress relief shall be at the required temperature and pressure and held for a period not less than 2 hours per inch of metal thickness, but in no case less than 2 hours.
(b) It is considered preferable that mechanical stress relief be accomplished with the tanks in place on their saddles or supporting structure in the barge or ship in which they will be utilized. In any case, it is considered mandatory that the tank be supported only by its regular saddles or supporting structure, without any auxiliary or temporary supports.
(a) A stress analysis shall be performed to determine if the tank may be exposed to excessive loadings during the mechanical stress relief process. This analysis should include consideration of the local stresses in way of saddles or other supporting structure and additional bending stresses due to the weight of the pressurizing liquid particularly in areas of high stress concentration. While it is necessary that the general stress level during the process be in excess of the normal working level, the calculated maximum stress during test shall not exceed 90 percent of the yield strength of the material at test temperature. The
(b) In all cases where the tanks are mechanically stress relieved in place in the ship or barge and the tanks are designed to carry cargoes with a specific gravity less than 1.05, the ship or barge shall be shown to have adequate stability and buoyancy, as well as strength to carry the excess weight of the tank during the stress relief procedure.
33 U.S.C. 1321(j), 1509; 43 U.S.C. 1333; 46 U.S.C. 3306, 3703; E.O. 12234, 45 FR 58801, 3 CFR, 1980 Comp., p. 277; E.O. 12777, 56 FR 54757, 3 CFR, 1991 Comp., p. 351; 49 CFR 1.46.
CGFR 68-82, 33 FR 18843, Dec. 18, 1968, unless otherwise noted.
See § 50.15-10 for general adoption of standards of the ANSI (American National Standards Institute). The printing of portions of the “American National Standard Code for Pressure Piping, Power Piping,” ANSI-B31.1, is with the permission of the publisher, The American Society of Mechanical Engineers, United Engineering Center, 345 East 47th Street, New York, N.Y. 10017. The adoption of this standard ANSI-B31.1 for pressure piping and power piping is subject to specific limitations or modifications as described in this part. Those requirements in ANSI-B31.1 which are not referred to in this part are adopted without change. Table 56.01-5(a) sets forth a general reference to various paragraphs in ANSI-B31.1 which are limited, modified, or replaced by regulations in this part.
(a) This part contains requirements for the various ships’ and barges’ piping systems and appurtenances.
(b) The respective piping systems installed on ships and barges shall have the necessary pumps, valves, regulation valves, safety valves, relief valves, flanges, fittings, pressure gages, liquid level indicators, thermometers, etc., for safe and efficient operation of the vessel.
(c) Piping for industrial systems on mobile offshore drilling units need not fully comply with the requirements of
(a) Certain standards and specifications are incorporated by reference into this part with the approval of the Director of the Federal Register in accordance with 5 U.S.C. 552(a). To enforce any edition other than the one listed in paragraph (b) of this section, notice of the change must be published in the
(b) The standards and specifications approved for incorporation by reference in this part, and the sections affected are:
(a) Power boiler external piping and components must meet the requirements of this part and §§ 52.01-105, 52.01-110, 52.01-115, and 52.01-120 of this chapter.
(b) Specific requirements for power boiler external piping and appurtenances, as defined in §§ 100.1.1 and 100.1.2, appearing in the various paragraphs of ANSI B31.1, are not adopted unless specifically indicated elsewhere in this part.
(a) Piping systems for ships and barges shall be designed, constructed, and inspected in accordance with B31.1, the “Code for Pressure Piping, Power Piping,” of the ANSI (American National Standards Institute), as limited, modified, or replaced by specific requirements in this part. The provisions in the appendices to ANSI-B31.1 are adopted and shall be followed when the requirements in ANSI-B31.1 or the regulations in this part make them mandatory. For general information Table 56.01-5(a) lists the various paragraphs, etc., in ANSI-B31.1 which are limited, modified, replaced, or reproduced by regulations in this part.
(b) When a section or paragraph of the regulations in this part relates to material in ANSI-B31.1 Code (American National Standard Code for Pressure Piping, Power Piping), the relationship with this code will be shown immediately following the heading of the section or at the beginning of the paragraph as follows:
(1) (Modifies ___.) This indicates that the material in the ANSI-B31.1 so numbered for identification is generally applicable but is being altered, amplified or augmented.
(2) (Replaces ___.) This indicates that the material in the ANSI-B31.1 so numbered for identification does not apply.
(3) (Reproduces ___.) This indicates that the material in the ANSI-B31.1 so numbered for identification is being identically reproduced for convenience, not for emphasis.
(c) As stated in § 50.15-10 of this chapter, the standards of the ANSI (American National Standards Institute) specifically referred to in this part shall be the governing requirements for the subject matters covered unless specifically limited, modified or replaced by other regulations in this subchapter. See § 56.60-1(b) for the other adopted commercial standards applicable to piping systems which also form a part of this subchapter.
(a) Plans and specifications for new construction and major alterations showing the respective piping systems shall be submitted, as required by subpart 50.20 of this subchapter.
(b) Piping materials and appliances, such as pipe, tubing, fittings, flanges, and valves, except safety valves and safety relief valves covered in part 162 of subchapter Q (Specifications) of this chapter, are not required to be specifically approved by the Commandant, but shall comply with the applicable requirements for materials, construction, markings, and testing. These materials and appliances shall be certified as described in part 50 of this subchapter. Drawings listing material specifications and showing details of welded joints for pressure-containing appurtenances of welded construction shall be submitted in accordance with paragraph (a) of this section.
(c)(1) Prior to installation aboard ship, diagrams of the following systems shall be submitted for approval:
(i) Steam and exhaust piping.
(ii) Boiler feed and blowoff piping.
(iii) Safety valve escape piping.
(iv) Fuel oil service, transfer and filling piping. (Service includes boiler fuel and internal combustion engine fuel piping.)
(v) Fire extinguishing systems including fire main and sprinkler piping, inert gas and foam.
(vi) Bilge and ballast piping.
(vii) Tank cleaning piping.
(viii) Condenser circulating water piping.
(ix) Vent, sound and overflow piping.
(x) Sanitary drains, soil drains, deck drains, and overboard discharge piping.
(xi) Internal combustion engine exhaust piping. (Refer to part 58 of this subchapter for requirements.)
(xii) Cargo piping.
(xiii) Hot water heating systems if the temperature is greater than 121 °C(250 °F).
(xiv) Compressed air piping.
(xv) Fluid power and control systems (hydraulic, pneumatic). (Refer to subpart 58.30 of this subchapter for specific requirements.)
(xvi) Lubricating oil piping.
(xvii) Refrigeration and air conditioning piping. (Refer to part 58 of this subchapter for specific requirements.)
(2) Arrangement drawings of the following systems shall also be submitted prior to installation:
(i) All Classes I, I-L, and II-L systems.
(ii) All Class II firemain, foam, sprinkler, bilge and ballast, vent sounding and overflow systems.
(iii) Other Class II systems only if specifically requested or required by regulations in this subchapter.
(d)(1) The drawings or diagrams shall include a list of material, furnishing pipe diameters, wall thicknesses, design pressure, fluid temperature, applicable ASTM material or ANSI component specification, type, size, design standard, and rating of valves, flanges, and fittings.
(2) Pump rated capacity and pump shutoff head shall appear on piping diagrams. Pump characteristic curves shall be submitted for all pumps in the firemain and foam systems. These curves need not be submitted if the following information is shown on the drawing:
(i) Rated capacity and head at rated capacity.
(ii) Shutoff head.
(iii) Head at 150 percent rated capacity.
(3) Standard drawings of the following fabrication details shall be submitted:
(i) Welding details for piping connections.
(ii) Welding details for nonstandard fittings (when appropriate).
(d-1) Plans of piping for industrial systems on mobile offshore drilling units must be submitted under subpart 58.60 of this subchapter.
(e) Where piping passes through watertight bulkheads and/or fire boundaries, plans of typical details of piping penetrations shall be submitted.
(f) Arrangement drawings specified in paragraph (c)(2) of this section are not required if—
(1) The location of each component for which there is a location requirement (i.e., shell penetration, fire station, foam monitor, etc.) is indicated on the piping diagram;
(2) The diagram includes, or is accompanied by and makes reference to, a material schedule which describes components in sufficient detail to substantiate their compliance with the regulations of this subchapter;
(3) A thermal stress analysis is not required; and
(4) A dynamic analysis is neither required nor elected in lieu of allowable stress reduction.
Piping shall be classified as shown in Table 56.04-1.
The designation of classes according to service is found in Table 56.04-2.
Piping systems and appurtenances not requiring plan approval may be accepted by the marine inspector if:
(a) The system is suitable for the service intended,
(b) There are guards, shields, insulation and similar devices where needed for protection of personnel,
(c) Failure of the systems would not hazard the vessel, personnel or vital systems, and
(d) The system is not manifestly unsafe.
(a)
(1) The word
(b)
(c)
(d)
(e)
(f)
(g)
(a)
(2) Where the maximum allowable working pressure of a system component, such as a valve or a fitting, is less than that computed for the pipe or tubing, the system pressure shall be limited to the lowest of the component maximum allowable working pressures.
(b)
(2) The relief valve setting shall not exceed the maximum allowable working pressure of the system. Its relieving capacity shall be sufficient to prevent the pressure from rising more than 20 percent above the system maximum allowable working pressure. The rated relieving capacity of safety and relief valves used in the protection of piping systems only shall be based on actual flow test data and the capacity shall be certified by the manufacturer at 120 percent of the set pressure of the valve.
(3) Relief valves shall be certified as required in part 50 of this subchapter for valves, and shall also meet the requirements of § 54.15-10 of this subchapter.
(c)
(d)
(1) The details of components not having specific ratings as described in 102.2.2 of ANSI B31.1 must be furnished to the Marine Safety Center for approval.
(2) Boiler blowoff piping must be designed in accordance with § 56.50-40 of this part.
(e)
(2) Allowable stress values, as found in the ASME Code, which are restricted in application by footnote or are italicized shall not be used. Where multiple stresses are listed for a material, the lowest value of the listing shall be used unless otherwise approved by the Commandant. In all cases the temperature is understood to be the actual temperature of the component.
(3) Where the operator desires to use a material not listed, permission must be obtained from the Commandant. Requirements for testing found in § 56.97-40(a)(2) and § 56.97-40(a)(4) may affect design and should be considered. Special design limitations may be found for specific systems. Refer to subpart 56.50 for specific requirements.
(f)
(1) Reinforcement calculations where applicable shall be submitted.
(2) Wherever possible the longitudinal joint of a welded pipe should not be pierced.
(a) Pipe, tubing, pipe joining fittings, and piping system components, shall meet material and standard requirements of subpart 56.60 and shall meet the certification requirements of part 50 of this subchapter.
(b) The requirements in this subpart and subparts 56.15 through 56.25 shall be followed in lieu of those in 105 through 108 in ANSI-B31.1; however, certain requirements are marked “reproduced.”
(a)
(b)
(c)
(2) Copper and brass pipe for air may be used in accordance with the allowable stresses found from Table 56.60-1(a).
(2-a) Copper-nickel alloys may be used for water and steam service within the design stress and temperature limitations indicated in ANSI-B31.1.
(3) Copper tubing may be used for dead-end instrument service up to 1,000 pounds per square inch.
(4) Copper, brass, or aluminum pipe or tube shall not be used for flammable fluids except where specifically permitted by this part.
(5) Aluminum alloy pipe or tube may be used within the limitation stated in 123.2.7 of ANSI-B31.1 and paragraph (4) of this section (c)5.
(d)
CGD 77-140, 54 FR 40602, Oct. 2, 1989, unless otherwise noted.
(a) Pipe joining fittings certified in accordance with subpart 50.25 of this subchapter are acceptable for use in piping systems.
(b) Threaded, flanged, socket-welding, buttwelding, and socket-brazing pipe joining fittings, made in accordance with the applicable standards in Tables 56.60-1(a) and 56.60-1(b) of this part and of materials complying with subpart 56.60 of this part, may be used in piping systems within the material, size, pressure, -and temperature limitations of those standards and within any further limitations specified in this subchapter. Fittings must be designed for the maximum pressure to which they may be subjected, but in no case less than 50 pounds per square inch gage.
(c) Pipe joining fittings not accepted for use in piping systems in accordance with paragraph (b) of this section must meet the following:
(1) All pressure-containing materials must be accepted in accordance with § 56.60-1 of this part.
(2) Fittings must be designed so that the maximum allowable working pressure does not exceed one-fourth of the burst pressure or produce a primary stress greater than one-fourth of the ultimate tensile strength of the material for Class II systems and for all Class I, I-L, and II-L systems receiving ship motion dynamic analysis and nondestructive examination. For Class I, I-L, or II-L systems not receiving ship motion dynamic analysis and nondestructive examination under § 56.07-10(c) of this part, the maximum allowable working pressure must not exceed one-fifth of the burst pressure or produce a primary stress greater than one-fifth of the ultimate tensile strength of the material. The maximum allowable working pressure may be determined by—
(i) Calculations comparable to those of ANSI B31.1 or Section VIII of the ASME Code;
(ii) Subjecting a representative model to a proof test or experimental stress analysis described in paragraph A-22 of Section I of the ASME Code; or
(iii) Other means specifically accepted by the Marine Safety Center.
(3) Fittings must be tested in accordance with § 56.97-5 of this part.
(4) If welded, fittings must be welded in accordance with subpart 56.70 of this part and part 57 of this chapter or by other processes specifically approved by the Marine Safety Center. In addition, for fittings to be accepted for use in piping systems in accordance with this paragraph, the following requirements must be met:
(i) For fittings sized three inches and below—
(A) The longitudinal joints must be fabricated by either gas or arc welding;
(B) One fitting of each size from each lot of 100 or fraction thereof must be flattened cold until the opposite walls meet without the weld developing any cracks;
(C) One fitting of each size from each lot of 100 or fraction thereof must be hydrostatically tested to the pressure required for a seamless drawn pipe of the same size and thickness produced from equivalent strength material, as determined by the applicable pipe material specification; and
(D) If a fitting fails to meet the test in paragraph (c)(4)(i)(B) or (c)(4)(i)(C) of this section, no fitting in the lot from which the test fitting was chosen is acceptable.
(ii) For fittings sized above three inches—
(A) The longitudinal joints must be fabricated by arc welding;
(B) For pressures exceeding 150 pounds per square inch, each fitting must be radiographically examined as specified in Section VIII of the ASME Code;
(C) For pressures not exceeding 150 pounds per square inch, the first fitting
(D) One fitting of each size from each lot of 100 or fraction thereof must be hydrostatically tested to the pressure required for a seamless drawn pipe of the same size and thickness produced from equivalent strength material, as determined by the applicable pipe material specification; and
(E) If a fitting fails to meet the test in paragraph (c)(4)(ii)(C) or (c)(4)(ii)(D) of this section, no fitting in the lot from which the test fitting was chosen is acceptable.
(d) Single welded butt joints without the use of backing strips may be employed in the fabrication of pipe joining fittings of welded construction provided radiographic examination indicates that complete penetration is obtained.
(e) Each pipe joining fitting must be marked in accordance with MSS Standard SP-25.
(a) Fluid conditioner fittings certified in accordance with subpart 50.25 of this subchapter are acceptable for use in piping systems.
(b) Fluid conditioner fittings, not containing hazardous materials as defined in § 150.115 of this chapter, which are made in accordance with the applicable standards listed in Table 56.60-1(b) of this part and of materials complying with subpart 56.60 of this part, may be used within the material, size, pressure, and temperature limitations of those standards and within any further limitations specified in this subchapter.
(c) The following requirements apply to nonstandard fluid conditioner fittings which do not contain hazardous materials as defined in § 150.115 of this chapter:
(1) The following nonstandard fluid conditioner fittings must meet the applicable requirements in § 54.01-5 (c)(3), (c)(4), and (d) of this chapter or the remaining provisions in part 54 of this chapter, except that Coast Guard shop inspection is not required:
(i) Nonstandard fluid conditioner fittings that have a net internal volume greater than 0.04 cubic meters (1.5 cubic feet) and that are rated for temperatures and pressures exceeding those specified as minimums for Class I piping systems.
(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.
(2) All other nonstandard fluid conditioner fittings must meet the following:
(i) All pressure-containing materials must be accepted in accordance with § 56.60-1 of this part.
(ii) Nonstandard fluid conditioner fittings must be designed so that the maximum allowable working pressure does not exceed one-fourth of the burst pressure or produce a primary stress greater than one-fourth of the ultimate tensile strength of the material for Class II systems and for all Class I, I-L, and II-L systems receiving ship motion dynamic analysis and nondestructive examination. For Class I, I-L, or II-L systems not receiving ship motion dynamic analysis and nondestructive examination under § 56.07-10(c) of this part, the maximum allowable working pressure must not exceed one-fifth of the burst pressure or produce a primary stress greater than one-fifth of the ultimate tensile strength of the material. The maximum allowable working pressure may be determined by—
(A) Calculations comparable to those of ANSI B31.1 or Section VIII of the ASME Code;
(B) Subjecting a representative model to a proof test or experimental stress analysis described in paragraph A-22 of Section I of the ASME Code; or
(C) Other means specifically accepted by the Marine Safety Center.
(iii) Nonstandard fluid conditioner fittings must be tested in accordance with § 56.97-5 of this part.
(iv) If welded, nonstandard fluid conditioner fittings must be welded in accordance with subpart 56.70 of this part and part 57 of this chapter or by other processes specifically approved by the Marine Safety Center.
(d) All fluid conditioner fittings that contain hazardous materials as defined
(e) Heat exchangers having headers and tubes and brazed boiler steam air heaters are not considered fluid conditioner fittings and must meet the requirements in part 54 of this chapter regardless of size. For brazed boiler steam air heaters, see also § 56.30-30(b)(1) of this part.
(a) Special purpose fittings certified in accordance with subpart 50.25 of this subchapter are acceptable for use in piping systems.
(b) Special purpose fittings made in accordance with the applicable standards listed in Table 56.60-1(b) of this part and of materials complying with subpart 56.60 of this part, may be used within the material, size, pressure, and temperature limitations of those standards and within any further limitations specified in this subchapter.
(c) Nonstandard special purpose fittings must meet the requirements of §§ 56.30-25, 56.30-40, 56.35-10, 56.35-15, or 56.35-35 of this part, as applicable.
(a) Valves certified in accordance with subpart 50.25 of this subchapter are acceptable for use in piping systems.
(b) Non-welded valves complying with the standards listed in § 56.60-1 of this part may be used within the specified pressure and temperature ratings of those standards, provided the limitations of § 56.07-10(c) of this part are applied. Materials must comply with subpart 56.60 of this part. Welded valves complying with the standards and specifications listed in § 56.60-1 of this part may be used in Class II systems only unless they meet paragraph (c) of this section.
(c) All other valves must meet the following:
(1) All pressure-containing materials must be accepted in accordance with § 56.60-1 of this part.
(2) Valves must be designed so that the maximum allowable working pressure does not exceed one-fourth of the burst pressure or produce a primary stress greater than one-fourth of the ultimate tensile strength of the material for Class II systems and for all Class I, I-L, and II-L systems receiving ship motion dynamic analysis and nondestructive examination. For Class I, I-L, or II-L systems not receiving ship motion dynamic analysis and nondestructive examination under § 56.07- 10(c) of this part, the maximum allowable working pressure must not exceed one-fifth of the burst pressure or produce a primary stress greater than one-fifth of the ultimate tensile strength of the material. The maximum allowable working pressure may be determined by—
(i) Calculations comparable to those of ANSI B31.1 or Section VIII of the ASME Code, if the valve shape permits this;
(ii) Subjecting a representative model to a proof test or experimental stress analysis described in paragraph A-22 of Section I of the ASME Code; or
(iii) Other means specifically accepted by the Marine Safety Center.
(3) Valves must be tested in accordance with § 56.97-5 of this part.
(4) If welded, valves must be welded in accordance with subpart 56.70 of this part and part 57 of this chapter or by other processes specifically approved by the Marine Safety Center.
(d) Where liquid trapped in any closed valve can be heated and an uncontrollable rise in pressure can result, means must be provided in the design, installation, and operation of the valve to ensure that the pressure in the valve does not exceed that allowed by this part for the attained temperature. (For example, if a flexible wedge gate valve with the stem installed horizontally is closed, liquid from testing, cleaning, or condensation can be trapped in the bonnet section of the closed valve.) Any resulting penetration of the pressure wall of the valve must meet the requirements of this part and those for threaded and welded auxiliary connections in ANSI B16.34.
(a) Each valve shall bear the manufacturer's name or trademark and reference symbol to indicate the service conditions for which the manufacturer guarantees the valve. The marking shall be in accordance with MSS-SP-25.
(a) Valves may be used with flanged, threaded, butt welding, socket welding or other ends in accordance with applicable standards as specified in subpart 56.60.
(a) All valves must close with a right-hand (clockwise) motion of the handwheel or operating lever when facing the end of the valve stem. Gate, globe and angle valves must generally be of the rising-stem type, preferably with the stem threads external to the valve body. Where operating conditions will not permit such installations, the use of nonrising-stem valves will be permitted. Nonrising-stem valves, lever operated valves, and any other valve where, due to design, the position of the disc or closure mechanism is not obvious shall be fitted with indicators to show whether the valve is opened or closed. Such indicators are not required for valves located in tanks or similar inaccessible spaces where indication is provided at the remote valve operator. Operating levers of the quarter-turn (rotary) valves must be parallel to the fluid flow in the open position and perpendicular to the fluid flow in the closed position.
(b) Valves of Class I piping systems (for restrictions in other classes refer to sections on low temperature service), having diameters exceeding 2 inches must have bolted, pressure seal, or breech lock bonnets and flanged or welding ends, except that socket type welding ends shall not be used where prohibited by § 56.30-5(c) of this part, § 56.30-10(b)(4) of this part for the same pressure class, or elsewhere in this part. For diameters not exceeding 2 inches, screwed union bonnet or bolted bonnet, or bonnetless valves of a type which will positively prevent the stem from screwing out of the body may be employed. Outside screw and yoke design must be used for valves 3 inches and larger for pressures above 600 pounds per square inch gage. Cast iron valves with screwed-in or screwed-over bonnets are prohibited. Union bonnet type cast iron valves must have the bonnet ring made of steel, bronze, or malleable iron.
(c) Valves must be designed for the maximum pressure to which they may be subjected, but in no case shall the design pressure be less than 50 pounds per square inch gage. The use of wafer type resilient seated valves is not permitted for shell connections unless they are so arranged that the piping immediately inboard of the valve can be removed without affecting the watertight integrity of the shell connection. Refer also to § 56.20-15(b)(2)(ii) of this part. Large fabricated ballast manifold connecting lines exceeding 8 inches nominal pipe size must be designed for a pressure of not less than 25 pounds per square inch gage.
(d) Disks or disk faces, seats, stems and other wearing parts of valves shall be made of material possessing corrosion and heat-resisting qualities suitable for the service conditions to which they may be subjected.
(e) Plug cocks shall be constructed with satisfactory and positive means of preventing the plug from becoming loosened or removed from the body when the plug is operated. Cocks having plug locking arrangements depending on cotter pins are prohibited.
(f) Cocks shall be marked in a straight line with the body to indicate whether they are open or closed.
(g) Materials forming a portion of the pressure barrier shall comply with the applicable provisions of this part.
(a) A valve in which the closure is accomplished by resilient nonmetallic material instead of a metal to metal seat shall comply with the design, material, construction and testing for valves specified in this part.
(b) Valves employing resilient material shall be divided into three categories, Positive shutoff, Category A,
(1)
(2)
(i) Valves at vital piping system manifolds;
(ii) Isolation valves in cross-connects between two piping systems, at least one of which is a vital system, where failure of the valve in a fire would prevent the vital system(s) from functioning as designed.
(iii) Valves providing closure for any opening in the shell of the vessel.
(3)
(c) If a valve designer elects to use either calculations or actual fire testing in lieu of material removal and pressure testing, the proposed calculation method or test plan must be accepted by the Commandant (G-MSE).
(a) Sizes of bypasses shall be in accordance with MSS-SP-45.
(b) Pipe for bypasses should be at least Schedule 80 seamless, and of a material of the same nominal chemical composition and physical properties as that used for the main line. Lesser thickness may be approved depending on the installation and service conditions.
(c) Bypasses may be integral or attached.
Flanges must conform to the design requirements of the applicable standards of Table 56.60-1(b) of this part of Appendix 2 of section VIII of the ASME Code. Plate flanges must meet the requirements of § 56.30-10(b)(5) of this part and the material requirements of § 56.60-1(a) of this part. Flanges may be integral or may be attached to pipe by threading, welding, brazing, or other means within the applicable standards specified in Table 56.60-1(b) of this part and the requirements of this subpart. For flange facing gasket combinations other than those specified above, calculations must be submitted indicating that the gaskets will not result in a higher bolt loading or flange moment than for the acceptable configurations.
(a) Blanks shall conform to the design requirements of 104.5.3 of ANSI-B31.1.
(a) Flange facings shall be in accordance with the applicable standards listed in Table 56.60-1(b) and MSS-SP-6.
(b) When bolting class 150 standard steel flanges to flat face cast iron flanges, the steel flange must be furnished with a flat face, and bolting must be in accordance with § 56.25-20 of
(a) Gaskets shall be made of materials which are not injuriously affected by the fluid or by temperature.
(b) Only metallic and suitable asbestos-free nonmetallic gaskets may be used on flat or raised face flanges if the expected normal operating pressure exceeds 720 pounds per square inch or the operating temperature exceeds -750 °F.
(c) The use of metal and nonmetallic gaskets is not limited as to pressure provided the gasket materials are suitable for the maximum fluid temperatures.
(a)
(2) Bolts and studs must extend completely through the nuts.
(3) See § 58.30-15(c) of this chapter for exceptions on bolting used in fluid power and control systems.
(b) Carbon steel bolts or bolt studs may be used if expected normal operating pressure does not exceed 300 pounds per square inch gage and the expected normal operating temperature does not exceed 400 °F. Carbon steel bolts must have heavy hexagon heads in accordance with ANSI B18.2.1 and must have heavy semifinished hexagonal nuts in accordance with ANSI B18.2.2, unless the bolts are tightly fitted to the holes and flange stress calculations taking the bolt bending stresses into account are submitted. When class 250 cast iron flanges are used or when class 125 cast iron flanges are used with ring gaskets, the bolting material must be carbon steel conforming to ASTM Specification A307, Grade B.
(c) Alloy steel stud bolts must be threaded full length or, if desired, may have reduced shanks of a diameter not less than that at the root of the threads. They must have heavy semifinished hexagonal nuts in accordance with ANSI B18.2.2.
(d) All alloy bolts or bolt studs and accompanying nuts are recommended to be threaded in accordance with ANSI B1.1, Class 2A external threads, and Class 2B internal threads (8-thread series 8UN for 1 inch and larger).
(e) (Reproduces 108.5.6.) Washers, when used under nuts, shall be of forged or rolled steel.
(a) The selection and limitation of piping joints shall be as required by this subpart in lieu of requirements in 110 through 118 of ANSI-B31.1; however certain requirements are marked “reproduced” in this subpart.
The type of piping joint used shall be suitable for the design conditions and shall be selected with consideration of joint tightness, mechanical strength and the nature of the fluid handled.
(a)
(b)
(1) The backing rings shall be removed and the inside of the joint ground smooth, or
(2) The joint shall be welded without backing rings, or
(3) Consumable insert rings must be used. Commonly used types of butt welding end preparations are shown in ANSI B16.25.
(4) Restrictions as to the use of backing rings appear for the low temperature piping systems and should be checked when designing for these systems.
(c)
(2) Socket welds must not be used where severe erosion or crevice corrosion is expected to occur. Restrictions on the use of socket welds appear in § 56.70-15(d)(3) of this part for Class I service and in § 56.50-105 of this part for low temperature service. These sections should be checked when designing for these systems. See § 56.70-15(d)(4) of this part for Class II service.
(3) (Reproduces 111.3.4.) Drains and bypasses may be attached to a valve of fitting by socket welding provided the socket depth, bore diameter, and shoulder thickness conform to ANSI B16.11.
(d)
(e)
(a) Flanged or butt-welded joints are required for Classes I and I-L piping for nominal diameters exceeding 2 inches, except as otherwise specified in this subchapter.
(b) Flanges may be attached by any method shown in Figure 56.30-10(b) or by any additional means that may be approved by the Marine Safety Center. Pressure temperature ratings of the appropriate ANSI standard must not be exceeded.
(1)
(2)
(3)
(4)
(5)
(6)
(7)
(8)
(9)
(10)
(11)
(12)
(13)
(14)
(15)
(a) Expanded or rolled joints may be used where experience or test has demonstrated that the joint is suitable for the design conditions and where adequate provisions are made to prevent separation of the joint. Specific application for use must be made to the Commandant.
(b)[Reserved]
(a) Threaded joints may be used within the limitations specified in subpart 56.15 of this chapter and within other limitations specified in this section.
(b) (Reproduces 114.1.) All threads on piping components must be taper pipe threads in accordance with the applicable standard listed in Table 56.60-1(b). Threads other than taper pipe threads may be used for piping components where tightness of the joint depends on a seal weld or a seating surface other than the threads, and where experience or test has demonstrated that such threads are suitable.
(c) Threaded joints may not be used where severe erosion, crevice corrosion, shock, or vibration is expected to occur; or at temperatures over 925 °F. Size limitations are given in Table 56.30-20(c) of this section.
(d) Pipe with a wall thickness less than that of standard weight of ANSI B36.10 steel pipe must not be threaded regardless of service. For additional threading limitations for pipe used in steam service over 250 pounds per square inch or water service over 100 pounds per square inch and 200 °F, see part 104.1.2(c)(1) of ANSI B31.1. Restrictions as to the use of threaded joints appear for low temperature piping and should be checked when designing for these systems.
(a) This section applies to pipe fittings that are mechanically connected to pipe by such means as ferrules, flared ends, swaging, elastic strain preload, crimping, bite-type devices, and shape memory alloys. Fittings to which this section applies must be designed, constructed, tested, and marked in accordance with ASTM F 1387-93. Previously approved fittings may be retained as long as they are maintained in good condition to the satisfaction of the Officer in Charge, Marine Inspection.
(b) Flared, flareless and compression fittings may be used within the service limitations of size, pressure, temperature, and vibration recommended by the manufacturer and as specified in this section.
(c) Flared, flareless, and compression type tubing fittings may be used for tube sizes not exceeding 50 millimeters (2 inches) outside diameter within the limitations of applicable standards and specifications listed in this section and § 56.60-1 of this part.
(d) Flareless fittings must be of a design in which the gripping member or sleeve must grip or bite into the outer surface of the tube with sufficient strength to hold the tube against pressure, but without appreciably distorting the inside tube diameter or reducing the wall thickness. The gripping member must also form a pressure seal against the fitting body.
(e) For fluid services, other than hydraulic systems, using a combustible
Caulked joints may not be used in marine installations.
(a)
(b)
(2) Brazed joints depending solely upon a fillet, rather than primarily upon brazing material between the pipe and socket are not acceptable.
(a) This section applied to pipe fittings that form a seal by compressing a resilient gasket onto the pipe joint primarily by threaded fasteners and where joint creep is only restricted by such means as machined grooves, centering pins, or welded clips. Fittings to which this section applies must be designed, constructed, tested, and marked in accordance with ASTM F 1476-93 and ASTM F 1548-94. Previously approved fittings may be retained as long as they are maintained in good condition to the satisfaction of the Officer in Charge, Marine Inspection.
(b) Gasketed mechanical couplings may be used within the service limitations of pressure, temperature and vibration recommended by the manufacturer, except that gasketed mechanical couplings must not be used in—
(1) Any location where leakage, undetected flooding or impingement of liquid on vital equipment may disable the vessel; or
(2) In tanks where the liquid conveyed in the piping system is not chemically compatible with the liquid in the tank.
(c) Gasketed mechanical couplings must not be used as expansion joints. Positive restraints must be included, where necessary, to prevent the coupling from creeping on the pipe and uncovering the joint. Bite-type devices do not provide positive protection against creep and are generally not accepted for this purpose. Machined grooves, centering pins, and welded clips are considered positive means of protection against creep.
(a) Flexible pipe couplings of the compression or slip-on type must not be used as expansion joints. To ensure that the maximum axial displacement (approximately
(b) Positive means must also be provided to prevent the coupling from “creeping” on the pipe and uncovering the joint. Bite type devices do not provide positive protection against creeping and are not generally accepted for this purpose unless other means are also incorporated. Machined grooves or centering pins are considered positive
(c) Couplings which employ a solid sleeve with welded attachments on both pipes will require the removal of one set of attachments before dismantling. Rewelding of the attachments may require gas freeing of the line.
(d) The installation shall be such as to preclude appreciable difference in the vibration magnitudes of the pipes joined by the couplings. The couplings shall not be used as a vibration damper. The vibration magnitude and frequency should not exceed that recommended by the coupling manufacturer.
(e) Flexible couplings made in accordance with the applicable standards listed in Table 56.60-1(b) of this part and of materials complying with subpart 56.60 of this part may be used within the material, size, pressure, and temperature limitations of those standards and within any further limitations specified in this subchapter. Flexible couplings fabricated by welding must also comply with part 57 of this chapter.
(f) Flexible couplings must not be used in cargo holds or in any other space where leakage, undetected flooding, or impingement of liquid on vital equipment may disable the ship, or in tanks where the liquid conveyed in the piping system is not compatible with the liquid in the tank. Where flexible couplings are not allowed by this subpart, joints may be threaded, flanged and bolted, or welded.
(g) Damaged or deteriorated gaskets shall not be reinstalled.
(h) Each coupling shall be tested in accordance with § 56.97-5.
(a) A summary of the results of pipe stress calculations for the main and auxiliary steam piping where the design temperatures exceed 800 °F shall be submitted for approval. Calculations shall be made in accordance with one of the recognized methods of stress analysis acceptable to the Marine Safety Center to determine the magnitude and direction of the forces and movements at all terminal connections, anchor and junction points, as well as the resultant bending stress, longitudinal pressure stress, torsional stress, and combined expansion stress at all such points. The location of the maximum combined stress shall be indicated in each run of pipe between anchor points.
(b) Special consideration will be given to the use of the full tabulated value of S in computing S
(a) Nonmetallic expansion joints certified in accordance with subpart 50.25 of this subchapter are acceptable for use in piping systems.
(b) Nonmetallic expansion joints must conform to the standards listed in Table 56.60-1(b) of this part. Nonmetallic expansion joints may be used within their specified pressure and temperature rating in vital and nonvital machinery sea connections inboard of the skin valve. These joints must not be used to correct for improper piping workmanship or misalignment. Joint movements must not exceed the limits set by the joint manufacturer.
(a) Metallic expansion joints certified in accordance with subpart 50.25 of this subchapter are acceptable for use in piping systems.
(b) Metallic expansion joints must conform to the standards listed in
The piping requirements in this subpart shall apply in lieu of requirements in 122.6 through 122.10 of ANSI-B31.1. Installation requirements applicable to all systems:
(a) Where pipes and scuppers are carried through watertight or oiltight bulkheads, decks or tank tops, or are carried through fire control bulkheads and decks, the integrity of the structure shall be maintained. Lead or other heat sensitive materials shall not be used in piping systems which make such bulkhead or deck penetrations where the deterioration of such systems in the event of fire would impair the integrity of the bulkheads or decks. (For plastic pipe installations, see § 56.60-25(a).) Where plate insert pads are used, bolted connections shall have threads tapped into the plate to a depth of not less than the diameter of the bolt. If welded, the pipe or flange shall be welded to both sides of the plating. Openings in structure through which pipes pass shall be reinforced where necessary. Flanges shall not be bolted to bulkheads so that the plate forms a part of the joint. Metallic materials having a melting point of 1,700 °F. or less are considered heat sensitive and if used must be suitably insulated.
(b)(1) Pipes piercing the collision bulkhead shall be fitted with screwdown valves operable from above the bulkhead deck and the valve shall be fitted inside the forepeak tank adjacent to the collision bulkhead. The pipe penetrating the collision bulkhead shall be welded to the bulkhead on both sides. On new installations or replacement in vessels of 150 gross tons and over, the valve body shall be of steel or ductile cast iron.
(2) Passenger vessels shall not have the collision bulkhead pierced below the margin line by more than one pipe conveying liquids in the forepeak tank except that if the forepeak tank is divided to hold two different kinds of liquids, the collision bulkhead may be pierced below the margin line by two pipes, provided there is no practical alternative to the fitting of the second pipe and further provided the safety of the vessel is maintained.
(c) Valves and cocks not forming part of a piping system are not permitted in watertight subdivision bulkheads, however, sluice valves or gates in oiltight bulkheads of tankships may be used if approved by the Marine Safety Center.
(d) Piping shall not be run over or in the vicinity of switchboards or other electrical equipment if avoidable. When such leads are necessary, welded joints only shall be used and provision shall be made to prevent leakage from damaging the equipment.
(e) Stuffing boxes shall not be used on deep tank bulkheads, double bottoms or in any position where they cannot be easily examined. This requirement does not apply to ore carriers operating on the Great Lakes or cargo lines of oil tankers.
(f) Piping systems shall be installed so that under no condition will the operation of safety or relief valves be impaired.
(g)(1) Power actuated valves in systems other than as specified in § 56.50-60 of this part may be used if approved for the system by the Marine Safety Center. All power actuated valves required in an emergency to operate the vessel's machinery, to maintain its stability, and to operate the bilge and firemain systems must have a manual means of operation.
(2)(i) Remote valve controls that are not readily identifiable as to service must be fitted with nameplates.
(ii) Remote valve controls must be accessible under service conditions.
(iii) Remote valve controls, except reach rods, must be fitted with indicators that show whether the valves they control are open or closed. Valve position indicating systems must be independent of valve control systems.
(iv) Valve reach rods must be adequately protected.
(v) Solid reach rods must be used in tanks containing liquids, except that tank barges having plug cocks inside
(3) Air operated remote control valves must be provided with self-indicating lines at the control boards which indicate the desired valve positions, i.e., open or closed.
(h) Suitable drains shall be provided at low points of piping systems.
(i) Valves and cocks shall be located so as to be easily accessible and valves or cocks attached to the shell of the vessel or to sea chests located below the floorplating shall be operable from above the floorplates.
(j) When welded fabrication is employed, a sufficient number of detachable joints shall be provided to facilitate overhauling and maintenance of machinery and appurtenances. The joints shall be located so that adequate space is provided for welding, and the location of the welds shall be indicated on the plans.
(k) Piping, including valves, pipe fittings and flanges, conveying vapors, gases or liquids whose temperature exceeds 150 °F., shall be suitably insulated where necessary to preclude injury to personnel.
(l) Where pipes are run through dry cargo spaces they must be protected from mechanical injury by a suitable enclosure or other means.
(a) Where pressure reducing valves are employed (see 102.2.5(b) of ANSI-B31.1) a pressure gage shall be provided on the low pressure side of the reducing station.
(b) Fuel oil service, fire, cargo and fuel oil transfer and boiler feed pumps must be provided with a pressure gage on the discharge side of the pump. Additional information pertaining to fire pumps is in § 34.10-5 of subchapter D (Tank Vessels), § 76.10-5 of subchapter H (Passenger Vessels), § 95.10-5 of subchapter I (Cargo and Miscellaneous Vessels), and § 108.417 of subchapter IA (Mobile Offshore Drilling Units) of this chapter.
(a) The design pressures of the steam piping connected to the boiler drum or to the superheater inlet header shall not be less than the lowest pressure setting of any drum safety valve. The value of allowable stress for the material shall not exceed that corresponding to the saturated steam temperature at drum pressure and shall be selected as described in § 56.07-10(e).
(b) Main superheater outlet piping systems, desuperheated piping systems, and other auxiliary superheated piping systems led directly from the boiler superheater shall be designed for a pressure not less than the pressure at which the superheater safety valve is set. In the case of a superheated safety valve which is drum pilot actuated, the design pressure of such piping systems shall not be less than the pressure setting of the actuator valve on the drum. Where it can be shown that the limitations set forth in 102.2.4 of ANSI-B31.1 will not be exceeded, the design pressure of such piping systems may be reduced but shall not be less than the pressure setting of the actuator valve on the drum less the pressure drop through the superheater, including associated piping and a control desuperheater if fitted, at the normal rated operating condition. In both cases, the value of allowable stress shall be selected using a temperature not less than that of the steam at the superheater outlet at the normal rated operating conditions in accordance with § 56.07-10(e). Valves and fittings shall be selected for the above temperature and pressure from the accepted standards in Table 56.60-1(b), using the pressure-temperature rating in the standard.
(c) Steam stop valves in sizes exceeding 6 inches shall be fitted with bypasses for heating the line and equalizing the pressure before the valve is opened.
(d) In multiple boiler installations each boiler's main, auxiliary and desuperheated steam lines shall be
(e) Main and auxiliary steam stop valves must be readily accessible, operable by one person and arranged to seat against boiler pressure.
(f) Where vessels are equipped with more than one boiler, the auxiliary steam piping shall be so arranged that steam for the whistle, steering gear, and electric-lighting plant may be supplied from any power boiler.
(g) Steam and exhaust pipes shall not be led through coal bunkers or dry cargo spaces unless approved by the Commandant.
(h)(1) Steam piping, with the exception of the steam heating system, must not be led through passageways, accommodation spaces, or public spaces unless the arrangement is specifically approved by the Marine Safety Center.
(2) Steam pressure in steam heating systems must not exceed 150 pounds per square inch gage, except that steam pressure for accommodation and public space heating must not exceed 45 pounds per square inch gage.
(3) Steam lines and registers in non-accommodation and non-public spaces must be suitably lcoated and/or shielded to minimize hazards to any personnel within the space. Where hazards in a space cannot be sufficiently minimized, the pressure in the steam line to that space must be reduced to a maximum of 45 pounds per square inch gage.
(4) High temperature hot water for heating systems may not exceed 375 °F.
(i) Where positive shutoff valves are fitted in the exhaust lines of machinery, and the exhaust side, including engine steam cylinders and chests, turbine casings, exhaust piping and shut-off valves, is not designed for the full inlet pressure, the exhaust side must be protected from over pressure by one of the following means:
(1) A full flow relief valve in the exhaust side so set and of sufficient capacity to prevent the exhaust side from being accidentally or otherwise subjected to a pressure in excess of its maximum allowable pressure.
(2) A sentinel relief valve or other warning device fitted on the exhaust side together with a back pressure trip device which will close the inlet valve prior to the exhaust side pressure exceeding the maximum allowable pressure. A device that will throttle the inlet valve, so that the exhaust side does not exceed the maximum allowable pressure, may be substituted for the back pressure trip.
(j) Shore steam connections shall be fitted with a relief valve set at a pressure not exceeding the design pressure of the piping.
(k) Means must be provided for draining every steam pipe in which dangerous water hammer might otherwise occur.
(a)
(b)
(c)
(d)
(a) Escape piping from unfired steam generator, boiler, and superheater safety valves shall have an area of not less than that of the combined areas of the outlets of all valves discharging thereto and shall be led as near vertically as practicable to the atmosphere.
(b) Expansion joints or flexible pipe connections shall be fitted in escape piping. The piping shall be adequately supported and installed so that no
(c) Safety or relief valve discharges, when permitted to terminate in the machinery space, shall be led below the floorplates or to a remote position to minimize the hazardous effect of the escaping steam.
(d) The effect of the escape piping on the operation of the relief device shall be considered. The back pressure in the escape piping from the main propulsion steam generator should not exceed 10 percent of the relief device setting unless a compensated relief device is used. Back pressure must be calculated with all relief valves which discharge to a common escape pipe relieving simultaneously at full capacity.
(a)
(2) Feed pump supply to power boilers may utilize the group feed system or the unit feed system.
(3) Feed discharge piping from the pump up to, but not including the required stop and stop-check valves, shall be designed for either the feed pump relief valve setting or the shutoff head of the pump if a relief valve is not fitted. (Refer to § 56.07-10(b) for specific requirements.) Feed piping from the boiler, to and including the required stop and stop-check valves (see paragraph (b) of this section), shall have a design pressure which exceeds the maximum allowable working pressure of the boiler by either 25 percent or 225 pounds per square inch whichever is less. The value of allowable stress for design purposes shall be selected as described in § 56.07-10(e) at a temperature not below that for saturated steam at the maximum allowable working pressure of the boiler.
(4) Feed pumps for water tube boilers shall have fresh water connections only. Care shall be taken to prevent the accidental contamination of feed water from salt water or oil systems.
(b)
(2) Where the installation will not permit the feed stop valve to be attached directly to the drum inlet nozzle on boilers not fitted with economizers, a distance piece may be installed between the stop valve and the inlet nozzle.
(3) Feed stop or stop-check valves may be located near the operating platform on boilers fitted with economizers provided the piping between the valves and the economizer, exclusive of the feed valves and the economizer inlet nozzles, is installed with a minimum of intervening flanged connections.
(4) Auxiliary feed lines shall be fitted with stop valves and stop-check valves. Boilers not having auxiliary feed water nozzles, or where independent auxiliary feed lines are not installed, shall have the auxiliary feed line to the drum or economizer connected to the main feed line as close as possible to the main feed stop valves; and the valves in the auxiliary feed line shall be fitted as close as possible to the junction point.
(5) Boilers fitted with economizers shall have a check valve fitted in the economizer discharge and located as close as possible to the drum fed inlet nozzle. When economizer bypasses are fitted, a stop-check valve shall be installed in lieu of the aforementioned check valve.
(6) A sentinel valve is not required for vessels constructed after September 30, 1997, and for other vessels to which it has been shown to the satisfaction of the cognizant Officer in Charge, Marine Inspection or the Coast Guard Marine Safety Center, that a sentinel valve is not necessary for the safe operation of the particular boiler.
(c)
(2) Feed water regulators designed with a built-in bypass for emergency use need not be fitted with an external bypass when installed in a feed system provided with an auxiliary feed line. All feed water regulators installed in a unit feed system shall be fitted with an external bypass. Feed water regulators bypasses shall be so arranged that the regular feed valves are in operation while the bypass is in use.
(3) A feed water regulator may be interposed between the stop and stop-check valves in the feed lines.
(d)
(1) Oceangoing and Great Lakes steam vessels, having a feed pump attached to the main propelling unit, shall be provided with at least one independently driven feed pump. Each of these pumps shall be used exclusively for feed purposes and shall be capable of supplying the operating boilers at their normal capacity. In addition, a second independently driven pump, capable of supplying such boilers at 75 percent of their normal capacity, shall be provided for emergency use. This second pump may be used for other purposes.
(2) If two independently driven pumps are provided, each capable of supplying the boilers at their normal required operating capacity, and neither of which is used for other purposes, the third or emergency feed pump is not required. Where more than two independently driven feed pumps are provided, their aggregate capacity shall not be less than 200 percent of that demanded by the boilers at their required normal operating capacity.
(3) River or harbor steam vessels shall have at least two means for feeding the boilers; one of which shall be an independently driven pump, the other may be an attached pump, an additional independently driven pump, or an injector.
(e)
(1) The unit feed system may be used on vessels having two or more boilers. When the unit feed system is employed each boiler shall have its own independently driven main feed pump capable of supplying the boiler at its normal operating capacity. In addition these shall be an auxiliary independently driven feed pump of the same capacity which can be operated in place of and in conjunction with the main feed pump. In vessels with three or more boilers, not more than two boilers may be served by any one auxiliary pump. The auxiliary pump may be so interconnected that any pump can feed any boiler.
(2) In the unit feed system, a separate feed line shall be provided for each boiler from its pumps. A separate auxiliary feed line is not required. The discharge from each pump and the feed supply to each boiler shall be automatically controlled by the level of the water in that boiler. In addition to the automatic control, manual control shall be provided.
(f)
Two means shall be provided for discharging the condensate from the main condenser, one of which shall be mechanically independent of the main propelling machinery. If one of the independent feed pumps is fitted with a direct suction from the condenser and a discharge to the feed tank, it may be accepted as an independent condensate pump. On vessels operating on lakes (including Great Lakes), bays, sounds, or rivers, where provision is made to operate noncondensing, only one condensate unit will be required.
(a)(1) The requirements for blowoff piping in this section shall be followed in lieu of the requirements in 102.2.5(d) in ANSI-B31.1.
(2) Where blowoff valves are connected to a common discharge from two or more boilers, a nonreturn valve shall be provided in the line from each boiler to prevent accidental blowback
(b) Blowoff piping external to the boiler shall be designed for not less than 125 percent of the maximum allowable working pressure of the boiler, or the maximum allowable working pressure of the boiler plus 225 pounds per square inch, whichever is less. When the required blowoff piping design pressure exceeds 100 pounds per square inch gage, the wall thickness of the piping shall not be less than Schedule 80. The value of allowable stress for design purposes shall be selected as described in § 56.07-10(e) at a temperature not below that of saturated steam at the maximum allow-able working pressure of the boiler.
(c) Boiler blowoff piping which discharges above the lightest loadline of a vessel shall be arranged so that the discharge is deflected downward.
(d) Valves such as the globe type so designed as to form pockets in which sediment may collect shall not be used for blowoff service.
(a) A main circulating pump and emergency means for circulating water through the main condenser shall be provided. The emergency means may consist of a connection from an independent power pump fitted between the main circulating pump and the condenser.
(b) Independent sea suctions shall be provided for the main circulating and the emergency circulating pumps.
(c) A cross connection between the circulating pumps in the case of multiple units will be acceptable in lieu of an independent power pump connection.
(d) On vessels operating on lakes (including Great Lakes), bays, sounds, or rivers, where provision is made to operate noncondensing, only one circulating unit will be required.
(a)(1) All vessels except unmanned barges shall be provided with a satisfactory bilge pumping plant capable of pumping from and draining any watertight compartment except for ballast, oil and water tanks which have acceptable means for filling and emptying independent of the bilge system. The bilge pumping system shall be capable of operation under all practicable conditions after a casualty whether the ship is upright or listed. For this purpose wing suctions will generally be necessary except in narrow compartments at the ends of the vessel where one suction may be sufficient. In compartments of unusual form, additional suctions may be required.
(2) Arrangements shall be made whereby water in the compartments will drain to the suction pipes. Efficient means shall be provided for draining water from all tank tops, other watertight flats and insulated holds. Peak tanks, chain lockers and decks over peak tanks may be drained by eductors, ejectors, or hand pumps. Where piping is led through the forepeak, see § 56.50-1(b).
(3) Where drainage from particular compartments is considered undesirable, the provisions for such drainage may be omitted, provided it can be shown by calculations that the safety of the vessel will not be impaired.
(4) Where the vessel is to carry Class 3 flammable liquids with a flashpoint below 23 °C (74 °F), Class 6, Division 6.1, poisonous liquids, or Class 8 corrosive liquids with a flashpoint below 23 °C (74 °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° 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
(ii) If the deck edge, at the bulkhead deck of a passenger vessel or the freeboard deck of a cargo vessel, is immersed only when the vessel heels more than 5°, 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 § 42.15-60 of this chapter.
(b) Passenger vessels shall have provision made to prevent the compartment served by any bilge suction piping from being flooded in the event the pipe is severed or otherwise damaged by collision or grounding in any other compartment. Where the piping is located within one-fifth of the beam of the side of the vessel (measured at right angles to the centerline at the level of the deepest subdivision loadline or deepest loadline where a subdivision loadline is not assigned) or is in a ductkeel, a nonreturn valve shall be fitted to the end of the pipe in the compartment which it serves.
(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 comply with the provisions of SOLAS II-1/21.
(3) 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
(d) The internal diameter of bilge suction pipes including strainers shall be determined by formulas (1) and (2), except that the nearest commercial size not more than one-fourth inch under the required diameter may be used. Bilge suction pipes shall be suitably faired to pump inlets.
(1) For suctions to each main bilge pump:
(2) For branch suctions to cargo and machinery spaces:
1—For tank vessels, “L” may be reduced by the combined length of the cargo oil tanks.
(3) For vessels of 150 gross tons and over, no main suction piping shall be less than 2
(4) For vessels of 65 feet in length or less and not engaged on an international voyage, the bilge pipe sizes computed by Formulas (1) and (2) of this paragraph are not mandatory, but in no case shall the size be less than 1 inch nominal pipe size.
(5) The number, location, and size of bilge suctions in the boiler and machinery compartments shall be determined when the piping plans are submitted for approval and shall be based upon the size of the compartments and the drainage arrangements.
(e)
(f)
(1) On passenger vessels propelled by steam and operating on an international voyage or on ocean, coastwise, or Great Lakes routes, the main circulating pump is to be fitted with a direct bilge suction for the machinery space. The diameter of such suctions shall not be less than two-thirds the diameter of the main sea injection. When it can be shown to the satisfaction of the Commandant that the main circulating pump is not suitable for emergency bilge service, a direct emergency bilge suction is to be led from the largest available independent power driven pump to the drainage level of the machinery space. The suction is to be of the same diameter as the main inlet of the pump used and the capacity of the pump shall exceed that of a required main bilge pump.
(2) On passenger vessels propelled by internal combustion engines and operating on an international voyage or on ocean, coastwise, or Great Lakes routes, the largest available pump in the engine room is to be fitted with the direct bilge suction in the machinery space except that a required bilge pump may not be used. The area of the suction pipe is to be equal to the full suction inlet of the pump. The discharge capacity of the pump selected shall exceed the capacity of the required main bilge pump.
(3) Vessels over 180 feet in length which are not passenger vessels and which operate on international voyages or in ocean, coastwise, or Great Lakes service, must be provided with a direct emergency bilge suction from any pump in the machinery space, except that a required bilge pump may not be used. The discharge capacity of the pump selected must exceed the capacity of the required main bilge pump and the area of the suction inlet is to be equal to the full suction inlet of the pump.
(4) Vessels under 180 feet in length need not provide an emergency bilge suction, except that passenger vessels shall comply with the requirements of paragraphs (f) (1) and (2) of this section.
(5) Each vessel with more than one hull must have an emergency bilge suction in each hull.
(6) Each column stabilized mobile offshore drilling unit must have—
(i) An emergency bilge suction in each hull; and
(ii) A remote control for the emergency pump and associated valves that can be operated from the ballast control room.
(g) Each individual bilge suction shall be fitted with a suitable bilge strainer having an open area of not less than three times at of the suction pipe. In addition a mud box or basket strainer shall be fitted in an accessible position between the bilge suction manifold and the pump.
(h) Pipes for draining cargo holds or machinery spaces must be separate from pipes which are used for filling or emptying tanks where water or oil is carried. Bilge and ballast piping systems must be so arranged as to prevent oil or water from the sea or ballast spaces from passing into cargo holds or machinery spaces, or from passing from one compartment to another, whether from the sea, water ballast, or oil tanks, by the appropriate installation of stop and non-return valves. The bilge and ballast mains must be fitted with separate control valves at the pumps. 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
(i) Ballast piping shall not be installed to any hull compartment of a wood vessel. Where the carriage of liquid ballast in such vessels is necessary, suitable ballast tanks, structurally independent of the hull, shall be provided.
(j) When dry cargo is to be carried in deep tanks, arrangement shall be made for disconnecting or blanking-off the oil and ballast lines, and the bilge suctions shall be disconnected or blanked-off when oil or ballast is carried. Blind flanges or reversible pipe fittings may be employed for this purpose.
(k) Where bilge and ballast piping is led through tanks, except ballast piping in ballast tanks, means must be provided to minimize the risk of flooding of other spaces due to pipe failure within the tanks. In this regard, such piping may be in an oiltight or watertight pipe tunnel, or the piping may be of Schedule 80 pipe wall thickness, fitted with expansion bends, and all joints within the tanks are welded. Alternative designs may be installed as approved by the Marine Safety Center. Where a pipe tunnel is installed, the watertight integrity of the bulkheads must be maintained. No valve or fitting may be located within the tunnel if the pipe tunnel is not of sufficient size to afford easy access. These requirements need not be met provided the contents of the tank and piping system are chemically compatible and strength and stability calculations are submitted showing that crossflooding resulting from a pipe, the tank, and the spaces through which the piping passes will not seriously affect the safety of the ship, including the launching of lifeboats due to the ship's listing. Bilge lines led through tanks without a pipe tunnel must be fitted with nonreturn valves at the bilge suctions.
(l) When bilge pumps are utilized for other services, the piping shall be so arranged that under any condition at least one pump will be available for drainage of the vessel through an overboard discharge, while the other pump(s) are being used for a different service.
(m) All bilge pipes used in or under fuel storage tanks or in the boiler or machinery space, including spaces in which oil settling tanks or oil pumping units are located, shall be of steel or other acceptable material.
(n) Oil pollution prevention requirements for bilge and ballast systems are contained in subpart B of part 155, Title 33, Code of Federal Regulations.
For the purposes of this section, a pumproom is a machinery space on a column stabilized mobile offshore drilling unit.
(a)
(b)
(2) The pumps and source of power for operation on oceangoing sailing vessels and barges shall be located above the bulkhead deck or at the highest convenient level which is always accessible.
(3) Each hull of a vessel with more than one hull, such as a catamaran, must meet Table 56.50-55(b).
(c)
(d)
(e)
(2) For nonself-propelled vessels requiring two bilge pumps, these pumps, insofar as practicable, shall be located in separate watertight machinery spaces. When the location of bilge pumps in separate watertight compartments is not possible, the Commandant will consider alternate arrangements of the bilge pumps.
(3) The emergency bilge pumps shall not be installed in a passenger ship forward of the collision bulkhead.
(4) Each hull of a vessel with more than one hull must have at least two means for pumping the bilges in each hull. No multi-hulled vessel may operate unless one of these means is available to pump each bilge.
(f)
(a) If a passenger vessel complies with §§ 171.075 and 171.082 of this chapter, its bilge pumping and piping systems must meet §§ 56.50-50 and 56.50-55, except as follows:
(1) Each bilge pumping system must comply with—
(i) Regulation 19(b) of the Annex to IMCO Resolution A.265 (VIII) in place of §§ 56.50-55(a)(1), 56.50-55(a)(3), and 56.50-55(f);
(ii) Regulation 19(d) of the Annex to IMCO Resolution A.265 (VIII) in place of § 56.50-55(a)(2).
(2) Each bilge main must comply with Regulation 19(i) of the Annex to IMCO Resolution A.265 (VIII) in place of § 56.50-50(d) except—
(i) The nearest commercial pipe size may be used if it is not more than one-fourth inch under the required diameter; and
(ii) Each branch pipe must comply with § 56.50-50(d)(2).
(b) The standards referred to in this section, which are contained in the Inter-governmental Maritime Consultative Organization (IMCO) Resolution A.265 (VIII), dated December 10, 1973, are incorporated by reference. This document is available from the National Technical Information Service, Springfield, Virginia, 22151, under the title “Regulations on Subdivision and Stability of Passenger Ships as Equivalent to part B of chapter II of the International Convention for the Safety of Life at Sea, 1960” (Volume IV of the U.S. Coast Guard's “Commandant's International Technical Series”, USCG CITS-74-1-1.)
(a)(1) Oil-piping systems for the transfer or discharge of cargo or fuel oil must be separate from other piping systems as far as practicable, and positive means shall be provided to prevent interconnection in service.
(2) Fuel oil and cargo oil systems may be combined if the cargo oil systems contain only Grade E oils and have no connection to cargo systems containing grades of oil with lower flash points or hazardous substances.
(3) Pumps used to transfer oil must have no discharge connections to fire mains, boiler feed systems, or condensers unless approved positive means are provided to prevent oil from being accidentally discharged into any of the aforementioned systems.
(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.
(c) Filling pipes may be led directly from the deck into the tanks or to a manifold in an accessible location permanently marked to indicate the tanks to which they are connected. A shutoff valve must be fitted at each filling end. Oil piping must not be led through accommodation spaces, except that low pressure fill piping not normally used at sea may pass through accommodation spaces if it is of steel construction, all welded, and not concealed.
(d) Piping subject to internal head pressure from oil in the tank must be fitted with positive shutoff valves located at the tank.
(1) Valves installed on the outside of the oil tanks must be made of steel, ductile cast iron ASTM A395, or a ductile nonferrous alloy having a melting point above 1,700 °F and must be arranged with a means of manual control locally at the valve and remotely from a readily accessible and safe location outside of the compartment in which the valves are located.
(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]
(2) If valves are installed on the inside of the tank, they may be made of cast iron and arranged for remote control only. Additional valves for local control must be located in the space where the system exits from the tank or adjacent tanks. Valves for local control outside the tanks must be made of steel, ductile cast iron ASTM A395, or a ductile nonferrous alloy having a melting point above 1,700 °F.
(3) Power operated valves installed to comply with the requirements of this section must meet the following requirements:
(i) Valve actuators must be capable of closing the valves under all conditions, except during physical interruption of the power system (e.g., cable breakage or tube rupture). Fluid power actuated valves, other than those opened against spring pressure, must be provided with an energy storage system which is protected, as far as practicable, from fire and collision. The storage system must be used for no other purpose and must have sufficient capacity to cycle all connected valves from the initial valve position to the opposite position and return. The cross connection of this system to an alternate power supply will be given special consideration by the Marine Safety Center.
(ii) The valve shall have a local power actuator to both open and close the valve unless local manual opening operation will not prevent remote closing of the valve.
(iii) The positioning of the valve by either the local or remote actuators shall not void the ability of the other actuator to close the valve.
(iv) The valve shall be provided with a means of emergency manual operation to both open and close the valve regardless of the status of the power operating system. Such manual operation may interfere with the power operation, and if so, shall be protected from causal use by means of covers, locking devices, or other suitable means. Instructions and warnings regarding the emergency system shall be conspicuously posted at the valve.
(4) Remote operation for shutoff valves on small independent oil tanks will be specially considered in each case where the size of tanks and their location may warrant the omission of remote operating rods.
(e) Fuel oil tanks overhanging boilers are prohibited.
(f) Valves for drawing fuel or draining water from fuel are not permitted in fuel oil systems except that a single valve may be permitted in the case of diesel driven machinery if suitably located within the machinery space away from any potential source of ignition. Such a valve shall be fitted with a cap or a plug to prevent leakage.
(g) Test cocks must not be fitted to fuel oil or cargo oil tanks.
(h) Oil piping must not run through feed or potable water tanks. Feed or potable water piping must not pass through oil tanks.
(i) Where flooding equalizing cross-connections between fuel or cargo tanks are required for stability considerations, the arrangement must be approved by the Marine Safety Center.
(j) Piping conveying oil must be run well away from hot surfaces wherever possible. Where such leads are unavoidable, only welded joints are to be used, or alternatively, suitable shields are to be fitted in the way of flanged or mechanical pipe joints when welded joints are not practicable. Piping that conveys fuel oil or lubricating oil to equipment and is in the proximity of equipment or lines having an open flame or having parts operating above 500 °F must be of seamless steel. (See § 56.50-65 of this part.)
(k) Oil piping drains, strainers and other equipment subject to normal oil leakage must be fitted with drip pans or other means to prevent oil draining into the bilge.
(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,
(m) Each arrangement for the storage, distribution, and use of oil in a pressure-lubrication system must—
(1) As well as comply with § 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 §§ 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 § 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 §§ 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 §§ 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 §§ 56.35-10, 56.35-15, and 56.60-25(c).
(a) All discharge piping from the fuel oil service pumps to burners must be seamless steel with a thickness of at least Schedule 80. If required by § 56.07-10(e) of this part or paragraph 104.1.2 of ANSI B31.1, the thickness must be greater than Schedule 80. Short lengths of steel, or annealed copper nickel, nickel copper, or copper pipe and tubing may be used between the fuel oil burner front header manifold and the atomizer head to provide flexibility. All material used must meet the requirements of subpart 56.60 of this part. The use of non-metallic materials is prohibited. The thickness of the short lengths must not be less than the larger of 0.9 mm (0.35 inch) or that required by § 56.07-10(e) of this part. Flexible metallic tubing for this application may be used when approved by the Marine Safety Center. Tubing fittings must be of the flared type except that flareless fittings of the nonbite type may be used when the tubing is steel, nickel copper or copper nickel.
(b)(1) All vessels having oil fired boilers must have at least two fuel service pumps, each of sufficient capacity to supply all the boilers at full power, and arranged so that one may be overhauled while the other is in service. At least two fuel oil heaters of approximately equal capacity must be installed and so arranged that any heater may be overhauled while the other(s) is (are) in service. Suction and discharge strainers must be of the duplex or other type capable of being cleaned without interrupting the oil supply.
(2) All auxiliary boilers, except those furnishing steam for vital equipment and fire extinguishing purposes other than duplicate installations, may be equipped with a single fuel oil service pump and a single fuel oil heater. Such pumps need not be fitted with discharge strainers.
(3) Strainers must be located so as to preclude the possibility of spraying oil on the burner or boiler casing, or be provided with spray shields. Coamings, drip pans, etc., must be fitted under fuel oil service pumps, heaters, etc., where necessary to prevent oil drainage to the bilge.
(4) Boilers burning fuel oils of low viscosity need not be equipped with fuel oil heaters, provided acceptable evidence is furnished to indicate that satisfactory combustion will be obtained without the use of heaters.
(c) Piping between service pumps and burners shall be located so as to be readily observable, and all bolted
(d) If threaded-bonnet valves are employed, they shall be of the union-bonnet type capable of being packed under pressure.
(e) Unions shall not be used for pipe diameters of 1 inch and above.
(f) Boiler header valves of the quick closing type shall be installed in the fuel supply lines as close to the boiler front header as practicable. The location is to be accessible to the operator or remotely controlled.
(g) Bushings and street ells are not permitted in fuel oil discharge piping.
(h) Each fuel-oil service pump must be equipped with controls as required by § 58.01-25 of this subchapter.
(a)
(2) Tubing wall thicknesses shall not be less than the larger of that shown in Table 56.50-70(a), or as required by § 56.07-10(e) and 104.1.2 of ANSI-B31.1.
(3) Tubing fittings shall be of nonferrous drawn or forged metal and of the flared type except that the flareless fittings of the nonbite type may be used when the tubing system is of nickel copper or copper nickel. Tubing shall be cut square and flared by suitable tools. Tube ends shall be annealed before flaring. Pipe fittings shall be of nonferrous material. Pipe thread joints shall be made tight with a suitable compound.
(4) Valves for fuel lines shall be of nonferrous material of the union bonnet type with ground seats except that cocks may be used if they are the solid bottom type with tapered plugs and union bonnets.
(b)
(2) A short length of suitable metallic or nonmetallic flexible tubing or hose, or a loop of annealed copper tubing shall be installed in the fuel supply line at or near the engine to prevent damage by vibration. If nonmetallic flexible hose is used it shall meet the requirements of § 56.60-25(c) for fuel service. Flexible hose connections should maintain metallic contact between the sections of the fuel supply lines; however, if such contact is not maintained, the fuel tank shall be grounded.
(3) Valves in fuel lines shall be installed to close against the flow.
(c)
(d)
(e)
(f)
(g)
(h)
(i)
(j)
(a)
(2) The installation shall comply with § 56.50-70(b).
(3) Tubing connections and fittings shall be drawn or forged metal of the flared type except that flareless fittings of the nonbite type may be used when the tubing system is steel, nickel-copper, or copper-nickel. When making flared tube connections the tubing shall be cut square and flared by suitable tools. Tube ends shall be annealed before flaring.
(b)
(2)
(3)
(4)
(5)
(6)
(7)
(8)
(a) The lubricating oil system shall be designed to function satisfactorily when the vessel has a permanent 15° list and a permanent 5° trim.
(b) When pressure or gravity-forced lubrication is employed for the steam driven main propelling machinery, an independent auxiliary lubricating pump shall be provided.
(c) Oil coolers on steam driven machinery shall be provided with two separate means of circulating water through the coolers.
(d) For internal combustion engine installations, the requirements of paragraphs (b) and (c) of this section shall be met, but they do not apply to vessels in river and harbor service, nor to any vessel below 300 gross tons. Where the size and design of an engine is such that lubrication before starting is not necessary and an attached pump is normally used, the independent auxiliary pump is not required if a duplicate of the attached pump is carried as spare. In meeting the requirements of paragraph (c) of this section in the case of internal combustion engines, two separate means are to be provided for circulating coolant on those engines on which oil coolers are fitted. One of those means must be independently driven and may consist of a connection from a pump of adequate size normally used for other purposes utilizing the required coolant. Where the design of an engine will not readily accommodate an independent pump connection, the independent auxiliary pump will not be required if a duplicate of the attached pump is carried as a spare. Oil filters shall be provided on all internal combustion engine installations. On main propulsion engines which are fitted with full-flow type filters, the arrangement shall be such that the filters may be cleaned without interrupting the oil supply except that such an arrangement is not required on vessels having more than a single main propulsion engine.
(e) The lubricating oil piping shall be independent of other piping systems and shall be provided with necessary coolers, heaters, filters, etc., for proper operation. Oil heaters shall be fitted with bypasses.
(f) Diesel engine lubrication systems shall be so arranged that vapors from the sump tank may not be discharged back into the engine crank case of engines of the dry sump type.
(g) Steam turbine driven propulsion and auxiliary generating machinery depending on forced lubrication shall be arranged to shut down automatically upon failure of the lubricating system.
(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 °C (1700 °F) for one hour, without failure or appreciable leakage.
(i) Steam driven propulsion machinery must be provided with an emergency supply of lubricating oil that must operate automatically upon failure of the lubricating oil system. The emergency oil supply must be adequate to provide lubrication until the equipment comes to rest during automatic shutdown.
(a) This section applies to vents for all independent, fixed, non-pressure tanks or containers or for spaces in which liquids, such as fuel, ship's stores, cargo, or ballast, are carried.
(1) The structural arrangement in double bottom and other tanks shall be such as to permit the free passage of air and gases from all parts of the tanks to vent pipes.
(2) Tanks having a comparatively small surface, such as fuel oil settling tanks, need be fitted with only one vent pipe, but tanks having a comparatively large surface shall be fitted with at least two vent pipes. The vents shall
(3) Vent pipes for fuel oil tanks shall, wherever possible, have a slope of no less than 30°. Header lines, where both ends are adequately drained to a tank, are excluded from this requirement.
(4) Tank vents must extend above the weather deck, except vents from fresh water tanks, bilge oily-water holding tanks, bilge slop tanks, and tanks containing Grade E combustible liquids, such as lubricating oil, may terminate in the machinery space, provided—
(i) The vents are arranged to prevent overflow on machinery, electrical equipment, and hot surfaces;
(ii) Tanks containing combustible liquids are not heated; and
(iii) The vents terminate above the deep load waterline if the tanks have boundaries in common with the hull.
(5) Vents from oil tanks must terminate not less than three feet from any opening into living quarters.
(6) Vents extending above the freeboard deck or superstructure deck from fuel oil and other tanks must be at least Schedule 40 in wall thickness. Except for barges in inland service and for Great Lakes vessels, the height from the deck to any point where water may gain access through the vent to below deck must be at least 30 inches (760mm) on the freeboard deck and 17
(7) Satisfactory means, permanently attached, shall be provided for closing the openings of all vents, except that barges in inland service may be exempted. Acceptable means of closure are:
(i) A ball check valve where the ball float, normally in the open position, will float up and close under the action of a submerging wave. The valve shall be designed so that the effective clear discharge area through the valve with the float in the open position is not less than the inlet area of the vent pipe to which the valve is connected.
(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.
(8) Vent outlets from all tanks which may emit flammable or combustible vapors, such as bilge slop tanks and contaminated drain tanks, must be fitted with a single screen of corrosion-resistant wire of at least 30 by 30 mesh, or two screens of at least 20 by 20 mesh spaced not less than one-half inch (13mm) nor more than 1
(9) Where vents are provided with flame screens, the closure device shall be situated so as not to damage these screens.
(10) The diameter of each vent pipe must not be less than 1
(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
(12) Where deep tanks are intended for the occasional carriage of dry or liquid cargo, a “spectacle” or ring and blank flange may be fitted in the overflow pipe so arranged as not to interfere with venting when the tanks contain oil.
(13) Vents from fresh water or water ballast tanks shall not be connected to a common header with vents from oil or oily ballast tanks.
(b) Tank vents must remain within the watertight subdivision boundaries in which the tanks they vent are located. Where the structural configuration of a vessel makes meeting this requirement impracticable, the Marine Safety Center may permit a tank vent to penetrate a watertight subdivision bulkhead. All tank vents which penetrate watertight subdivision bulkheads must terminate above the weather deck.
(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.
(b) Where sounding pipes terminate below the freeboard deck on cargo vessels, they shall be fitted with gate valves. On passenger vessels, where sounding pipes terminate below the bulkhead deck, they shall be fitted with self-closing gate valves.
(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 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.
(e) The upper ends of sounding pipes terminating at the weather deck shall be closed by a screw cap or plug. Great Lakes dry cargo carriers may have the sounding pipes which service ballast water tanks terminate at least 4 inches above the deck if closure is provided by a tight fitting hinged cover making metal-to-metal contact with the hinge on the forward side. Positive means to secure these caps in the closed position shall be provided. Provision shall be
(f) On mobile offshore drilling units where installation of sounding pipes may not be practicable for some tanks, alternate means of determining liquid level may be used if approved by the Commandant.
(a)(1) All inlets and discharges led through the vessel's side shall be fitted with efficient and accessible means, located as close to the hull penetrations as is practicable, for preventing the accidental admission of water into the vessel either through such pipes or in the event of fracture of such pipes.
(2) The number of scuppers, sanitary discharges, tank overflows, and other similar openings in the vessel's side shall be reduced to a minimum, either by making each discharge serve for as many as possible of the sanitary and other pipes, or in any other satisfactory manner.
(3) In general, when the bulkhead deck is above the freeboard deck, the requirements of this section apply relative to the bulkhead deck. For vessels not assigned load lines, such as certain inland vessels and barges, the weather deck shall be taken as the freeboard deck.
(b)(1) Scuppers and discharge pipes originating at any level and pentrating the shell either more than 17
(2) Discharges led through the shell originating either from spaces below the freeboard deck or from within enclosed superstructures and equivalent deckhouses on the freeboard deck as defined in § 42.13-15(i) of subchapter E (Load Lines) of this chapter, shall be fitted with efficient and accessible means for preventing water from passing inboard. Normally each separate discharge shall have one automatic nonreturn valve with a positive means of closing it from a position above the freeboard deck. Where, however, the vertical upward distance from the summer load line to the inboard end of the discharge pipe through which flooding can take place exceed 0.01L, the discharge may have two automatic nonreturn valves without positive means of closing, provided that the inboard valve is always accessible for examination under service conditions. Where that vertical distance exceeds 0.02L a single automatic nonreturn valve without positive means of closing is acceptable. In an installation where the two automatic nonreturn valves are used, the inboard valve must be above the tropical load line. The means for operating the positive action valve shall be readily accessible and provided with an indicator showing whether the valve is open or closed. A suitable arrangement shall be made to insure the valve is not closed by unauthorized persons, and a notice shall be posted in a conspicuous place at the operating station to the effect that the valve shall not be closed except as required in an emergency.
(3) Where scuppers and drains are installed in superstructures or deckhouses not enclosed as defined in § 42.13-15(j) of subchapter E (Load Lines) of this chapter, they shall be led overboard. Refer to paragraph (b)(1) of this section for any nonreturn valve requirement.
(4) Sanitary pump discharges leading directly overboard or via a holding tank must meet the standards prescribed by this paragraph. The location of the sanitary system openings within the vessel determines whether the requirements of paragraph (b)(2) or (3) of this section are applicable.
(c) Overflow pipes which discharge through the vessel's side must be located as far above the deepest load line as practicable and fitted with valves as required by paragraph (b) of this section. Two automatic nonreturn valves
(d)(1) Sea inlets and discharges, such as used in closed systems required for the operation of main and auxiliary machinery, as in pump connections or scoop injection heat exchanger connections, need not meet the requirements of paragraphs (b) (1) and (2) of this section but instead shall be fitted with a shutoff valve located as near the shell plating as practicable, and may be locally controlled if the valve is located in a manned machinery space. These controls shall be readily accessible above the floor plates and shall be provided with indication showing whether the valve is opened or closed. Manned machinery spaces include the main machinery space and are either attended by the crew or are automated in accordance with part 62 of this subchapter to be comparable to an attended space.
(2) In unmanned machinery spaces, all machinery inlets and discharges as described in paragraph (d)(1) of this section shall be remotely operable from a position above the freeboard deck unless otherwise approved and shall meet the access and marking requirements of paragraph (b)(2) of this section.
(e)(1) Pipes terminating at the shell plating shall be