46 U.S.C. 3306; E.O. 12234, 45 FR 58801, 3 CFR, 1980 Comp., p. 277; 49 CFR 1.46.
CGD 84-044, 53 FR 7749, Mar. 10, 1988, unless otherwise noted.
(a) This part prescribes regulations designating what hazardous materials may be on board vessels as ships' stores and prescribes requirements for the labeling, stowage, and use of those materials.
(b) This part applies to all vessels listed in 46 U.S.C. 3301 as subject to inspection under part B of 46 U.S.C. Subtitle II. On foreign vessels in the navigable waters of the United States, the Captain of the Port or District Commander may prohibit the unsafe use or stowage of hazardous ships' stores under 33 CFR 160.109.
(c) All certifications previously issued by the Coast Guard under this part permitting the use of particular materials or products as ships' stores are null and void.
As used in this part:
Commandant (G-MSO) is the Office of Operating and Environmental Standards, Marine Safety and Environmental Protection. The address is Commandant (G-MSO), U.S. Coast Guard Headquarters, Washington, DC 20593-0001, and the telephone number is (202) 267-0214.
(a) In this part, portions or the entire text of certain standards and specifications are incorporated by reference as the governing requirements for materials, equipment, tests, or procedures to be followed. These standards and specification requirements specifically referred to in this part are the governing requirements for the subject matters covered, unless specifically limited, modified, or replaced by the regulations.
(b) These materials are incorporated by reference into this part under 5 U.S.C. 552(a) with the approval of the Director of the Federal Register. The Office of the Federal Register publishes a table, “Material Approved for Incorporation by Reference,” which appears in the Finding Aids section of this volume. To enforce any edition other than the one listed in paragraph (c) of this section, notice of the change must be published in the
(c) The materials approved for incorporation by reference in this part are:
(a)
(b)
(a) Any requirement in this part may be waived on a case by case basis if it is determined by Commandant (G-MSO) that the requirement is impracticable under the circumstances and that an acceptable level of safety can be maintained.
(b) Requests for issuance of a waiver must be in writing and contain a detailed explanation of—
(1) Why the requirement is impracticable; and
(2) What measures will be taken to maintain an acceptable or equivalent level of safety.
Unless prohibited under subpart B of this part, any hazardous material may be on board a vessel as ships' stores if the material—
(a) Is labeled according to § 147.30; and
(b) Meets the requirements, if any, in subpart B of this part applicable to the material.
(a) Except as provided in paragraph (b) of this section, all immediate receptacles, containers, or packages containing hazardous ships' stores must be labeled in English with the following information concerning the contents:
(1) Technical name or proper shipping name.
(2) For hazardous ships' stores other than liquid fuels, manufacturer's or supplier's name and address.
(3) Hazard classification under 49 CFR 172.101, 173.2, and 173.2(a).
(4) For hazardous ships' stores other than liquid fuels, step by step procedures for proper use.
(5) First aid instructions in the event of personnel contact, including antidotes in the event of ingestion.
(6) Stowage and segregation requirements.
(b) Hazardous ships' stores that are consumer commodities labeled in accordance with the Federal Hazardous Substances Act Regulations in 26 CFR part 1500 need not be labeled as specified in paragraph (a) of this section.
Any person directly affected by a decision or action taken under this part, by or on behalf of the Coast Guard, may appeal therefrom in accordance with subpart 1.03 of this chapter.
This subpart prescribes special requirements applicable to particular, named materials. These requirements are in addition to the general requirements in subpart A applicable to those materials.
(a) Commandant (G-MSO) approval is required before the following hazardous materials may be on board a vessel as ships' stores:
(1) Poison gases of Class 2, Division 2.3 and toxic liquids of Class 6, Division 6.1 which are poisonous by inhalation in Hazard Zone A.
(2) Explosives of Divisions 1.1 or 1.2.
(3) Flammable gases, other than those addressed specifically in this subpart.
(4) Forbidden materials listed in 49 CFR 172.101.
(b) Request for approval must be submitted to the Commandant (G-MSO), identify the material, and explain the need for its use.
(c) Upon approval, the material is added to the list of materials approved
(a) This section applies to the stowage and transfer of flammable and combustible liquids (including gasoline and diesel oil), other than liquids used as fuel for cooking, heating, and lighting under § 147.50.
(b) No flammable or combustible liquids may be stowed in any accommodation, control, or service space (other than a paint locker).
(c) No more than 19 liters (five gallons) of flammable liquids may be stowed in any machinery space. The flammable liquids must be in containers of 3.8 liters (one gallon) or less.
(d) No more than 208 liters (55 gallons) of combustible liquids may be stowed in any machinery space.
(e) An aggregate of more than 7.6 liters (two gallons) of flammable or combustible liquids stowed outside of an accommodation, control, or service, space (other than a paint locker) or outside of a machinery space must be stowed in a paint locker that is marked with a warning sign indicating flammable or combustible liquid storage.
(f) Flammable and combustible liquids used as fuel for portable auxiliary equipment must be stored in—
(1) Integral tanks that form part of the vessel's structure;
(2) An independent tank meeting the requirements of subpart 58.50 of Part 58 of this chapter;
(3) A non-bulk packaging authorized for Class 3 (flammable) liquids or combustible liquids under 49 CFR 173.201, 173.202, or 173.203, as referenced for the specific liquid in column 8B of the Hazardous Materials Table of 49 CFR 172.101.
(4) A portable outboard fuel tank meeting the specifications of ABYC H-25-81 or one identified by Underwriters Laboratories as meeting the specifications of UL 1185;
(5) A portable safety container identified by Underwriters Laboratories as meeting the specifications of UL 30 or UL 1313; or
(6) A portable safety container identified by Underwriters Laboratories as meeting the requirements of UL 1314.
(g) Each portable container of flammable or combustible liquid used for portable auxiliary equipment must be stowed in a paint locker or an open location designated by the master.
(h) Fuel tanks for portable auxiliary equipment using flammable or combustible liquids may only be refilled on a vessel—
(1) By using a container described in paragraph (f)(2), (f)(3), or (f)(5) of this section which has a capacity not exceeding 23 liters (6 gallons); or
(2) In the case of portable outboard fuel tanks described in paragraph (f)(4) of this section, in accordance with paragraph (i) of this section.
(i) Portable containers or portable outboard fuel tanks may be refilled from a larger container of flammable or combustible liquid on the weather deck of a vessel, other than a small passenger vessel subject to Subchapter T of this chapter, provided that—
(1) A drip pan of adequate size is used to collect any drippings; and
(2) At least one Coast Guard approved Type B, Size I, fire extinguisher is within three meters (9.75 feet) of the refilling location.
(a) Flammable and combustible liquids and gases not listed in this section are prohibited for cooking, heating, or lighting on any vessel, with the exception of combustible liquids on cargo vessels.
(b) Fluid alcohol is prohibited for cooking, heating, or lighting on ferry vessels. Fluid alcohol burners, where wet primed, must have a catch pan not less than
(c) Containers of solidified alcohol must be secured on a fixed base.
(d) Liquefied or non-liquefied gas is prohibited for cooking, heating, and
(e) Kerosene and commercial standard fuel oil No. 1, No. 2, and No. 3 are prohibited for cooking, heating, or lighting on ferry or passenger vessels, unless the following conditions are met:
(1) Pressure or gravity feed must be used.
(2) Where wet priming is used in a cooking device, the device must have a catch pan not less than three fourths of an inch deep secured inside the frame of the device or a metal protector under the device with a least a three fourths inch flange to form a pan.
(3) Where wet priming is used, a non-flammable priming liquid must be used.
(4) Fuel tanks for fixed stoves must be separated from the stove and mounted in a location open to the atmosphere or mounted inside a compartment with an outside fill and vent.
(5) Fuel lines must have an easily accessible shut-off valve at the tank.
(6) If the fuel tank is outside of a stove compartment, a shut-off valve must be fitted at the stove.
(a)
(1) Authorized for the proper shipping name of the gas in accordance with 49 CFR 172.101 and 49 CFR part 173;
(2) Constructed in accordance with subpart C of 49 CFR part 178 or exempted under 49 CFR part 107;
(3) Filled, marked, and inspected in accordance with 49 CFR 173.301 through 173.308; and
(4) Except as provided in § 147.65, maintained and retested in accordance with 49 CFR 173.34
(b)
(2) Lockers or housings must be vented to the open air near the top and bottom for positive circulation of vapors.
(3) Cylinders must be protected from all sources of heat which may cause the cylinders to be heated to a temperature higher than 130 °F.
(c)
(1) Be constructed and inspected in accordance with part 54 of this chapter; and
(2) Carry only nitrogen or air, unless permission is granted by Commandant (G-MSO) to do otherwise.
(a) Carbon dioxide or halon cylinders forming part of a fixed fire extinguishing system must be retested, at least, every 12 years. If a cylinder is discharged and more than five years have elapsed since the last test, it must be retested before recharging.
(b) Carbon dioxide or halon cylinders must be rejected for further service when they—
(1) Leak;
(2) Are dented, bulging, severely corroded, or otherwise in a weakened condition;
(3) Have lost more than five percent of their tare weight; or
(4) Have been involved in a fire.
(c) Cylinders which have contained carbon dioxide or halon and have not been tested within five years must not be used to contain another compressed gas on board a vessel, unless the cylinder is retested and re-marked in accordance with § 147.60 (a)(3) and (a)(4).
(d) Flexible connections between cylinders and distribution piping of semi-portable or fixed carbon dioxide fire extinguishing systems and discharge hoses in semi-portable carbon dioxide fire extinguishing systems must be renewed or tested at a pressure of 6.9
(e) Flexible connections between cylinders and distribution piping of fixed halon fire extinguishing systems must be tested at a pressure of one and one-half times the cylinder service pressure as marked on the cylinder. At test pressure, the pressure must not drop at a rate greater than 1.03 MPa (150 psi) per minute for a two minute period. The test must be performed when the cylinders are retested.
(a) Seventeen cubic meters (600 standard cubic feet) or less of acetylene may be stowed on or below decks on any vessel.
(b) More than 17 m
(a) Eighty five cubic meters (3000 standard cubic feet) or less of oxygen may be on board any vessel.
(b) More than 85 m
(a) Only refrigerants listed in ANSI/ASHRAE 34-78 may be carried as ships' stores.
(b) Refrigerants contained in a vessel's operating system are not considered as being carried as ship's stores.
(a)
(b)
(2) All small arms ammunition must be stowed in a locked metal magazine or locker. The key to the locker must be kept in the possession of the master or a person designated by the master.
(c)
(2) All pyrotechnic distress signals, rockets, and line throwing guns must be stowed in accordance with the requirements of 49 CFR 176.140 through 176.146.
(a) Radioactive materials must not be brought on board, used in any manner, or stored on the vessel, unless the use of the materials is authorized by a current license issued by the Nuclear Regulatory Commission (NRC) under 10 CFR parts 30 and 34.
(b) Stowage of radioactive materials must conform to the requirements of the NRC license.
Anesthetics, drugs, and medicines must be stowed and dispensed in accordance with the DHHS Publication No. (PHS) 84-2024.
46 U.S.C. 5103; 49 CFR 1.46.
CGD 74-144, 39 FR 32998, Sept. 13, 1974, unless otherwise noted.
The purpose of this part is to prescribe the requirements for shipboard fumigation that are critical for the health and safety of the crew and any other person who is on board a vessel during fumigation. These are interim rules pending further study and promulgation of comprehensive regulations on shipboard fumigation.
This part prescribes the rules for shipboard fumigation on vessels to which 49 CFR parts 171-179 apply under 49 CFR 176.5.
No person may cause or authorize shipboard fumigation contrary to the rules in this part.
Any person directly affected by a decision or action taken under this part, by or on behalf of the Coast Guard, may appeal therefrom in accordance with subpart 1.03 of this chapter.
As used in this part:
(a)
(b)
(c)
(a) The person, including any individual, firm, association, partnership, or corporation, that is conducting a fumigation operation shall designate a person in charge of fumigation for each operation.
(b) The operator of each vessel shall designate a person in charge of the vessel for each fumigation operation.
Unless otherwise authorized by the Captain of the Port, at least 24 hours before fumigation the operator of the vessel shall notify the Coast Guard Captain of the Port, for the area where the vessel is to be fumigated, of the time and place of the fumigation, and the name of the vessel that is to be fumigated.
(a) The person in charge of fumigation shall notify the person in charge of the vessel of:
(1) The space that is to be fumigated;
(2) The name, address, and emergency telephone number of the fumigation company;
(3) The dates and times of fumigation;
(4) The characteristics of the fumigant;
(5) The spaces that are determined to be safe for occupancy paragraph (b)(1)(i) of this section;
(6) The maximum allowable concentration of fumigant in spaces, if
(7) The symptoms of exposure to the fumigant; and
(8) Emergency first aid treatment for exposure to the fumigant.
(b) The person in charge of fumigation shall ensure that:
(1) A marine chemist or other qualified person who has knowledge of and experience in shipboard fumigation evaluates the vessel's construction and configuration and determines:
(i) Which spaces, if any, are safe for occupancy during fumigation; and
(ii) The intervals that inspections must be made under § 147A.21(a)(1);
(2) No persons or domestic animals are in the space that is to be fumigated or the spaces that are designated as unsafe for occupancy under paragraph (b)(1)(i) of this section;
(3) There is proper and secure sealing to confine the fumigant to the space that is to be fumigated, including blanking off and sealing any ventilation ducts and smoke detectors;
(4) The personal protection and fumigation detection equipment for the fumigant that is to be used is on board the vessel;
(5) Warning signs are:
(i) Posted upon all gangplanks, ladders, and other points of access to the vessel;
(ii) Posted on all entrances to the spaces that are designated as unsafe for occupancy under paragraph (b)(1)(i) of this section; and
(iii) In accordance with 49 CFR 173.9(c) or section 8.10 of the
(6) Watchmen are stationed at all entrances to:
(i) Spaces that are not determined to be safe for occupancy under paragraph (b)(1)(i) of this section; or
(ii) The vessel, if no spaces are determined to be safe for occupancy under paragraph (b)(1)(i) of this section.
(a) After notice under § 147A.11 (a)(5), the person in charge of the vessel shall notify the crew and all other persons on board the vessel who are not participating in the fumigation of the spaces that are determined to be safe for occupancy under § 147A.11(b)(1)(i).
(b) If no spaces are determined to be safe for occupancy under § 147A.11 (b)(1)(i), the person in charge of the vessel shall ensure that the crew and all persons who are not participating in the fumigation leave the vessel and remain away during fumigation.
(a) Until ventilation begins, or until the vessel leaves port, the person in charge of fumigation shall ensure that a qualified person inspects the vessel as follows:
(1) He must use detection equipment for the fumigant that is used to ensure that the fumigant is confined to:
(i) The space that is fumigated, if partial occupancy is allowed under § 147A.11(b)(1)(i); or
(ii) The vessel, if no space is determined to be safe for occupancy under § 147A.11(b)(1)(i).
(2) He must make inspections at the intervals that are determined to be necessary by the marine chemist or qualified person under § 147A.11 (b)(1)(ii).
(b) If leakage occurs, the person in charge of fumigation shall:
(1) Notify the person in charge of the vessel that there is leakage;
(2) Ensure that all necessary measures are taken for the health and safety of any person; and
(3) Notify the person in charge of the vessel when there is no danger to the health and safety of any person.
(c) After the exposure period, if the vessel is in port, the person in charge of fumigation shall ensure that fumigators or other qualified persons ventilate the space that is fumigated as follows:
(1) Hatch covers and vent seals must be removed, other routes of access to the atmosphere must be opened, and if
(2) Personal protection equipment that is appropriate for the fumigant that is used must be worn.
(d) If ventilation is completed before the vessel leaves port, the person in charge of fumigation shall:
(1) Ensure that a qualified person, who is wearing the personal protection equipment for the fumigant that is used if remote detection equipment is not used, tests the space that is fumigated and determines if there is any danger to the health and safety of any person, including a danger from fumigant that may be retained in bagged, baled, or other absorbent cargo;
(2) Notify the person in charge of the vessel of this determination; and
(3) If it is determined that there is a danger:
(i) Ensure that all measures are taken that are necessary for the health and safety of all persons; and
(ii) Notify the person in charge of the vessel when there is no danger to the health and safety of any person.
(a) The person in charge of the vessel shall ensure that the crew and all other persons on board the vessel who are not participating in the fumigation restrict their movement during fumigation to the spaces that are determined to be safe for occupancy under § 147A.11(b)(1)(i).
(b) The person in charge of the vessel shall ensure that the crew and all other persons who are not participating in the fumigation follow any instructions of the person in charge of fumigation that are issued under § 147A.21(b)(2) or (d)(3)(i) and that the vessel does not leave port if he is notified under:
(1) Section 147A.21(b)(1) that there is leakage, unless the person in charge of fumigation notifies him under § 147A.21(b)(3) of this subpart that there is no danger; or
(2) Section 147A.21(d)(2) that there is a danger after ventilation, unless the person in charge of the fumigation notifies him under § 147A.21(d)(3)(ii) that there is no danger.
(c) If fumigation is not completed before the vessel leaves port, the person in charge of the vessel shall ensure that personal protection and fumigant detection equipment for the fumigant that is used is on board the vessel.
(d) If the vessel leaves port before fumigation is completed, the person in charge of the vessel shall ensure that a qualified person makes periodic inspections until ventilation is completed and this person shall use detection equipment for the fumigant that is used to determine if:
(1) There is leakage of fumigant; or
(2) There is a concentration of fumigant that is a danger to the health and safety of any person.
(e) If the qualified person determines under paragraph (d) of this section that there is leakage or a concentration of fumigant that is a danger to the health and safety of any person, the person in charge of the vessel shall take all measures that are, in his discretion, necessary to ensure health and safety of all persons who are on board the vessel. If the danger is due to leakage, he shall also ensure that qualified persons immediately ventilate in accordance with paragraphs (c)(1) and (2) of § 147A.21.
(f) If the vessel leaves port during the exposure period, the person in charge of the vessel shall ensure that the space that is fumigated is ventilated by qualified persons after the exposure period in accordance with paragraphs (c) (1) and (2) of § 147A.21.
(g) If ventilation is completed after the vessel leaves port, the person in charge of the vessel shall ensure that a qualified person, who is wearing the personal protection equipment for the fumigant that is used if remote detection equipment is not used, tests the space that is fumigated to determine if there is a danger to the health and safety of any person, including a danger from fumigant that may be retained in bagged, baled, or other absorbent cargo. If the qualified person determines that there is a danger, the person in charge of the vessel shall take all measures that are, in his discretion, necessary to ensure the health and safety of all persons who are on board the vessel.
(a) No person may enter the spaces that immediately adjoin the space that is fumigated during fumigation unless entry is for emergency purposes or the space is tested and declared safe for human occupancy by a marine chemist or other qualified person and is inspected under § 147A.21(a)(2) or § 147A.23(d).
(b) If entry is made for emergency purposes:
(1) No person may enter the space that is fumigated or any adjoining spaces during fumigation unless he wears the personal protection equipment for the fumigant that is in use;
(2) No person may enter the space that is fumigated unless the entry is made by a two person team; and
(3) No person may enter the space that is fumigated unless he wears a lifeline and safety harness and each life-line is tended by a person who is outside the space and who is wearing the personal protection equipment for the fumigant that is in use.
After ventilation is completed and a marine chemist or other qualified person determines that there is no danger to the health and safety of any person under § 147A.21(d) or § 147A.23(g), the person in charge of fumigation, or, if the vessel has left port, the person in charge of the vessel, shall ensure that all warning signs are removed and fumigation containers and materials are removed and disposed of in accordance with the manufacturer's recommendations.
(a) The person in charge of fumigation shall ensure that:
(1) Before the space that is to be fumigated is sealed, it is thoroughly cleaned, and all refuse, oily waste, and other combustible material is removed;
(2) Before fumigation, all fire fighting equipment, including sprinklers and fire pumps, is in operating condition; and
(3) Before and during fumigation, electrical circuits that are in the space that is fumigated are de-energized.
(b) [Reserved]
While the space that is fumigated is being sealed or during fumigation, no person may use matches, smoking materials, fires, open flames, or any other source of ignition in any spaces that are not determined to be safe for occupancy under § 147A.11(b)(1)(i).
49 U.S.C. 5103; 49 CFR 1.46.
CGD 83-067a, 49 FR 16794, Apr. 20, 1984, unless otherwise noted.
(a) This part prescribes regulations under which bulk solid hazardous materials may be transported. Each master, person in charge of the vessel, owner, charterer and agent shall ensure compliance with this part and communicate the requirements of this part to every person performing any function covered by this part. Each person involved in the transportation of bulk solid hazardous materials shall comply with the requirements of this part within the scope of his job responsibilities.
(b) For the purposes of this part, the term
(c) For purposes of this part, the term
(d) For the purposes of this part, the term
(e) The term
(a) The solid hazardous materials cargoes listed here may be transported in bulk on board vessels if they comply with the regulations in this part. Unlisted cargoes may be transported only if express authority is given by the Commandant in accordance with § 148.01-9 of this subpart.
(b) A mixture or blend of two or more cargoes, one or more of which is listed in paragraph (a) of this section, will be treated as an unlisted cargo and specific authorization by the Commandant, in accordance with § 148.01-9, for shipment in bulk is required.
(a) A petition for authorization to transport an unlisted cargo or to use alternative procedures must be submitted to the U.S. Coast Guard (G-MSO), Washington, DC 20593, and must contain the following minimum information:
(1) The regulatory provisions involved.
(2) The justification for the proposed shipments or alternative procedure, including any reasons why the current regulations are not appropriate, why the public interest would be served by the proposal, and the basis upon which the proposal would provide an equivalent degree of safety to those shipments conducted in accordance with the current regulations.
(3) A detailed description of the proposal, including when appropriate, drawings, plans, calculations, procedures, test results, previous approvals or permits, and any other supporting information.
(4) The chemical name, common name, hazard classification for properties (chemical and physical), and characteristics of the materials covered by the proposal, including composition and ingredient percentages (specified by weight) if a mixture.
(5) Any relevant shipping or accident experience.
(6) A description of the vessel or vessels to be employed for the shipments and the U.S. ports to be involved.
(7) A statement or recommendation regarding any changes to the regulations which would be desirable to obviate the need for similar permission from the Commandant.
(b) Unless there is a good reason for priority treatment, each proposal is considered in the order in which it is received. To permit timely consideration, proposals should be submitted at least 45 days before the requested effective date.
(a) Each person to whom a special permit is issued under the terms of § 148.01-9 shall comply with all requirements of this part except as specifically provided by the terms of the special permit.
(b) Unless otherwise specified in the special permit, each shipment made under special permit must comply with the following:
(1) Each shipping paper issued and the dangerous cargo manifest prepared in connection with such shipment must bear the notation “CG Special Permit No. *” with the * to be filled in with the assigned special permit number.
(2) Each person to whom a special permit is issued shall furnish a summary of experience to the U.S. Coast Guard (G-MSO), Washington, DC 20593, before the date of expiration of the permit and when any amendment to the special permit is requested. The information must include the number of shipments made, tonnage of each shipment, and what vessel's and U.S. Ports were involved. In addition, an immediate report must be submitted the U.S. Coast Guard (G-MSO) in the event of any casualty, accident, or damaging incident which occurs when transporting solid hazardous materials in bulk under the terms of a special permit.
(3) A copy of the special permit, kept current, and any amendments thereto, must be on board each vessel while transporting solid hazardous materials in bulk under the terms of a special permit. The special permit must be kept with the dangerous cargo manifest (§ 148.02-3).
(c) Each permit is subject to suspension or revocation for cause by the U.S. Coast Guard before its expiration date.
(a) The National Cargo Bureau, Inc., is authorized to assist the U.S. Coast Guard in administering the provisions contained in this part that are applicable to the transportation of solid hazardous materials in bulk on vessels with respect to:
(1) Inspection of vessels for suitability for loading such materials in bulk;
(2) Examination of stowage of such materials loaded in bulk on board vessels;
(3) Making recommendations as to stowage requirements applicable to the transportation of such materials in bulk; and
(4) Issuing of certificates of loading, setting forth that the stowage of such materials in bulk is in accordance with applicable regulations contained in this part.
(b) Certificates of loading from the National Cargo Bureau, Inc., are accepted as evidence of compliance with the applicable provisions of this part with respect to the transportation of solid hazardous materials in bulk on board vessels.
Any person directly affected by a decision or action taken under this part, by or on behalf of the Coast Guard, may appeal therefrom in accordance with subpart 1.03 of this chapter.
(a) Carriers may not accept for transportation nor transport by vessel in bulk any solid hazardous materials listed in § 148.01-7(a) of this part, unless the hazardous materials offered for such shipment is accompanied by a shipping paper on which the following information is shown:
(1) The shipping name and hazard class of the hazardous material as listed in § 148.01-7(a) of this part.
(2) The quantity of the hazardous material to be transported.
(3) The name and address of the U.S. shipper or his authorized representative.
(4) A certification which bears the following statement, signed by the shipper or his authorized representative: “This is to certify that the above-named hazardous material is properly named, prepared, and otherwise in proper condition for bulk shipment by
(b) For import shipments, the consignee shall advise the carrier or foreign shipper (consignor) of the applicable U.S. Coast Guard regulations. The carrier or foreign shipper (consignor) shall then furnish the information required in paragraph (a) of this section, as advised by the consignee, either on the shipping papers or dangerous cargo manifest.
(c) The shipping paper required in paragraph (a) of this section must be kept on board the towing vessel along with the dangerous cargo manifest (§ 148.02-3 of this subpart) except when the shipment is by an unmanned barge in which case it may be kept on board the towing vessel. When an unmanned barge is moored, the shipping paper must remain on board the barge, in a readily retrievable location, such as a metal tube attached to the barge.
(a) Each vessel, except for unmanned barges, transporting solid hazardous materials in bulk under the terms of this part must have on board a dangerous cargo manifest, kept in a conspicuous place on or near the bridge house, on which the following information is entered:
(1) Name of vessel and official number. (If the vessel has no official number, the international radio call sign must be substituted.)
(2) Nationality of vessel.
(3) The name of the hazardous material as listed in § 148.01-7(a) of this part.
(4) The hold(s) in which the material is being transported.
(5) The quantity of the material loaded in each hold.
(6) Date and signature of Master of the vessel's owner or his authorized representative to acknowledge correctness of the dangerous cargo manifest.
(b) [Reserved]
In the event of an incident involving hazardous materials, an immediate report must be sent in accordance with 49 CFR 171.15.
The regulations in this subpart apply to each bulk shipment of a solid hazardous material listed in § 148.01-7 of this part.
Loading or off-loading of a solid hazardous material in bulk within the navigable waters of the U.S. must be conducted only under the direction and observation of a person assigned or employed for such duty by the vessel's master or owner or authorized representative.
Prior to loading any solid hazardous material in bulk on board a vessel:
(a) Each hold must be thoroughly cleaned of all loose debris and dunnage; but permanent wooden battens or sheathing may remain in the hold; and
(b) Each hold and each bilge of that hold must be dry.
During the transport of a solid hazardous material in bulk, except for unmanned vessels, cargo shall be periodically inspected to ensure that there are no undetected increases in temperature in that cargo and that no other changes in the cargo are occurring that might affect the safety of his vessel and the results of these inspections shall be recorded in a log.
(a) Other hazardous materials cargo must not be stowed in the same hold or on deck above a hold in which a solid hazardous material in bulk is loaded.
(b) No explosive Class C, flammable liquid, flammable solid, flammable or nonflammable compressed gas, organic peroxide, or extremely dangerous poison may be stowed in any hold adjacent to a hold in which a solid hazardous material in bulk is loaded.
(c) All explosive Class A and B materials must be stowed longitudinally at least one hold (or an equivalent longitudinal distance if on deck) from any
(d) Combustible cargo must not be stowed in a hold in which a solid hazardous material in bulk is loaded.
Upon the completion of off-loading of a solid hazardous material in bulk, each hold must be thoroughly cleaned of all residue of such material.
(a) Authorized materials are limited to:
(1) Uranium or thorium ores and physical or chemical concentrates of such ores;
(2) Uranium metal, natural thorium metal and alloys of these metals; and
(3) Material of low radioactive concentration, if the estimated radioactivity concentration dose not exceed 0.001 millicurie per gram and the contribution from Group I material (See title 49 CFR parts 170 to 189, inclusive) does not exceed 1 percent of the total radioactivity.
(b) Each hold used for the transportation of any of these materials must be surveyed with appropriate radiation-detection instruments after the completion of off-loading. Such holds must not again be used for the transportation of any cargo until the radiation dose rate at any accessible surface is less than 0.5 millirem per hour and until there is no significant removable radioactive surface contamination according to 49 CFR 173.443.
(c) Each hold or barge used for transportation of any of these materials must be effectively closed or covered to prevent dispersal of the material during transportation.
(a) The fishmeal or scrap, ground or pelletized and fishmeal or scrap, ground and pelletized mixture must contain at least 6 percent moisture by weight but not more than 12 percent moisture by weight.
(b) The material must not contain more than 18 percent fat by weight.
(c) At the time of production of the material, it must be treated with at least 400 ppm antioxidant (ethoxyquin); in the case where the material contains more than 12 percent fat by weight, it must be treated with at least 1000 ppm antioxidant (ethoxyquin) at the time of production.
(d) Shipment of the material in bulk must take place within twelve months of the date of production.
(e) The temperature of the material to be loaded must not, at the time of loading exceed 35 °C (95 °F), or 5 °F above ambient temperature, whichever is greater.
(f) The material must contain at least 100 ppm antioxidant (ethoxyquin) at the time of shipment.
(g) Each shipment of the material in bulk must be accompanied by a statement in which the shipper certifies:
(1) The moisture content of the material;
(2) The fat content of the material;
(3) The concentration of antioxidant (ethoxyquin) in the material in ppm at the time the material is loaded on a vessel in bulk;
(4) Date and place of production of the material; and
(5) The physical state of the material (ground, pelletized, or mixture).
(h) Temperature readings must be taken three times a day and recorded. If the temperature of the cargo exceeds 130 °F and continues to increase, ventilation to the hold must be restricted.
(a) This section applies to the stowage and transportation in bulk of hazardous materials described as ferrous metal borings, shavings, turnings, or cuttings on board vessels (excluding stainless steel). However, unmanned barges on which the article is stowed for or transported on a voyage entirely on the navigable waters of the United States are exempt from the requirements of this section. Ferrous metal borings, shavings, turnings, or cuttings (excluding stainless steel) must not be
(1) [Reserved]
(2) All wooden sweat battens, dunnage and debris must be removed from the hold before the article is loaded.
(3) During loading and transporting, the bilge of each hold in which the article is stowed or is to be stowed must be as dry as practicable.
(4) During loading, the article must be compacted in the hold as frequently as practicable with a bulldozer or means that provide equivalent surface compaction. Upon completion of loading, the article must be trimmed to eliminate peaks or mounds and compacted.
(5) Other cargo must not be loaded in a hold containing the article if:
(i) The cargo to be loaded in the same hold with the article is another hazardous material as defined in this part or a combustible material;
(ii) The loading of the article is not completed first; and
(iii) The temperature of the article in the hold is above 130 °F or has increased within eight hours before loading of the other cargo.
(6) During loading, the temperature of the article in the pile being loaded must be less than 130 °F.
(7) Upon completion of loading, the vessel may not leave the port unless:
(i) The temperature of each article in each hold is less than 150 °F and, if the temperature of the article in a hold has been more than 150 °F during loading, the temperature of each article has shown a downward trend below 150 °F for at least eight hours after completion of loading of the hold; or
(ii) The vessel intends to sail directly to another port that is no further than twelve hours sailing time for the vessel concerned, for the purpose of loading more of the article in bulk or to completely off-load the article, and the temperature of the article is less than 190 °F and has shown a downward trend for a least eight hours after completion of loading.
(b) For the purposes of each temperature requirement of this section, the temperature of the article is the highest temperature taken between eight and fourteen inches below the surface at ten-foot intervals over its length and width.
(c) The master or person in charge of a vessel that is loading or transporting the article must ensure that the temperature of the article is taken:
(1) Before loading;
(2) During loading, in each hold and in the pile being loaded at least every twenty-four hours and, if the temperature is rising, as often as necessary to ensure the conditions in this section are met; and
(3) After loading, in each hold at least every twenty-four hours.
(d) During loading, if the temperature of the article in a hold is 200 °F or higher, the master or person in charge of the vessel must notify the Coast Guard Captain of the Port and suspend loading until the temperature of the article is less than 190 °F.
(e) After loading:
(1) If the temperature of the article is 150 °F or above, the master or person in charge must notify the Captain of the Port and ensure that the vessel remains in the port area until the conditions of paragraph (a)(7)(i) of this section are met; or
(2) In the case of a short-duration voyage to which paragraph (a)(7)(ii) of this section applies, if the temperature of the article in a hold is 190 °F or above, the master or person in charge must notify the Captain of the Port and ensure that the vessel remains in the port area until the conditions of paragraph (a)(7)(ii) of this section are met.
(f) Except for shipments of the article in bulk which leave the port of loading under the conditions specified in paragraphs (a)(7)(ii) of this section, after the vessel leaves the port, if the temperature of the article in the hold rises above 149 °F, the master must notify the nearest Coast Guard Captain of the Port as soon as possible of:
(1) The name, nationality, and position of the vessel;
(2) The most recent temperature taken;
(3) The length of time that the temperature has been above 149 °F and the rate of rise, if any;
(4) The port where the article was loaded and the destination of the article;
(5) The last port of call of the vessel and its next port of call;
(6) What action has been taken; and
(7) Whether any other cargo is endangered.
(g) To meet the conditions of this section, the master of a vessel that is transporting the article must ensure that each temperature taken is recorded.
The material at 130 °F or above must not be loaded in bulk on any vessel.
(a) The requirements of this part do not apply to bulk shipments of petroleum coke, calcined, on any vessel when the material is less than 130 °F.
(b) The material must not be loaded in cargo vessels when temperatures exceed 225 °F.
(c) Other hazardous materials must not be stowed in any hold adjacent to any other containing this material except as provided in paragraph (d) of this section.
(d) In holds over tanks containing fuel or material having a flashpoint under 200 °F, a two-to-three foot layer of the material at a temperature not greater than 110 °F must be first loaded into that hold. Only then may the material at 130 °F or above be loaded into that hold.
(e) The loading of the material must be as follows:
(1) For shipments in holds over fuel tanks, the loading of the two-to-three foot layer of the material at a temperature not greater than 110 °F (as required by paragraph (d) of this section) in these holds must be completed prior to the loading of the material at 130 °F or above in any hold of the vessel.
(2) Upon completion of the loading described in paragraph (e)(1) of this section, a two-to-three foot layer of the material at 130 °F or above must first be loaded in each hold (including those holds, if any, already containing a layer of the material at a temperature not greater than 110 °F) in which the material is to be loaded in accordance with this section.
(3) Upon the completion of the loading of the two-to-three-foot layer of the material at 130 °F or above in each hold, as required in paragraph (e)(2) of this section, the normal loading of the material at 130 °F or above may proceed to completion.
(f) Personnel must be warned by the Master of the vessel or his authorized representative that calcined petroleum coke loaded and transported under the terms of this section is hot and that injury due to burns is possible.
(a) The material must contain at least 7 percent moisture by weight.
(b) The material must not be loaded if the temperature in the material, before loading, exceeds 100 °F.
(a) When sulfur is loaded in a deep hold with general cargo in the 'tween deck hold above the sulfur, a dust proof wooden bulkhead enclosure must be built in the hatchways from the over deck of the lower hold to the weather deck forming a tight enclosure capable of preventing sulfur dust from entering the 'tween decks during loading.
(b) Ceiling must be made tight to prevent sulfur dust from entering the bilges; any chinking necessary in the way of tank tops or bilges must be made of noncombustible material.
(c) Cowl ventilators serving the hold into which sulfur is being loaded or discharged must be opened to provide circulation of air.
(d) No smoking is permitted on board the vessel and “No Smoking” signs must be conspicously posted.
(e) If a metal chute is used it must be grounded using a flexible cable.
(f) Upon completion of loading, the sulfur must be leveled off. Any decks, bulkheads, or overheads containing sulfur dust must be swept clean or washed down.
(g) Other cargo, which is oxygen bearing, must not be stowed in the same hold with sulfur.
(h) An oxygen breathing apparatus, or proper gas mask, must be made available.
(i) A fire hose, preferably supplied with fresh water from a shore supply
(a) Coconut meal pellets;
(1) Must contain at least 6 percent and not more than 13 percent moisture and not more than 10 percent residual fat contents;
(2) Must not be loaded if the temperature exceeds 120 °F;
(3) Must not be stowed within 4 feet of any bulkheads subject to artificial heat; and
(4) Must not be overstowed with any other cargo.
(b) A clear space of at least 1 foot must be provided between the top of the cargo and underside of deck beams.
(a) Unslaked lime in bulk must be transported in unmanned, all steel, double-hulled barges equipped with weathertight hatches or covers. The barge must not carry any other cargo while unslaked lime is on board.
(b) The originating shipping order and transfer shipping paper requirement in § 148.02-1 and the dangerous cargo manifest requirements in § 148.02-3 do not apply to the transportation of unslaked lime under paragraph (a) of this section.
46 U.S.C. 3306, 3703; 49 CFR 1.45, 1.46. Section 150.105 issued under 44 U.S.C. 3507; 49 CFR 1.45.
CGD 75-59, 45 FR 70263, Oct. 23, 1980, unless otherwise noted.
(a)
(b)
This subpart prescribes rules for identifying incompatible hazardous materials and rules for carrying these materials in bulk as cargo in permanently attached tanks or in tanks that are loaded or discharged while aboard the vessel. The rules apply to all vessels that carry liquid dangerous cargoes in bulk that are subject to 46 U.S.C. Chapter 37.
As used in this subpart:
(a) A flammable liquid as defined in § 30.10-22 or a combustible liquid as defined in § 30.10-15 of this chapter;
(b) A material listed in Table 151.05, Table 1 of part 153, or Table 4 of part 154 of this chapter; or
(c) A liquid, liquefied gas, or compressed gas listed in 49 CFR 172.101.
Except as described in § 150.150, a cargo of hazardous material is incompatible with another cargo listed in Table I if the chemical groups of the two cargoes have an “X” where their columns intersect in Figure 1 and are not shown as exceptions in Appendix I. (See also § 150.140.)
Except as described in § 150.160, the person in charge of a vessel shall ensure that the containment system for a cargo that is a hazardous material meets the following requirements:
(a) The containment system must separate the hazardous material or its residue from any cargo in table I with which it is incompatible by two barriers such as formed by a:
(1) Cofferdam;
(2) Empty tank;
(3) Void space;
(4) Cargo handling space;
(5) Tank containing a compatible cargo; or
(6) Piping tunnel.
(b) In this subpart, isolation across a cruciform joint is equivalent to isolation by two barriers.
(c) The containment system for the hazardous material must not have a piping or venting system that connects to a containment system carrying a cargo with which the hazardous material is incompatible. Any such piping or venting system must have been separated from the containment system carrying the incompatible cargo by:
(1) Removing a valve or spool piece and blanking off the exposed pipe ends, or
(2) Installing two spectacle flanges in series with a means of detecting leakage into the pipe between the spectacle flanges.
A cargo of hazardous material not listed in Table I or II must be handled as if incompatible with all other cargoes until the Commandant (G-MSO) (tel. no. (202) 267-1577) assigns the hazardous material to a compatibility group. (Table I lists cargoes alphabetically while Table II lists cargoes by compatibility group).
The Commandant (G-MSO) authorizes, on a case by case basis, exceptions to the rules in this subpart under the following conditions:
(a) When two cargoes shown to be incompatible in Figure 1 meet the standards for a compatible pair in Appendix III, or
(b) When two cargoes shown to be compatible in Figure 1 meet the standards for an incompatible pair in Appendix III.
Appendix I contains cargoes which have been found to be exceptions to Figure 1, the Compatibility Chart.
The Operator of a vessel having on board a cargo carried as an exception under § 150.150 but not listed in Appendix I, Exceptions to the Chart, shall make sure that:
(a) The Commandant (G-MSO) has authorized by letter or message the cargo pair as an exception to the compatibility chart; and
(b) A copy of the letter or message is on the vessel.
Any person directly affected by a decision or action taken under this part, by or on behalf of the Coast Guard, may appeal therefrom in accordance with subpart 1.03 of this chapter.
Gasolines:
(a). The binary combinations listed below have been tested as prescribed in Appendix III and found not to be dangerously reactive. These combinations are exceptions to the Compatibility Chart (Figure 1) and may be stowed in adjacent tanks.
(b). The binary combinations listed below have been determined to be dangerously reactive, based on either data obtained in the literature or on laboratory testing which has been carried out in accordance with procedures prescribed in Appendix III. These combinations are exceptions to the Compatibility Chart (Figure 1) and may not be stowed in adjacent tanks.
The cargo groups in the compatibility chart are separated into two categories: 1 through 22 are “Reactive Groups” and 30 through 43 are “Cargo Groups”. Left unassigned and available for future expansion are groups 23 through 29 and those past 43. Reactive Groups contain products which are chemically the most reactive; dangerous combinations may result between members of different Reactive Groups and between members of Reactive Groups and Cargo Groups. Products assigned to Cargo Groups, however, are much less reactive; dangerous combinations involving these can be formed only with members of certain Reactive Groups. Cargo Groups do not react hazardously with one another.
(1) Determine the group numbers of the two cargoes by referring to the alphabetical listing of cargoes and the corresponding groups (Table I). Many cargoes are listed under their parent names; unless otherwise indicated, isomers or mixtures of isomers of a particular cargo are assigned to the same group. For example, to find the group number for Isobutyl Alcohol, look under the parent name Butyl Alcohol. Similarly, the group number for para-Xylene is found under the entry Xylene. If a cargo cannot be found in this listing, contact the Coast Guard for a group determination (see § 150.140).
(2) If both group numbers are between 30 and 43 inclusive, the products are compatible and the chart need not be used.
(3) If both group numbers do not fall between 30 and 43 inclusive, locate one of the numbers on the left of the chart (Cargo Groups) and the other across the top (Reactive Groups). (Note that if a group number is between 30 and 43, it can only be found on the left side of the chart.) The box formed by
(a) Blank—The two cargoes are compatible.
(b) “X”—The two cargoes are not compatible.
Objective—To determine if the test chemicals react violently and present a safety hazard in further tests.
Procedure—Place 0.5ml of one (A) of the test chemicals in a 25×150mm test tube. Clamp the test tube to a stand behind a safety shield (in a hood). Carefully add from a dropper 0.5ml of the other substance (B). Shake to induce mixing. If no immediate reaction occurs, retain the mixture for at least 10 minutes to check for a delayed reaction.
Results—If a violent reaction occurs, such as sputtering, boiling of reactants or release of fumes, record the results on the Data Sheet (appendix IV) and do not proceed to Step 2. If no reaction or a minor reaction occurs, proceed to Step 2.
Objective—To determine the heat of reaction of two chemicals on mixing under specified conditions.
Procedure—These separate mixes of the proposed binary combination will be tested. These are 2 ml : 18 ml, 10 ml : 10 ml, and 18 ml : 2 ml, respectively, to result in a final mixture of about 20 ml in each case.
A reference-junctioned thermocouple is prepared by inserting two lengths of 20 gauge or finer iron-constantan or chromelalumel duplex thermocouple wire into glass capilary sheaths. The common wire of each probe is joined, while the other wire of each is connected to a strip-chart recorder. The thermocouple probe which produces a negative pen deflection upon warming is the reference junction and is placed in a test tube of water at ambient laboratory temprature. The other probe is placed near the bottom of a Dewar flask of about 300ml capacity, such that the thermocouple will be below the surface of the test mixture. The Dewar flask is equipped with a magnetic stirrer having a stirring bar coated with an inert material such as a flourinated hydrocarbon.
Start the temperature recorder and stirrer. Deliver the test chemicals to the Dewar Flask simultaneously from separate graduated syringes. If an exothermic reaction occurs, continue the test until the maximum temperature is reached and begins to subside. If no apparent reaction occurs, continue the test for at least 30 minutes to check for a delayed reaction. Stop agitation and observe the mixture at five-minute intervals to determine if the mixture is miscible, if gases are evolved, or if other visible changes occur. In the interest of safety, a mirror can be used for these observations. Repeat the above test for the other mixture combinations.
Results—Record the results in the appropriate places on the Data Sheet. If no reaction occurs or if the temperature rise is less than 25 °C, proceed to Step 3. If the observed
Objective—To determine if exothermic reactions occur at temperatures up to 50 °C.
Procedure—If a non-hazardous reaction occurred in Step 2, the ratio of chemicals which resulted in the greatest temperature rise will be tested. Fresh chemicals will be used with a total volume for this test of about 10ml (a ratio of 1ml:9ml, 5ml:5ml, or 9ml:1ml). If no reaction was observed in Step 2, use a ratio of 5ml:5ml. Using the thermocouple prepared for Step 2, insert the reference probe into a 25×150mm test tube containing 10ml of water. Place the other probe into an empty test tube. Start the temperature recorder and add the two chemicals of the combination, one at a time, to the empty test tube. Lower the two test tubes into an oil bath maintained at 50
Results—Record the maximum differential temperature measured, the time required to reach this temperature, and any other observations in the proper space on the Data Sheet.
Send a copy of the Data Sheet for each binary chemical mixture tested to: Commandant (G-MSO), U.S. Coast Guard, Washington, DC 20593-0001.
33 U.S.C. 1903; 46 U.S.C. 3703; 49 CFR 1.46.
CGFR 70-10, 35 FR 3714, Feb. 25, 1970, unless otherwise noted.
Nomenclature changes for part 151 appear at CGD 88-100, 54 FR 40029, Sept. 29, 1989.
This part applies to the following:
(a) Oceangoing, as defined in 33 CFR 151.05(j), non-self-propelled United States ships and non-self-propelled foreign ships operating in United States waters that carry a bulk cargo that is—
(1) Listed in Table 151.05;
(2) Not being carried in a portable tank regulated under subpart 98.30 or 98.33 of this chapter; and
(3) Not an NLS or is an NLS cargo that is a Category D listed in § 151.12-5 of this part.
(b) All non-self-propelled United States ships that are not oceangoing that carry a bulk cargo that is—
(1) Listed in Table 151.05, and
(2) Not being carried in a portable tank regulated under subpart 98.30 or 98.33 of this chapter.
(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 ones listed in paragraph (b) of this section, notice of 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) The regulations in this part are requirements which may be in addition to, supplement, or modify requirements in other subchapters in this chapter. When a specific requirement in another part or section in another subchapter in this chapter is in conflict with or contrary to requirement or intent expressed in this part, the regulations in this part shall take precedence.
(b) Every unmanned tank barge which carries or is intended to carry in bulk any liquid or liquefied gas listed in Table 151.05 and has flammability or combustibility characteristics as indicated by a fire protection requirement in Table 151.05 shall be inspected and certificated under the provisions in subchapter D (Tank Vessels) of this chapter and the regulations in this part.
(c) Every unmanned tank barge prior to the carriage in bulk of any liquid or liquefied gas listed in Table 151.05 which does not have the flammability or combustibility characteristics as indicated by the fire protection requirement in Table 151.05 shall be inspected and certificated under the applicable provisions of subchapter D or subchapter I of this chapter, at the option of the barge owner, in addition to the regulations in this part. However, unless the barge owner notifies the Officer in Charge, Marine Inspection of his option to have the barge inspected and certificated under subchapter I at the time he submits the application for inspection (Form CG-3752), the unmanned tank barge shall be inspected and certificated under the provisions of subchapter D of this chapter and the regulations in this part.
(c-1) Each unmanned tank barge constructed on or after September 6, 1977, that carries in bulk a cargo listed in Table 151.05 and that is certificated under subchapter I of this chapter must meet the loading information requirements in § 31.10-32 of this chapter.
(d) The provisions of subchapter D of this chapter shall apply to all unmanned tank barges which carry in bulk any of the liquids or liquefied gases listed in Table 30.25-1 of this chapter. The provisions of this part shall not apply to such barges unless it is also desired to carry one or more of the liquids or liquefied gases listed in Table 151.05.
(e) Manned barges which carry or intend to carry in bulk the cargoes specified in Table 151.05 will be considered individually by the Commandant and may be required to meet the requirements of this subchapter and of subchapter D (Tank Vessels) or I (Cargo and Miscellaneous Vessels) of this chapter as applicable.
For Federal Register citations affecting § 151.01-10, see the List of CFR Sections Affected in the Finding Aids section of this volume.
(a) Any liquid or liquefied gas, which meets the definitions referred to in § 151.01-1 and is not named in Table 151.05 or Table 30.25-1 of this chapter shall not be transported in bulk in a manned or unmanned tank barge without the prior specific approval of the Commandant.
(b) Mixtures or blends of two or more cargoes, one or more of which appears in Table 151.05, will be treated as though they were new products and specific approval of the Commandant
(a) The minimum requirements governing transportation of any liquid or liquefied gas listed in Table 151.05 are set forth in this part when such substances are carried in bulk in unmanned tank barges.
(b) Before any liquid or liquefied gas listed in Table 151.05 may be carried in an unmanned tank barge, the certificate of inspection issued to such barge shall be appropriately endorsed to show approval to transport such cargo.
(a) Except as provided in paragraph (c) of this section, barges certified for, or used within the previous 2 years prior to the effective date of this regulation, or barges equivalent to such barges, for the transportation of any cargo regulated by this subchapter which do not meet the specific requirements herein, may be continued in service subject to the following conditions:
(1) Venting, gauging, and all operating requirements shall be met within a 1-year period subsequent to the effective date.
(2) All other requirements shall be met within a 2-year period subsequent to the effective date.
(b) If an existing barge, which has been designed to carry or has regularly been carrying one or more of the cargoes regulated by this subchapter, is found to be so arranged, or outfitted that conversion to bring it into compliance with any or all of the requirements of this subchapter is impractical or impossible, the Commandant, upon application, may review the plans of the barge to determine if it is suitable and safe for the cargoes to be transported.
(c) Except for operating and vinyl chloride requirements, barges constructed and certificated for the transportation of any cargo for which specific regulations existed, in parts 36, 38, 39, 40, and 98 of this chapter at the time of their construction or conversion, may continue and will be certificated to operate without the requirement that they comply with the provisions of subchapter O of this chapter.
(a) The regulations in this subchapter are effective on and after June 1, 1970. However, amendments, revisions, or additions shall become effective ninety (90) days after the date of publication in the
(b) The regulations in this subchapter are not retroactive in effect unless specifically made so at the time the regulations are issued. Changes in specification requirements of articles of equipment, or materials used in construction of tank barges, shall not apply to such items which have been passed as satisfactory until replacement shall become necessary, unless a specific finding is made that such equipment or materials used is unsafe or hazardous and has to be removed from tank barges.
Any person directly affected by a decision or action taken under this part, by or on behalf of the Coast Guard, may appeal therefrom in accordance with subpart 1.03 of this chapter.
(a) Where in this part 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 any particular provision shall be made or arrangement including cargo segregation shall be
(b) In any case where it is shown to the satisfaction of the Commandant that the use of any particular equipment, apparatus, or arrangement not specifically required by law is unreasonable or impracticable, the Commandant may permit the use of alternate equipment apparatus, or arrangement to such an extent and upon such conditions as will insure, to his satisfaction, a degree of safety consistent with the minimum standards set forth in this part.
(a) In order not to inhibit design and application, the Commandant may approve vessels of novel design, both new and for conversion, after it is shown to his satisfaction that such a vessel is at least as safe as any vessel which meets the standards required by this part.
(b) [Reserved]
Certain terms used in the regulations in this subchapter are defined in this subpart.
The angle of heel of the vessel at which any opening in the hull not provided with a water tight closure would be immersed.
This term means approved by the Commandant unless otherwise stated.
This term means any non-self-propelled vessel designed to carry cargo.
This term means any liquid, gas or solid having one or more of the dangerous properties defined in this subchapter.
This designation refers to all vessels normally navigating the waters of any ocean or the Gulf of Mexico 20 nautical miles or less offshore.
This term means a void or empty space separating two or more compartments for the purpose of isolation or to prevent the contents of one compartment from entering another in the event of the failure of the walls of one to retain their tightness.
This term means Commandant of the U.S. Coast Guard.
Compatible means that a cargo will not react in an unsafe manner with other cargo or materials used in construction of the barge. The prime considerations are the chemical, physical, or thermal properties of the reaction including heat, pressure, toxicity, stability, and explosive nature of the reaction and its end products.
This term refers to the atmosphere within a cargo tank and the spaces adjacent to the tank or spaces in which cargo is handled.
The ratio, expressed as a percentage, of the weight of cargo that may be loaded into a tank compared to the weight of water that the tank will hold at 60 °F. The weight of a gallon of water at 60 °F in air shall be 8.32828 pounds.
Any device or assembly of cellular, tubular, pressure or other type used for preventing the passage of flames into enclosed spaces.
A fitted single screen of corrosion-resistant wire of at least 30 by 30 mesh or two fitted screens, both of corrosion-resistant wire, of at least 20 by 20 mesh spaced not less than one-half inch or more than 1
Free from dangerous concentrations of flammable or toxic gases.
A designation for all vessels in Great Lakes service.
In this part
(a) Flammable or combustible;
(b) Designated a hazardous substance under section 311(b) of the Federal Water Pollution Control Act (33 U.S.C. 1321); or
(c) Designated a hazardous material under 49 U.S.C. 5103.
The Environmental Protection Agency designates hazardous substances in 40 CFR Table 116.4A. The Coast Guard designates hazardous materials that are transported as bulk liquids by water in § 153.40.
The Office of the Commandant, U.S. Coast Guard, Washington, DC 20593-0001.
A designation for all vessels navigating the waters of any of the lakes, bays, or sounds other than the waters of the Great Lakes.
Maximum allowable draft to which a barge may be loaded. Limiting draft is a function of hull type and cargo specific gravity. A barge may be assigned different limiting drafts for different hull types or within one hull type for different specific gravities.
In this part
The maximum allowable working pressure shall be as defined in section VIII of the ASME Boiler and Pressure Vessel Code.
Nondestructive testing includes ultrasonic examination, liquid penetrant examination, magnetic particle examination, radiographic examination, eddy current, and acoustic emission.
A designation for all vessels normally navigating the waters of any ocean or the Gulf of Mexico more than 20 nautical miles offshore.
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 an inspection zone for the performance of duties with respect to the enforcement and administration of Subtitle II of Title 46, U.S. Code, Title 46 and Title 33 U.S. Code, and regulations issued under these statutes.
Terminology used in this part are: pounds per square inch gauge (p.s.i.g.) or pounds per square inch absolute (p.s.i.a.). 14.7 p.s.i.a. is equal to 0 p.s.i.g. P.s.i.g. is normally used in reference to design or operating requirements.
A designation for all vessels whose navigation is restricted to rivers and/or canals, exclusively.
The waters upon which a vessel may be operated as endorsed upon the certificate of inspection.
This is an unperforated tube fitted to an ullage hole, secured so as to be vapor tight to the underside of the tank top open at the bottom, and extending to within 18 inches or less of the bottom of the tank.
A non-self-propelled vessel especially constructed or converted to carry bulk liquid cargo in tanks.
The following ratings are established in part 13 of this chapter. The terms for the ratings identify persons holding valid merchant mariners’ documents for service in the ratings issued under that part:
(a) Tankerman-PIC.
(b) Tankerman-PIC (Barge).
(c) Restricted Tankerman-PIC.
(d) Restricted Tankerman-PIC (Barge).
(e) Tankerman-Assistant.
(f) Tankerman-Engineer.
(a) A certificate of inspection is required for every unmanned tank barge subject to the requirements in this subchapter. A certificate of inspection shall be issued to the barge or to its owners by the Officer in Charge, Marine Inspection, if the barge is found to comply with applicable inspection laws and the regulations in this chapter.
(b) The certificate of inspection shall be endorsed with respect to the waters over which the barge may be operated.
(c) The certificate shall be endorsed describing the cargoes by name as given in Table 151.05 or as specifically approved by the Commandant. No other dangerous cargo as defined in Subpart 151.01-1 shall be carried. Certificates shall specify maximum cargo weight (short tons), maximum density (pounds per gallon) and any operating limitations and a limiting draft.
(a) Every unmanned tank barge subject to the regulations in this subchapter shall be inspected biennially. More frequent inspections may be required, if necessary, by the Officer in Charge, Marine Inspection, to see that the hull, equipment and appliances of the vessel comply with the marine inspection laws, and the regulations of this subchapter and other subchapters where applicable.
(b) [Reserved]
(a) The initial inspection which may consist of a series of inspections during the construction of an unmanned barge shall include a complete inspection of the structure, auxiliary machinery, and equipment. The inspection shall be such as to insure that the arrangement, materials, and scantlings of the hull structure, tanks and pressure vessels and their appurtenances comply with applicable regulations of this chapter and with the requirements of this part.
(b) [Reserved]
(a) An inspection for certification is a prerequisite of the reissuance of a Certificate of Inspection as provided for in applicable regulations of this chapter.
(b) Unless otherwise specified in table 151.05, cargo tanks are internally examined as follows:
(1) Where the cargo tank is of the gravity type and the structural framing is on the internal tank surface, the tank shall be inspected internally at the time of inspection for certification.
(2) Where the cargo tank is of the gravity type and the structural framing is on the external tank surface accessible for examination from voids, cofferdams, double bottoms, and other similar spaces, tanks shall be inspected internally at 4-year intervals.
(3) If the tank is a pressure-vessel type cargo tank, an internal inspection of the tank is conducted within—
(i) Ten years after the last internal inspection on an unmanned barge carrying cargo at temperatures of −67 °F (−55 °C) or warmer; or
(ii) Eight years after the last internal inspection if the tank is a pressure type cargo tank carrying cargo at temperatures colder than −67 °F (−55 °C).
(4) Internal inspection may be required at more frequent intervals as deemed necessary by the Officer in Charge, Marine Inspection.
(c) An external examination of unlagged tanks and the visible parts of lagged tanks is made at each biennial inspection. If the vessel has single skin construction, the underwater portion of the tank need not be examined unless deemed necessary by the Officer in Charge, Marine Inspection. If an external examination of the tank is not possible because of insulation, the owner shall ensure that—
(1) The amount of insulation deemed necessary by the marine inspector is removed during each cargo tank internal inspection to allow spot external examination of the tanks and insulation; or
(2) The thickness of the tanks is gauged by a nondestructive means accepted by the marine inspector without the removal of insulation.
(d) If required by the Officer in Charge, Marine Inspection the owner shall conduct nondestructive testing of each tank designated by the Officer in Charge, Marine Inspection in accordance with § 151.04-7.
(e) If the Officer in Charge, Marine Inspection considers a hydrostatic test necessary to determine the condition of the tanks, the owner shall perform the test at a pressure of 1
(1) Maximum allowable pressure, as determined by the safety relief valve setting; or
(2) Design pressure, when cargo tanks operate at maximum allowable pressures reduced below the design pressure in order to satisfy special mechanical stress relief requirements.
See the ASME Code, Section VIII, Appendix 3 for information on design pressure.
(f) Quick closing valves shall be tested by operating the emergency shutoff system from each operating point at the time of each vessel's inspection for certification.
(g) Excess flow valves shall be inspected at the time of inspection for certification. The Officer in Charge, Marine Inspection, shall satisfy himself that the valve is in working condition by visual inspection, and if this is impossible, by one of the following means:
(1) Removing the valve and bench testing ashore; the valve shall close at or below its rated closing flow.
(2) By any other means acceptable to the Officer in Charge, Marine Inspection, which will demonstrate that the valve is operable.
(h) Pressure vaccum relief valves shall be examined to determine that the operating mechanism is free and capable of activation.
(i) Safety relief valves shall be tested by bench testing or other suitable means. The valves shall relieve and reseat within the design tolerances of the set pressure, or it shall be removed and reset prior to being returned to service. This test shall be conducted at the time of the inspection for certification.
(j) Cargo hose stored on board the vessel which is used in transferring cargoes listed in Table 151.05 shall be inspected every 2 years. This inspection shall consist of a visual examination and a hydrostatic test of 1
(k) Cargo piping shall be inspected and tested at the same time as the cargo tanks.
(l) If the tank is a pressure vessel type cargo tank with an internal inspection interval of 10 years, and is 30 years old or older, determined from the
(a) Before nondestructive testing may be conducted to meet § 151.04-5 (d) and (l), the owner shall submit a proposal to the Officer in Charge, Marine Inspection that includes—
(1) The test methods and procedures to be used all of which must meet section V of the ASME Boiler and Pressure Vessel Code (1986);
(2) Each location on the tank to be tested; and
(3) The test method and procedure to be conducted at each location on the tank.
(b) If the Officer in Charge, Marine Inspection rejects the proposal, the Officer in Charge, Marine Inspection informs the owner of the reasons why the proposal is rejected.
(c) If the Officer in Charge, Marine Inspection accepts the proposal, then the owner shall ensure that—
(1) The proposal is followed; and
(2) Nondestructive testing is performed by personnel meeting ASNT “Recommended Practice No. SNT-TC-1A (1988), Personnel Qualification and Certification in Nondestructive Testing.”
(d) Within 30 days after completing the nondestructive test, the owner shall submit a written report of the results to the Officer in Charge, Marine Inspection.
(a)
(b)
(1)
(2)
(c)
(1)
(2)
(3)
(d)
(e)
(f)[Reserved]
(g)
(h)
(i)
(j)
(k)
(l)
(m)
(n)
(o)
(p)
(q)
(r)
A tank barge certificated to carry benzene and benzene containing cargoes or butyl acrylate cargoes must comply with the gauging requirement of Table 151.05 of this part by August 15, 1998. Until that date, a tank barge certificated to carry benzene and benzene containing cargoes must meet either the gauging requirement of Table 151.05 or the restricted or closed gauging requirements in effect on September 29, 1994; and a tank barge certificated to carry butyl acrylate cargoes must meet either the gauging requirements of Table 151.05 or comply with the open, restricted, or closed gauging requirements in effect on September 29, 1994.
(a) Each barge constructed or converted in conformance with this subpart shall be assigned a hull type number.
(1) Effective dates for certain requirements:
(i) Barges constructed or converted between July 1, 1964, and June 1, 1970, in accordance with the construction requirements of §§ 32.63 and 98.03 of this chapter are considered to comply with the basic provisions of this subpart and will retain the hull type classification for the service for which they were originally approved. Changes in product endorsement will not be considered a change in service, except when a change to a product of higher specific gravity necessitates a reevaluation of the intact and damage stability requirements in subpart E of part 172 of this chapter.
(2) [Reserved]
(b) For this purpose the barge hull types shall be defined as follows:
(1)
(i) Standards of intact stability and a modified two compartment standard of subdivision and damage stability, as specified in subpart E of part 172 of this chapter; and
(ii) Hull structural requirements, including an assumed grounding condition.
(2)
(3)
(i) Standards of intact stability and a modified one compartment standard of subdivision and damage stability, as specified in subpart E of part 172 of this chapter; and
(ii) Hull structural requirements, including an assumed grounding condition.
(4)
(i) Standards of intact stability as specified in subpart E of part 172 of this chapter; and
(ii) Hull structural requirements.
Each barge must meet the applicable requirements in subchapter S of this chapter.
(a)-(b) [Reserved]
(c)
(1) Limiting draft for each hull type service for which approval is requested.
(2) Maximum density (lb./gal.) and maximum cargo weight (tons) for each tank for which approval is requested. Their weights will normally reflect uniform loading except that for trim purposes the individual tank cargo weight may exceed the uniform loading tank cargo weight, corresponding to the barge fresh water deadweight at the limiting draft, by 5 percent. Where a greater degree of nonuniform loading
(a)
(2) All “open hopper” type barges shall be provided with coamings around the hopper space and a 36-inch minimum height plowshare breakwater on the forward rake. The plowshare breakwater may be omitted, if it is demonstrated to the satisfaction of the Commandant that sufficient protection is achieved without it. Coamings shall have a minimum height of 36 inches forward and may be graduated to a minimum height of 24 inches at midlength and 18 inches thereafter. All hopper barges constructed with a weathertight rain shield over the hopper space are exempt from these requirements, except that they shall be provided with an 18-inch minimum coaming all around the hopper.
(3) All “open hopper” type barges modified for the carriage of chlorine in bulk shall be provided with 36-inch minimum height coamings around the hopper.
(4) All barges in ocean or coastwise service shall be provided with a structural deck and hatches in accordance with the applicable provisions of subchapter E of this chapter and the scantling requirements of the American Bureau of Shipping.
(b)
(2) Types I and II barges in inland service: A grounding condition shall be assumed where the forward rake bulkhead rests upon a pinnacle at the water surface. The maximum hull and tank bending moment and tank saddle reactions (if applicable) shall be determined. The hull bending stress shall not exceed the applicable limits of paragraphs (b)(2) (i), (ii), or (iii) of this section. The maximum tank bending moment and saddle reaction shall be used in the tank design calculations required by § 151.15-2(b)(3).
(i) Independent tanks supported by only two saddles do not contribute to the strength and stiffness of the barge hull. In such case, the hull stress shall not exceed either 50 percent of the minimum ultimate tensile strength of the material or 70 percent of the yield strength when specified, whichever is greater.
(ii) Independent tanks supported by three or more saddles contribute to the strength and stiffness of the hull. In such case, the hull stress shall not exceed the percentage stress values prescribed in § 151.10-20(b)(2)(i), multiplied by the quantity
(iii) Integral tanks may be considered as contributing to the strength and stiffness of the barge hull. The hull stresses for integral tank barges shall not exceed the percentage stress values prescribed in paragraph (b)(2)(i), of this section.
(3) Types I and II barges in ocean service:
(i) Independent tank barges with tanks supported by three or more saddles shall be subjected to a 0.6L
(ii) All independent tank barges, regardless of the number of saddle supports shall be subject to a still water bending analysis to determine the hull bending moment. For those barges with independent tanks supported by three or more saddles, this analysis shall consider tank-hull interaction so as to determine tank bending moments and saddle reactions.
(iii) The still water tank bending moments and saddle reactions shall be superimposed upon those obtained by simultaneous application of the following dynamic loadings:
(
(
(
(iv) The hull structure and saddle support system shall be analyzed, using the maximum hull bending moments and saddle reactions obtained from the foregoing. Bending stress shall not exceed 60 percent of the yield strength or 42 percent of the minimum tensile strength of the material, whichever is less. Critical buckling strength shall be at least 75 percent greater than calculated buckling stresses. The maximum tank bending moments and saddle reactions shall be used in the tank design calculations required by § 151.15-3(b)(8).
CGD 81-101, 52 FR 7777, Mar. 12, 1987, unless otherwise noted.
The Coast Guard endorses the Certificate of Inspection and for ships making foreign voyages issues the endorsed NLS Certificate required by § 151.12-10 for an oceangoing non-self-propelled ship to carry as bulk cargo the following Category D NLSs if the ship meets the requirements of this part and the requirements applying to ships that carry Category D NLS cargoes in §§ 153.470, 153.486, and 153.490 of this chapter:
(a) An oceangoing non-self-propelled ship may not carry in a cargo tank a Category D NLS cargo listed under § 151.12-5 unless the ship has on board a Certificate of Inspection and for ships making foreign voyages an NLS Certificate endorsed under that section to allow the cargo tank to carry the NLS cargo.
(b) The person in charge of an oceangoing non-self-propelled ship that carries a Category D NLS listed under § 151.12-5 shall ensure that the ship is operated as prescribed for the operation of oceangoing ships carrying Category D NLSs in §§ 153.901, 153.909, 153.1100, 153.1102, 153.1104, 153.1106, 153.1124, 153.1126, 153.1128, 153.1130 and 153.1132 of this chapter.
This subpart prescribes the requirements for cargo segregation for cargo tanks. These requirements are based on considerations of cargo reactivity, stability, and contamination of the surroundings and other cargoes.
(a) The configurations listed in this paragraph refer to the separation of the cargo from its surroundings and list the various degrees of segregation required. Paragraphs and (2) of this section explain the symbols used in lines 1 and 2, in order, under the tank segregation column of Table 151.05.
(1) Segregation of cargo from surrounding waters (Line 1 of Table 151.05).
(2) Segregation of cargo space from machinery spaces and other spaces which have or could have a source of ignition (Line 2 of Table 151.05).
(b) [Reserved]
(c) If a cofferdam is required for segregation purposes and a secondary barrier is required for low temperature protection by § 151.15-3(d)(4), the void space between the primary and secondary barriers shall not be acceptable in lieu of the required cofferdam.
This section lists the definitions of the various tank types required for cargo containment by Table 151.05.
(a)
(b)
(c)
(d)
This section lists the requirements for construction of the types of cargo tanks defined in § 151.15-1.
(a)
(b)
(1) Uninsulated cargo tanks, where the cargo is transported, at or near ambient temperatures, shall be designed for a pressure not less than the vapor pressure of the cargo at 115 °F. The design shall also be based on the minimum internal pressure (maximum vacuum), plus the maximum external static head to which the tank may be subjected.
(2) When cargo tanks, in which the cargo is transported at or near ambient temperature, are insulated with an insulation material of a thickness to provide a thermal conductance of not more than 0.075 B.t.u. per square foot per degree Fahrenheit differential in temperature per hour, the tanks shall be designed for a pressure of not less than the vapor pressure of the cargo at 105 °F. The insulation shall also meet the requirements of paragraph (f) of this section.
(3) Cargo tanks in which the temperature is maintained below the normal atmospheric temperature by refrigeration or other acceptable means shall be designed for a pressure of not less than 110 percent of the vapor pressure corresponding to the temperature of the liquid at which the system is maintained, or the pressure corresponding to the greatest dynamic and static loads expected to be encountered in service. For mechanically stressed relieved cargo tanks, additional factors relating design pressure and maximum allowable pressure shall be as specified by the Commandant. The material of the tank shall meet the material requirements specified in part 54 of this chapter for the service temperature, and this temperature shall be permanently marked on the tank as prescribed in § 54.10-20 of this chapter.
(4) The maximum allowable temperature of the cargo is defined as the boiling temperature of the liquid at a pressure equal to the setting of the relief valve.
(5) 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.
(6) Heat transmission studies, where required, shall assume the minimum ambient temperatures of 0 °F still air and 32 °F still water, and maximum ambient temperatures of 115 °F still air and 90 °F still water.
(7) Where applicable, the design of the cargo tanks shall investigate the thermal stresses induced in the tanks at the service temperature.
(8) Calculations showing the stress level in the tanks under dynamic loading conditions for ocean service barges (see § 151.10-20(b)(4)) and grounding conditions for inland service barges (see § 151.10-20-(b)(2)) shall be submitted to the Commandant for approval. These calculations shall take into account the local stresses due to the interaction between the barge hull and the tanks.
(c)
(1) The maximum cargo weight (tons) in a specific tank does not exceed the maximum cargo weight (tons) endorsed on the certificate of inspection.
(2) The scantlings of the tank are sufficient to prevent rupture under a full head of the higher density cargo. Scantlings meeting ordinary bulkhead requirements for the full head will satisfy this requirement.
(d)
(ii) All independent cargo tanks installed on Type I or Type II barge hulls shall be protected with suitable collision chocks or collision straps. A longitudinal collision load of one and one half times the combined weight of the tank and the cargo shall be assumed. All other independent cargo tanks shall be provided with suitable collision chocks or collision straps assuming a longitudinal collision load equal to the combined weight of the tank and the cargo. The design bearing stress shall not exceed 2 times the yield strength or 1.5 times the minimum ultimate strength, whichever is less.
(iii) Tanks containing cargoes, which are required to be carried in Type I or Type II hulls by Table 151.05, shall be located a minimum of 25 feet from the head log at the bow. Box barges and trail barges need not comply with this requirement.
(2)
(3)
(4)
(ii) The design shall take into consideration the thermal stresses induced in the cargo tank at the service temperature during loading.
(iii) Where necessary, devices for spray loading or other methods of precooling or cooling during loading shall be included in the design.
(iv) Pressure-vessel type tanks shall be radiographed in accordance with the requirements of part 54 of this chapter. For gravity type tanks, all weld intersections or crossings in joints of primary tank shells shall be radiographed for a distance of 10 thicknesses from the intersection. All other welding in the primary tank and in the secondary barrier, shall be spot radiographed in accordance with the requirements specified in part 54 of this chapter for Class II-L pressure vessels.
(v) For nonpressure vessel type containment systems, access shall be arranged to permit inspection one side each of the primary tank and secondary barrier, under normal shipyard conditions. Containment systems which, because of their peculiar design,
(e)
(2) Foundations, and stays where required, shall be designed for support and constraint of the weight of the full tank, and the dynamic loads imposed thereon. Thermal movement shall also be considered.
(3) Foundations and stays shall be suitable for the temperatures they will experience at design conditions.
(4) Cargo tanks may be installed “on deck,” “under deck,” or with the tanks protruding through the deck. All tanks shall be installed with the manhole openings located in the open above the weather deck. Provided an equivalent degree of safety is attained, the Commandant may approve cargo tanks installed with manhole openings located below the weather deck. Where a portion of the tank extends above the weather deck, provision shall be made to maintain the weathertightness of the deck, except that the weathertightness of the upper deck need not be maintained on:
(i) Vessels operating on restricted routes which are sufficiently protected; or,
(ii) Open hopper type barges of acceptable design.
(5) No welding shall be performed on tanks which require and have been stress relieved unless authorized by the Commandant.
(f)
(2) When required, cargo tanks shall be lined with rubber or other material acceptable to the Commandant. The interior surfaces of the cargo tanks shall be made smooth, welds chipped or ground smooth, and the surfaces thoroughly cleaned before the lining is applied. The lining material shall be resistive to attack by the cargo, not less elastic than the metal of the tank proper, and nonporous when tested after application. It shall be of substantially uniform thickness. The lining shall be directly bonded to the tank plating, or attached by other satisfactory means acceptable to the Commandant.
(g)
(2) Insulation in a location exposed to possible high temperature or source of ignition shall be one of the following:
(i) Incombustible, complying with the requirements of Subpart 164.009 of Part 164 of this chapter; or
(ii) Fire retardant, having a flame spread rating of 50 or less as determined by ASTM Specification E-84 (Tunnel Test); or,
(iii) Nonburning or “self-extinguishing” as determined by ASTM Specification D-1692, “Flammability of Plastics” and covered by a steel jacket having a minimum thickness of 18 gauge (0.0428 inches) (U.S. Standard Gauge) or an equivalent means of protection acceptable to the Commandant.
(3) Insulation in a location protected against high temperature or source of ignition need satisfy no requirement for combustibility.
(4) Insulation shall be impervious to water vapor, or have a vapor-proof coating of a fire-retardant material acceptable to the Commandant. Unless the vapor barrier is inherently weather resistant, tanks exposed to the weather shall be fitted with a removable sheet metal jacket of not less than 18 gauge over the vapor-proof coating and flashed around all openings so as to be weathertight. Insulation which is not exposed to the weather when installed on tanks carrying cargoes above ambient temperatures need not be impervious to water vapor nor be covered with a vapor-proof coating.
(5) Insulation shall be adequately protected in areas of possible mechanical damage.
(h)
(1) Approved incombustible insulation meeting the requirements of subpart 164.007 of part 164 of this chapter which is secured to the tank with steel bands.
(2) Located in a hold or protected by a self-supporting steel jacket or cover (such as a hopper cover) of at least 10 gauge (0.1345) for insulation.
(i) Tanks not protected against fire exposure as described in this paragraph shall not be permitted a reduction in size of relief valves.
This section contains definitions and requirements for the various methods of venting specified in Table 151.05. In addition to the requirement that all vents must penetrate into tanks at the top of the vapor space, the following methods of venting and the applicable restrictions are listed:
(a)
(b)
(c)
(d)
(2) When a pressure-vacuum relief valve or safety relief valve normally protected by a rupture disk or breaking pin device is exposed to the cargo due to breakage of the disk, the valve shall be reinspected before being returned to service.
(a) The back pressure in the relief valve discharge lines shall be taken into account when determining the flow capacity of the relief valve to be
(b) [Reserved]
This section contains definitions and requirements for types of gauging devices specified in Table 151.05.
(a)
(b)
(c)
(d)
(e) All gauging devices and related fixtures which form a part of the cargo containment barrier shall be of suitable material and shall be designed for the pressure and temperature of the cargo in accordance with the requirements of Subchapter F of this chapter.
(f)
(2) When utilizing a sounding tube, the cargo tank vent system shall be designed to prevent the discharge of cargo through the sounding tube due to pressure build up in the cargo tank vapor space. (See § 151.03-43) When cargoes carried at atmospheric pressure are required to have a restricted gauging device, open gauges may be provided in addition to restricted gauges for this type of cargo. However, open gauges may not be used while cargo transfer operations are actually being performed.
(g) Fixed tube gauges are not acceptable as primary means of gauging. They may be used as a check on the calibration of other gauging devices.
(h) For pressure-vessel type tanks, each automatic float, continuous reading tape or similar type gauge not mounted directly on the tank or dome shall be fitted with a shutoff device located as close to the tank as practicable. When an automatic float gauging device, which gauges the entire height of the tank, is used, a fixed tube gauge set in the range of 85 percent to 90 percent of the water capacity of the tank shall be provided in addition as a means of checking the accuracy of the automatic float gauge, or other alternate means acceptable to the Commandant may be used.
(i) Gauge glasses of the columnar type are prohibited.
(j) Flat sight glasses may be used in the design of automatic float continuous reading tape gauges. However such glasses shall be made of high strength material, suitable for the operating temperatures, of not less than one-half
(a) Cargo piping systems shall be arranged and fabricated in accordance with this section and Subchapter F. The class of piping system required for a specific cargo shall be as listed in Table 151.05 as a minimum; however, a higher class may be required when the actual service temperature or pressure so dictates. See Table 56.04-2 of this chapter.
(b) Piping system components shall be suitable for use with the cargoes for which the barge is certificated, and shall be of materials listed in Subchapter F of this chapter, or such other material as the Commandant may specifically approve. All piping materials shall be tested in accordance with the requirements of Subchapter F of this chapter. The valve seat material, packing, gaskets, and all other material which comes into contact with the cargo shall be resistant to the chemical action of the cargoes for which the barge is certificated.
(c) Cargo piping systems, when subject to corrosive attack of the cargo, and when serving cargo tanks which are required by this subchapter to be lined or coated, shall be constructed of, lined or coated with corrosion-resistant material. Vent systems shall be similarly constructed, lined, or coated up to and including the vent control device.
(d) All piping systems components shall have a pressure rating at operating temperature (according to the applicable American National Standards Institute, Inc., pressure/temperature relations) not less than the maximum pressure to which the system may be subjected. Piping which is not protected by a relief valve, or which can be isolated from its relief valve, shall be designed for the greatest of:
(1) The cargo vapor pressure at 115 °F.
(2) The maximum allowable working pressure of the cargo tank.
(3) The pressure of the associated pump or compressor relief valve.
(4) The total discharge head of the associated pump or compressor where a discharge relief valve is not used.
(e) Provisions shall be made by the use of offsets, loops, bends, expansion joints, etc., to protect the piping and tank from excessive stress due to thermal movement and/or movements of the tank and hull structure. Expansion joints shall be held to a minimum and where used shall be subject to individual approval by the Commandant.
(f) Low temperature piping shall be isolated from the hull structure. Where necessary, arrangements to provide for the protection of the hull structure from leaks in low temperature systems in way of pumps, flanges, etc., shall be provided.
(g) Connections to tanks shall be protected against mechanical damage and tampering. Underdeck cargo piping shall not be installed between the outboard side of cargo containment spaces and the skin of the barge, unless provision is made to maintain the minimum inspection and collision protection clearances (where required) between the piping and the skin. Cargo piping which is external to tanks, and is installed below the weather deck shall be joined by welding, except for flanged connections to shutoff valves and expansion joints.
(h) Piping shall enter independent cargo tanks above the weatherdeck, either through or as close to the tank dome as possible.
(i) Horizontal runs of cargo piping on integral tank barges may be run above or below the weatherdeck. When run below the weatherdeck, the following are applicable:
(1) Horizontal runs located entirely within integral cargo tanks shall be fitted with a stop valve, located inside the tank that is being serviced and operable from the weatherdeck. There shall be cargo compatibility in the event of a piping failure.
(2) Horizontal runs of cargo piping installed in pipe tunnels may penetrate gravity type tanks below the weatherdeck:
(3) The tunnel shall comply with all tank requirements for construction, location, ventilation, and electrical hazard. There shall be cargo compatibility in the event of a piping failure.
(4) The tunnel shall have no other openings except to the weatherdeck or a cargo pumproom.
For the purpose of adequately controlling the cargo, both under normal operating and casualty conditions, every cargo piping system shall be provided with one of the following sets of control valves and meet the requirements listed below. Cargo tanks, whether gravity or pressure vessel type, for cargoes having a saturated vapor pressure of 10 pounds per square inch gauge or less at 115 °F (105 °F if the tank is insulated) shall be provided with a valving system designated as Gravity-1. Cargo tanks, whether gravity or pressure vessel type, for cargoes which are carried below ambient temperature and whose vapor pressure is maintained at 10 pounds per square inch gauge or below shall be provided with a valving system designated as Gravity-2. Cargo tanks for cargoes which have vapor pressures above 10 p.s.i.g. at 115 °F (105 °F if tank is insulated) shall be provided with a valving system designated as Pressure-1. Cargo tanks for cargoes which have vapor pressures above 10 pounds per square inch gauge at 115 °F (105 °F if tank is insulated) and which require greater protection due to their hazardous characteristics shall be provided with a valving system designated as Pressure-2. The requirements of paragraphs (a) through (d) of this section for stop valves or excess flow valves to be fitted at tank penetrations are not applicable to nozzles at which pressure vacuum or safety relief valves are fitted.
(a)
(2) One stop valve or blind flange shall be installed at each cargo hose connection. When a cargo hose connection is in use, it shall be provided with a stop valve; which may be part of the vessel's equipment or may be part of the shore facility and attached to the barge end of the loading hose. When a cargo hose connection is not in use, it may be secured with a blind flange.
(3) If individual deepwell pumps are used to discharge the contents of each cargo tank, and the pumps are provided with a remote shutdown device, a stop valve at the tank is not required on the tank discharge line.
(b)
(2) One remote operated, quick closing shut-off valve shall be installed at each cargo hose connection.
(3) A remote shutdown device shall be installed for all cargo handling machinery.
(c)
(2) One manually operated stop valve shall be installed at each cargo hose connection, when in use.
(d)
(2) One remote operated quick closing shutoff valve shall be installed at each cargo hose connection when in use.
(3) No tank penetration shall be less than 1 inch diameter.
(e) Cargo tank penetrations which are connections for gauging or measuring devices need not be equipped with excess flow or remote operated quick closing valves provided that the opening is constructed so that the outward flow of tank contents shall not exceed
(f) The control system for any required quick closing shutoff valves shall be such that the valves may be operated from at least two remote locations on the vessel; if means of fire protection is required by Table 151.05, the control system shall also be provided with fusible elements designed to melt between 208 °F and 220 °F, which will cause the quick closing shut-off valves to close in case of fire. Quick closing shut-off valves shall be of the fail-closed (closed on loss of power) type and be capable of local manual operation. Quick closing shut-off valves shall operate from full open to full closed under all service conditions in not more than 10 seconds, without causing excessive pressure surges.
(g) Excess flow valves, where required, shall close automatically at the rated closing flow of vapor or liquid as tested and specified by the manufacturer. The piping, including fittings, valves, and appurtenances protected by an excess flow valve, shall have a greater capacity than the rated closing flow of the excess flow valve. Excess flow valves may be designed with a bypass not to exceed 0.040-inch diameter opening to allow equalization of pressure, after an operating shutdown.
(h) Suitable means shall be provided to relieve the pressure and remove liquid contents from cargo lines and hoses to the cargo tank or other safe location prior to effecting disconnections.
(a) Each tank operated at other than ambient temperature shall be provided with at least one remote reading temperature sensor located in the liquid phase of the cargo. The temperature gauge shall be located at the cargo handling control station or another approved location.
(b) Where required, each tank equipped with safety relief valves shall be fitted with a pressure gauge which shall be located at the cargo handling control station or at another approved location.
(a) Liquid and vapor line hose used for cargo transfer shall be of suitable material resistant to the action of the cargo. Hose shall be suitable for the temperatures to which it may be subjected and shall be acceptable to the Commandant.
(b) Hose subject to tank pressure, or the discharge pressure of pumps or vapor compressors, shall be designed for a bursting pressure of not less than 5 times the maximum safety relief valve setting of the tank, pump, or compressor, whichever determines the maximum pressure to which the hose may be subjected in service.
(c) Each new type of cargo hose, complete with end fittings, shall be prototype tested to a pressure not less than five times its specified maximum working pressure. The hose temperature during this prototype test shall duplicate the intended extreme service temperature. Thereafter, each new length of cargo hose produced shall be hydrostatically tested at ambient temperature to a pressure not less than twice its maximum working pressure nor more than two-fifths its bursting pressure. The hose shall be marked with its maximum working pressure, and if used in other than ambient temperature service, its maximum or minimum temperature.
(a) Cargo transfer may be accomplished by means of gravity, pumping, vapor or gas pressurization, or fluid displacement unless otherwise provided in Subpart 151.50 of this part.
(b) Vapor or gas pressurization may be used only in transferring cargo from pressure vessel type cargo tanks. The pressurizing vapor or gas lines shall be provided with safety relief device in the lines set to open at a pressure no greater than 90 percent of the set pressure of the cargo tank safety relief valve. The pressurizing line shall be fitted with a stop valve at the tank, and a check valve to prevent the accidental release of cargo through the pressure line.
(c) Fluid displacement is permitted with either gravity or pressure vessel type cargo tanks. The displacing fluid
(d) When cargo vapors are flammable, combustible or toxic, cargo filling lines entering the top of the tank shall lead to a point at or near the bottom. Spray filling lines, discharging near the top of the tank, may be fitted in lieu of, or in addition to, the above cargo filling lines.
When carrying certain commodities regulated by this subchapter, one of the following types of cargo protection may be required, within the main cargo tank, and in some cases, in the space between the primary and secondary barriers.
(a)
(b)
(c)
(d)
(e)
Pump rooms, compressor rooms, refrigeration rooms, heating rooms, instrument rooms or other closed spaces regularly entered by operating personnel, in which work is performed on the cargo or in which the cargo movement is locally controlled, may be required to be fitted with one of the following types of ventilation:
(a)
(b)
When required by Table 151.05, approved portable fire extinguishers shall be installed in accordance with Subpart 34.50 of this chapter. The fire extinguishing media shall be dry chemical or other suitable agent for all locations.
This section defines the various methods by which the cargo may be heated or cooled.
(a)
(b)
(2)
(c)
(d)
(e)
(f)
(2) A recirculating system in which the cargo leaves the tank, is pumped through a heater and then returned to the tank.
Materials used in the construction of temperature or pressure control systems shall be suitable for the intended application and meet the requirements of Subchapter F and the Special Requirements section of this subchapter.
Construction of machinery or equipment, such as heat exchangers, condensers, piping, etc., associated with temperature or pressure control systems shall meet the requirements of Subchapter F of this chapter. The electrical portions of these installations shall meet the requirements of Subchapter J of this chapter.
Control systems, required by Table 151.05 shall be provided with an audible or visual high cargo temperature or high cargo pressure alarm which is discernible at the towboat. The alarm shall operate when either the pressure or the temperature exceeds the operating limits of the system. The alarm may monitor either pressure or temperature, but must be independent of the control system.
(a)
(b) Vapor compression, tank refrigeration, and secondary refrigeration systems: The required cooling capacity of refrigeration systems shall be sufficient to maintain the cargo at design operating conditions with ambient temperature of 115 °F still air and 90 °F still water. The number and arrangement of compressors shall be such that the required cooling capacity of the system is maintained with one compressor inoperative. Portions of the system other than the compressors need not have standby capacity.
(a) Barges certificated as tank barges (Subchapter D of this chapter) or cargo barges (Subchapter I of this chapter) for the carriage of cargoes regulated by this subchapter shall meet all applicable requirements for operations in the appropriate subchapter; in addition, requirements prescribed in this subpart shall apply to either type of certification.
(b) [Reserved]
(a) The requirements of this section shall apply to all barges carrying in bulk any cargoes regulated by this subchapter; however, the provisions of this section are not applicable to such barges when empty and gas-freed.
(b) When it is necessary to operate box or square-end barges as lead barges of tows, the person in charge of the towing vessel shall control the speed to insure protection against diving and swamping of such barges, having due regard to their design and freeboard, and to the operating conditions.
(c) No cargo tank hatch, ullage hole, or tank cleaning openings shall be
(d) Barges, when tendered to the carrier for transportation, shall have all bilges and void spaces (except those used for ballasting) substantially free of water. Periodic inspections and necessary pumping shall be carried out to insure maintenance of such water-free condition in order to minimize the free surface effects, both in longitudinal and transverse directions. Except when otherwise considered necessary for inspection or pumping, all hatch covers and other hull closure devices for void spaces and hull compartments other than cargo spaces shall be closed and secured at all times.
(e)
(This sign may be covered or removed when Subchapter
(This sign may be removed or covered when the commodity is not flammable or combustible.)
(This sign may be removed or covered when the commodity is not flammable or combustible.)
(2)(i) Names and locations of all cargoes will be displayed in a readily discernible manner on all barges carrying one or more commodities regulated by this subchapter. This may be an individual sign at or on each tank or by a single sign similar to the following example:
(ii) When the dangerous cargo barge is carrying only a single product, the Warning Sign required by paragraph (e)(1) of this section can be considered as meeting the requirements for the cargo location sign. The name of the commodity shall be added to the Warning Sign.
(3) A cargo information card for each cargo regulated by this subchapter shall be carried on the bridge or in the pilot house of the towing vessel, readily available for use by the person in charge of the watch. This information card shall also be carried aboard the barge, mounted near the Warning Sign required by paragraph (e)(1) of this section, in such position as to be easily read by a man standing on the deck of the barge. The minimum card size shall be 7″ × 9
(i)
(ii)
(iii)
(f)
(1) The licensed operator, person in command, and mate of a vessel towing a tank barge that need not be manned, and each of them, shall be responsible for monitoring the security and integrity of the tank barge and for ensuring adherence to proper safety precautions. These responsibilities include, but are not limited to—
(i) Ensuring that every tank barge added to the tow has all tank openings properly secured; has its freeing-ports and scuppers, if any, unobstructed; meets any loadline or freeboard requirements; and neither leaks cargo into the water, voids, or cofferdams nor leaks water into the tanks, voids, or cofferdams;
(ii) Ensuring that every tank barge in the tow is properly secured within the tow;
(iii) Ensuring that periodic checks are made of every tank barge in the tow for leakage of cargo into the water, voids, or cofferdams and for leakage of water into the tanks, voids, or cofferdams;
(iv) Knowing the cargo of every tank barge in the tow, all hazards associated with the cargo, and what to do on discovery of a leak;
(v) Ensuring that the crew of the vessel know the cargo of every tank barge in the tow, all hazards associated with the cargo, and what to do on discovery of a leak;
(vi) Reporting to the Coast Guard any leaks from a tank barge in the tow into the water, as required by 33 CFR 151.15; and
(vii) Ensuring that the crew of the vessel and other personnel in the vicinity of the tank barges in the tow follow the proper safety precautions for tank vessels, and that no activity takes place in the vicinity of the barges that could create a hazard.
(2) A towing vessel engaged in transporting such unmanned barges shall not leave them unattended. When a barge is moored, but not gas free, it shall be under the care of a watchman who may be a member of the complement of the towing vessel, or a terminal employee, or other person. This person shall be responsible for the security of the barge and for keeping unauthorized persons off the barge. Such person shall be provided with, read, and have in his possession for ready reference the information cards required by paragraph (e) of this section.
(g) All cargo hatches shall be closed, dogged down, or otherwise tightly secured.
Except as provided for in this section, barges need not be manned unless in the judgment of the Officer in Charge, Marine Inspection, such manning is necessary for the protection of life and property and for safe operation of the vessel. Vessels requiring manning for safe operation shall be subject to additional requirements as determined by the Commandant. Towing vessels, while towing barges which are not required to be manned, shall be provided with and have on board the information card required by § 151.45-2(e)(3). This card shall be in the possession of the master or person in charge.
(a) On a United States tank barge subject to inspection—
(1) The owner and operator of the vessel, and his or her agent, and each of them, shall ensure that no transfer of liquid cargo in bulk or cleaning of a cargo tank takes place unless under the supervision of a qualified person designated as the person in charge of the transfer or the cleaning under Subpart C of 33 CFR part 155.
(2) The person in charge of the transfer shall ensure that enough qualified personnel are on duty to safely transfer liquid cargo in bulk or to safely clean cargo tanks.
(b)
(c)
(2) When cargo connections are supported by the vessel's tackle, the person in charge of the transfer operations shall inspect the vessel to insure that sufficient tackles are used.
(3) Pans or buckets shall be placed under cargo hose connections.
(4) Cargo transfer operations for any cargo requiring a PV or safety relief venting device in Table 151.05 shall be performed with cargo hatch covers closed.
(d)
(1) The Certificate of Inspection is endorsed for the products to be loaded. Loading restrictions, if any, should be noted.
(2) Warning signs are displayed as required.
(3) Cargo information cards for the product are aboard.
(4) No repair work in way of cargo space is being carried out.
(5) Cargo connections and hatch covers conform with the provisions of paragraph (c) of this section and cargo valves are properly set.
(6) All connections for cargo transfer have been made to the vessel's fixed pipeline system.
(7) In transferring flammable or combustible cargoes, there are no fires or open flames present on the deck, or in any compartment which is located on, facing, open or adjacent to the part of the deck on which cargo connections have been made.
(8) The shore terminal or other tank vessel concerned has reported itself in readiness for transfer of cargo.
(9) All sea valves are properly set and those connected to the cargo piping are closed.
(10) When transferring flammable or combustible cargoes that a determination was made as to whether or not boiler and/or galley fires can be maintained with reasonable safety.
(e)
(1) Supervise the operation of the cargo system valves.
(2) Start transfer of cargo slowly.
(3) Observe cargo connections and hose for leakage.
(4) Observe operating pressure on cargo systems.
(5) Comply with loading limitations placed on the vessel by the Certificate of Inspection, if, any, for the purpose of not overloading individual tanks or the vessel.
(6) Observe the loading rate for the purpose of avoiding overflow of the tanks.
(f) Cargo transfer operations shall not be started or, if started, shall be discontinued under the following conditions:
(1) During severe electrical storms.
(2) If a fire occurs on the barge, the wharf or in the immediate vicinity.
(3) If potentially dangerous leakage occurs.
(g) No vessel shall come alongside or remain alongside a barge in way of its
(h)
(i)
(j)
(2) Where package and general cargo is carried directly over bulk cargo tanks, it shall be properly dunnaged to prevent chafing of metal parts and securely lashed or stowed.
(k)
(l) Deck construction must be adequate to support the intended load. Provisions for carrying deck cargo shall be endorsed on the Certificate of Inspection by the Officer in Charge, Marine Inspection.
(m)
(a) All open hopper barges not constructed or modified in conformance with the provisions of Subpart 151.10 of this part when carrying in bulk any cargoes regulated by this subchapter shall meet the provisions of this section. However, the provisions of this section are not applicable to such barges when empty (not necessarily cleaned or gas-freed).
(1) Except as otherwise provided in this section, no such open hopper type barge shall be placed as lead barge in any tow. These barges shall be placed in protected positions within the tow so that the danger from diving or swamping will be minimized. Where, due to operating conditions, compliance with this paragraph is impossible, the provisions of paragraph (a)(3) of this section apply. The person in charge of the towing vessel shall be responsible for compliance with this paragraph.
(2) No such open hopper type barge shall be moved from a loading facility unless all void spaces and bilges are substantially free of water. Periodic inspections and necessary pumping shall be carried out to insure the maintenance of such water-free conditions, in order to minimize the free surface effect in both the longitudinal and transverse directions. Except when considered necessary for inspection or pumping, all hatch covers and other hull closure devices for void spaces and hull compartments shall be closed and secured at all times. In the case of unmanned barges, the person in charge of the towing vessel shall be deemed to be in charge of the barge, and all requirements to be carried out on the barge shall be carried out by or under the direction of this person.
(3) When an open hopper type barge is in an exposed position, such that protection from swamping provided by adjoining barges cannot be obtained from the location within the tow, it shall be the responsibility of the person in charge of the towing vessel to control speed so as to insure protection against diving and swamping of the barge, having regard to its design and freeboard, and other operating conditions.
(b) To show that special operating requirements apply to a specific open hopper type barge, additional placards or signs shall be displayed in at least four different locations on the barge when the cargoes subject to this part are carried in any form in the cargo tanks. The placards or signs shall be posted on the barge approximately amidships on each side and near the centerline fore and aft facing outboard. Racks, or other suitable means for mounting such placards or signs, shall be so arranged as to provide clear visibility and shall be protected from becoming readily damaged or obscured. The placards or signs shall be at least equal in dimensions to the DOT standard tank car “Dangerous” placard (10
(a) Tanks carrying liquids or liquefied gases at ambient temperatures regulated by this subchapter shall be limited in the amount of cargo loaded to that which will avoid the tank being liquid full at 105 °F if insulated, or 115 °F if uninsulated. If specific filling densities are designated in Subpart 151.50 of this part, they shall take precedence over that noted above.
(b) Refrigerated and semirefrigerated tanks shall be filled so that there is an outage of at least 2 percent of the volume of the tank at the temperature corresponding to the vapor pressure of the cargo at the safety relief valve setting. A reduction in the required outage may be permitted by the Commandant when warranted by special design considerations. Normally, then, the maximum volume to which a tank may be loaded is:
Each barge carrying dangerous cargo shall have on board a bill of lading, manifest, or shipping document giving the name of shipper, location of the loading point, and the kind, grade, and approximate quantity by compartment of each cargo in the barge. Such manifest or bills of lading may be made out by the shipper, master of the towing vessel, owner, or agent of the owner. However, in the case of unmanned barges the master of the towing vessel shall either have a copy of the shipping papers for each barge in his tow or he shall make an entry in the towing vessel's log book giving the name of the shipper, location where the barge was loaded, and the kind, grade, and quantity of cargo by compartment in the barge. The barge shall not be delayed in order to secure the exact quantities of cargo.
A person who is under the influence of liquor or other stimulants, or is so ill as to render him unfit to perform service shall not be permitted to perform any duties on the barge.
While fast to a dock, a vessel during transfer of bulk cargo shall display a red flag by day or a red light by night, which signal shall be so placed that it will be visible on all sides. When at anchor, a vessel during transfer of bulk
Nomenclature changes to Subpart 151.50 appear at 60 FR 50465, Sept. 29, 1995 and at 61 FR 50732, Sept. 27, 1996.
Special requirements found in this subpart pertain to specific cargoes and to similar groups of cargoes. These requirements are in addition to and take precedence over any other requirements found in these regulations.
When table 151.05 refers to this section, the following apply:
(a) [Reserved]
(b) Independent tanks shall be designed and tested for a head of at least 8 feet above the top of the tank using the specific gravity of the product to be carried. In addition, tank design calculations shall demonstrate that the tank can withstand, without rupture, a single loading to the highest level to which the product may rise, if that exceeds 8 feet. In general, plate less than five-sixteenths inch in thickness shall not be used in the fabrication of independent tanks unless otherwise approved.
(c)(1) Cargo tanks transporting liquids having a Reid vapor pressure exceeding 14 pounds per square inch absolute or vented at a gauge pressure exceeding 4 pounds per square inch, or where air or water pressure is used to discharge the cargo, shall be fabricated as arc-welded unfired pressure vessels.
(2) Unfired pressure vessel cargo tanks shall be designed for a pressure not less than the vapor pressure, in pounds per square inch gauge, of the lading at 115 °F, or the maximum air or water pressure used to discharge the cargo, whichever is greater, but in no case shall the design pressure of such tanks be less than 30 pounds per square inch gauge.
(d)
(2) Where multiple cargoes are carried, and the cargo piping conveying cargoes covered under this section are led through cargo tanks containing other products, the piping shall be encased in a tunnel.
(3) Where cargo lines handling other products, or bilge and ballast piping are led through tanks containing cargoes covered by this section, the piping shall be enclosed in a tunnel.
(e) Gravity type cargo tanks shall be fitted with an approved pressure-vacuum relief valve of not less than 2
(f) The discharge fittings from each safety relief or pressure vacuum relief valve shall be directed in such a manner as to not impinge on another tank, piping or any other equipment which would increase the fire hazard should burning products be discharged from the safety or pressure vacuum relief valve as a result of a fire or other casualty. In addition, the discharges shall be directed away from areas where it is likely that persons might be working and as remote as practicable from ventilation inlets and ignition sources. A common discharge header may be employed if desired. The area near the discharge fittings shall be clearly marked as a hazardous area.
(g) A means shall be provided for either the reclamation or safe venting of vapors during the loading and unloading operations. For this purpose the safety relief or pressure vacuum relief valve shall be provided with a valved bypass to a vapor return line shore connection which shall be used whenever vapor return shore facilities are available. In the event vapors must be vented to the atmosphere, a vent riser shall extend at least 12 feet above the highest level accessible to personnel. The vent riser may be collapsible for ease of stowage when not in use. Vapor return lines or vent risers for tanks carrying the same class product may be connected to a common header system if desired. Tanks carrying cargoes covered by this section shall be vented independent of tanks carrying other products.
(h) The pump room ventilation outlet duct exhausts shall terminate at a distance of at least 6 feet above the enclosed space or pump room and at least 6 feet from any entrance to the interior part of the vessel. The discharge end of the exhaust ducts shall be located so as to preclude the possibility of recirculating contaminated air through the pump room, or other spaces where personnel may be present.
When transporting motor fuel antiknock compounds containing tetraethyl lead and tetramethyl lead the requirements listed in this section shall be observed.
(a) Tanks used for these cargoes shall not be used for the transportation of any other cargo except those commodities to be used in the manufacture of tetraethyl lead and tetramethyl lead.
(b) Pump rooms shall be equipped with forced ventilation with complete air change every 2 minutes. Air analysis shall be run for lead content to determine if the atmosphere is satisfactory prior to personnel entering the pump room.
(c) Entry into cargo tanks used for the transportation of these cargoes is not permitted.
(d) No internal tank inspection is required. If it is desired to internally inspect tanks used for these cargoes, the Commandant must be notified in advance before such inspection is made.
(e) The provisions of § 151.50-5 shall also be met as a requirement for shipping antiknock compounds containing tetraethyl lead and tetramethyl lead.
(a) For the purpose of this part, alkylene oxides are considered to be ethylene oxide and propylene oxide.
(b) Alkylene oxides transported under the provisions of this part shall be acetylene free.
(c)(1) No other product may be transported in tanks certified for an alkylene oxide except that the Commandant may approve subsequent transportation of other products and return to alkylene oxide service if tanks, piping and auxiliary equipment are adequately cleaned to the satisfaction of the Marine Inspector.
(2) Unless authorized by the Commandant, no other kind of cargo except methane, ethane, propane, butane and pentane shall be on board a tank vessel certificated for the carriage of an alkylene oxide at the same time an alkylene oxide in either the liquid or vapor state is present in any cargo tank. Alkylene oxide tanks shall not be installed in tanks intended for any other cargo.
(d) All valves, flanges, fittings, and accessory equipment shall be of a type suitable for use with the alkylene oxides and shall be made of steel or stainless steel, or other materials acceptable to the Commandant. Impurities of copper, magnesium and other acetylide-forming metals shall be kept to a minimum. The chemical composition of all material used shall be submitted to the Commandant for approval prior to fabrication. Disks or disk faces, seats and other wearing parts of valves shall be made of stainless steel containing not less than 11 percent chromium. Mercury, silver, aluminum, magnesium, copper, and their alloys shall not be used for any valves, gauges, thermometers, or any similar devices. Gaskets shall be constructed of spirally wound stainless steel with “Teflon” or other suitable material. All packing and gaskets shall be constructed of materials which do not react spontaneously with or lower the autoignition temperature of the alkylene oxides.
(e) The pressure rating of valves, fittings, and accessories shall be not less than the maximum pressure for which the cargo tank is designed, or the shutoff head of the cargo pump, whichever is greater, but in no case less than 150 pounds per square inch. Welded fittings manufactured in accordance with A.N.S.I. Standards shall be used wherever possible, and the number of pipe joints shall be held to a minimum. Threaded joints in the cargo liquid and vapor lines are prohibited.
(f) The thermometer shall terminate in the liquid space and shall be attached to the shell by welding with the
(g) Automatic float continuous reading tape gauge, and similar types, shall be fitted with a shutoff valve located as close to the tank as practicable, which shall be designed to close automatically in the event of fracture of the external gauge piping. An auxiliary gauging device shall always be used in conjunction with an automatic gauging device.
(h) Filling and discharge piping shall extend to within 4 inches of the bottom of the tank or sump pit if one is provided.
(i)
(2) A means shall be provided for either the reclamation or safe venting of vapors during the loading and unloading operations. For this purpose, the safety relief or pressure vacuum relief valve shall be provided with a valved bypass to a vapor return line shore connection which shall be used whenever vapor return shore facilities are available. In the event vapors must be vented to the atmosphere, a vent riser shall be connected to the vapor return line and extend at least 12 feet above the highest level accessible to personnel. The vent riser may be collapsible for ease of stowage when not in use. The vent riser shall not be connected to a safety relief or pressure vacuum valve. Vapor return lines or vent risers for tanks carrying the same class product may be connected to a common header system if desired. Tanks carrying alkylene oxides shall be vented independent of tanks carrying other products.
(3) The outlet of each vent riser shall be fitted with acceptable corrosion-resistant flame screen of suitable material or a flame arrester suitable for use with alkylene oxide.
(j)
(2) The enclosed spaces in which the cargo tanks are located shall be inerted by injection of a suitable inert gas or shall be well ventilated.
(3) The enclosed spaces in which the cargo tanks are located, if an inerting system is not installed, shall be fitted with forced ventilation of such capacity to provide a complete change of air every three minutes and arranged in such a manner that any vapors lost into the space will be removed. The ventilation system shall be in operation at all times cargo is being loaded or discharged. No electrical equipment shall be fitted within the spaces or within ten feet of the ventilation exhaust from these spaces.
(4) All ventilation machinery shall be of nonsparking construction and shall not provide a source of vapor ignition.
(5) Each vent shall be fitted with a flame screen of corrosion resistant wire which is suitable for use with the alkylene oxide.
(k)(1) Flexible metal hose fabricated of stainless steel or other acceptable material, resistant to the action of the alkylene oxide, shall be fitted to the liquid and vapor lines during cargo transfer.
(2) The hose shall be marked with the maximum pressure guaranteed by the manufacturer, and with his certification with the words “Certified for
(3) Cargo hose intended for alkylene oxide service shall not be used for any other products except those which are compatible with the alkylene oxide.
(l) Vessel shall be electrically bonded to the shore piping prior to connecting the cargo hose. This electrical bonding shall be maintained until after the cargo hose has been disconnected and any spillage has been removed.
(m) Cargo shall be discharged by pumping or by displacement with nitrogen or other acceptable inert gas. In
(n) During cargo transfer, a water hose with pressure to the nozzle, when atmospheric temperatures permit, shall be connected to a water supply for immediate use during filling and discharge operations and any spillage of alkylene oxide shall be immediately washed away. This requirement can be met by facilities provided from shore.
(o) Prior to disconnecting shore lines, the pressure in the liquid and vapor lines shall be relieved through suitable valves installed at the loading header. The liquid and vapor discharged from these lines shall not be discharged to atmosphere.
(p) The safety relief valves shall be tested by liquid, gas, or vapor pressure at least once every 2 years to determine the accuracy of adjustment and, if necessary, shall be reset. Alkylene oxides shall not be used as the testing medium.
(q) The special requirements for ethylene oxide contained in § 151.50-12 and for propylene oxide contained in § 151.50-13 shall also be observed.
(a)(1) Ethylene oxide shall be carried in fixed, independent, pressure vessel type cargo tanks, designed, constructed, arranged and, if necessary, equipped with machinery to maintain the cargo temperature below 90 °F except as otherwise provided for in paragraph (a)(3) of this section.
(2) Ethylene oxide shall be loaded at a temperature below 70 °F.
(3) When ethylene oxide is to be transported at or near atmospheric pressure, the Commandant may permit the use of alternate methods of storage which are consistent with the minimum requirements of this subpart.
(b)(1) All cargo tanks shall be constructed of a carbon steel or stainless steel acceptable to the Commandant. Impurities of copper, magnesium and other acetylide-forming metals shall be kept to a minimum. The chemical composition of all steel used shall be submitted to the Commandant for approval prior to fabrication. Aluminum, copper and other acetylide-forming metals, such as silver, mercury, magnesium, and their alloys shall not be used as materials of construction for tanks or equipment used in handling ethylene oxide.
(2) Cargo tanks shall meet the requirements of Class I pressure vessels.
(3) Cargo tanks shall be designed for the maximum pressure of vapor or gas used in discharging the cargo but in no case shall the design pressure of such tanks be less than 75 pounds per square inch gauge. The tank shell and heads shall not be less than
(c)(1) Cargo tanks shall be located below deck in holds or enclosed spaces with the domes or trunks extended above the weather deck and terminating in the open. Provisions shall be made to maintain the watertightness of the deck by means of watertight seals around such domes or trunks. The holds or enclosed spaces, in which the ethylene oxide tanks are located, shall not be used for any other purpose. However, in open hopper type barges of a suitable design approved for such service, the weatherdeck may not be required to be watertight.
(2) All cargo tanks shall be installed with the manhole openings and all tank connections located above the weatherdeck in the open.
(3) Tanks shall be electrically bonded to the hull.
(4) No welding of any kind shall be done on cargo tanks or supporting structure unless authorized by the Commandant.
(d) All cargo tanks, piping, valves, fittings, and similar equipment which may contain ethylene oxide in either the liquid or vapor phase, including the vent risers, shall be insulated. Flanges need not be covered, but if covered, a small opening shall be left at the bottom of the flange cover to detect leaks. Insulation shall be of an approved incombustible material suitable for use
(e)(1) When cooling systems are installed to maintain the temperature of the liquid below 90 °F, at least two complete cooling plants, automatically regulated by temperature variations within the tanks shall be provided; each to be complete with the necessary auxiliaries for proper operation. The control system shall also be capable of being manually operated. An alarm shall be provided to indicate malfunctioning of the temperature controls. The capacity of each cooling system shall be sufficient to maintain the temperature of the liquid cargo at or below the design temperature of the system.
(2) An alternate arrangement may consist of three cooling plants, any two of which shall be sufficient to maintain the temperature of the liquid cargo at or below the design temperature of the system.
(3) Cooling systems requiring compression of ethylene oxide are prohibited.
(f) In addition to the shutoff valve required, all tank connections larger than one-half inch inside pipe size, except safety relief valves and liquid level gauging devices, shall be fitted with either internal back pressure check valves or internal excess flow valves in conjunction with a quick closing stop valve operable from at least two remote locations. The quick closing stop valve shall be of the “fail safe” type acceptable to the Commandant and shall be equipped with a fusible plug designed to melt between 208 °F and 220 °F, which will cause the quick closing valve to close automatically in case of fire. The quick closing valve shall be located as close to the tank as possible.
(g) Piping systems intended for ethylene oxide service shall not be used for any other product and shall be completely separate from all other systems. The piping system shall be designed so that no cross connections may be made either through accident or design.
(h) Each safety relief valve shall be set to start to discharge at not less than 75 pounds per square inch gauge, nor more than the design pressure of the tank.
(i) The filling density shall not exceed 83 percent.
(j)(1) The cargo shall be shipped under a suitable protective inerting gas system, such as nitrogen. When nitrogen gas is used, the gas inerting system shall be so designed that the vapor space above the liquid cargo will be filled and maintained with a gas mixture of not less than 45 percent nitrogen. Other gases proposed for inerting use may be given consideration by the Commandant. Original charging only of protective inerting gas at the loading facility is not considered adequate. A sufficient amount of spare inerting gas as approved by the Commandant shall be provided on the vessel in order to maintain the proper concentration of the gas in the event of normal leakage or other losses.
(2) Any inerting gas selected should be at least 98 percent pure and free of reactive materials, such as ammonia, hydrogen sulfide, sulfur compounds, and acetylene.
(k) Prior to loading, a sample from the cargo tank will be taken to insure that the pad gas will meet the requirements of paragraph (j) of this section and that the oxygen content of the vapor space will be not more than 2 percent maximum. If necessary, a sample will be taken after loading to insure the vapor space meets this requirement.
(l) The cargo piping shall be inspected and tested at least once in each 2 calendar years.
(m) In those cases where the cargo transfer hose used is not part of the barge's equipment, the person in charge of the transfer operation shall determine that the provisions of § 151.50-10(k) have been met before using this hose. A certificate of test, supplied by the transfer facility, will be considered as adequate for this determination.
(n) The provisions of § 151.50-10 shall be complied with as a requirement for shipping ethylene oxide.
(o) A hydrostatic test of 1
(a)(1) Pressure vessel cargo tanks shall meet the requirements of Class II pressure vessels.
(2) Cargo tanks shall be designed for the maximum pressure expected to be encountered during loading, storing and discharging the cargo but in no case shall the design pressure of pressure vessel tanks be less than thirty (30) pounds per square inch gauge. The tank shell and heads shall not be less than
(b) When propylene oxide is carried on board a vessel, piping systems in propylene oxide service shall not be used for any other product and shall be completely separate from all other systems. The piping system shall be designed so that no cross connection may be made through inadvertence.
(c) Each safety relief valve shall be set to start to discharge at not less than 30 pounds per square inch gauge, nor more than the design pressure of the tank.
(d) Filling density shall not exceed 80 percent.
(e)(1) The cargo shall be shipped under a suitable protective padding, such as nitrogen gas. Other gases proposed for use as padding may be given consideration by the Commandant. Original charging only of protective gas padding at the loading facility is not considered adequate. A sufficient amount of spare padding gas as approved by the Commandant shall be provided on the vessel in order to maintain the proper concentration of the gas in the event of normal leakage or other losses.
(2) Any padding gas selected should be at least 98 percent pure and free of reactive materials.
(f) Prior to loading, a sample from the cargo tank will be taken to insure that the pad gas will meet the requirements of paragraph (e) of this section and that the oxygen content of the vapor space will be not more than 2 percent maximum. If necessary, a sample will be taken after loading to insure the vapor space meets this requirement.
(g) The cargo piping shall be subjected to a hydrostatic test of 1
(h) The Commandant may permit the transportation of propylene oxide in other than pressure vessel type tanks if it is shown to his satisfaction that a degree of safety is obtained consistent with the minimum requirements of this subpart.
(i) The provisions of § 151.50-10 shall be complied with as a requirement for shipping propylene oxide.
(a)(1) Gravity type cargo tanks shall be designed and tested to meet the rules of the American Bureau of Shipping for a head of water at least 8 feet above the tank top or the highest level the lading may rise, whichever is the greater. The plate thickness of any part of the tank shall not be less than three-eighths inch.
(2) Gravity tank vents. (i) The outlet end of the gravity tank vent shall terminate above the weatherdeck, clear of all obstructions and away from any source of ignition.
(ii) The gravity tank vent shall terminate in a gooseneck bend and shall be fitted with a single flame screen or two fitted flame screens as described in § 151.03-25. No shutoff valve or frangible disk shall be fitted in the vent lines.
(b)(1) Pressure vessel type cargo tanks shall be independent of the vessel's structure and shall be designed for the maximum pressure to which they may be subjected when compressed air is used to discharge the cargo, but in no case shall the design pressure be less than that indicated as follows:
(2) Pressure vessel type cargo tanks shall be of welded construction meeting the requirements for Class II or Class III given in Part 54 of this chapter.
(3) When compressed air is used to discharge the cargo, the tank shall be fitted with a vent led to the atmosphere in which a rupture disk shall be installed. The rupture disk shall be designed to burst at a pressure not exceeding the design pressure of the tank. An auxiliary vent to relieve the pressure or vacuum in the tank during the cargo transfer operation may be led from the vent line between the tank and the rupture disk. A shutoff valve may be fitted in the auxiliary vent.
(c) Openings in tanks are prohibited below deck, except for access openings used for inspection and maintenance of tanks, or unless otherwise specifically approved by the Commandant. Openings shall be fitted with bolted cover plates and acid-resistant gaskets.
(d) Where special arrangements are approved by the Commandant to permit a pump suction to be led from the bottom of the tank, the filling and discharge lines shall be fitted with shutoff valves located above the weatherdeck or operable therefrom.
(e) The outage shall not be less than 1 percent.
(f) All enclosed compartments containing cargo tanks and all machinery spaces containing cargo pumps shall be fitted with effective means of ventilation.
(g) A separator shall be fitted in compressed air lines to the tank when air pressure is used to discharge the cargo.
(h) Only installed electric or portable battery lights shall be used during the cargo transfer operations. Smoking is prohibited and the person in charge of cargo transfer shall post No Smoking signs during cargo transfer operations.
(i) Tanks approved for the transportation of acid cargoes subject to this section shall not be used for the transportation of any other commodity, except upon authorization by the Commandant (G-MSO).
(j) Each cargo tank shall be subjected to an internal examination at least once in every 4 years. If cargo tank lining is required and the lining of the cargo tank has deteriorated in service or is not in place, the Marine Inspector may require the tank to be tested by such nondestructive means as he may consider necessary to determine its condition.
(k) The special requirements for fluorosilicic acid in § 151.50-77, for hydrochloric acid in § 151.50-22, for
(a)
(2) Sulfuric acid of concentration of 65.25 percent (1.559 specific gravity) (52° Baume
(3) Sulfuric acid of concentration not to exceed 65.25 percent (1.559 specific gravity) (52° Baume
(4) Sulfuric acid of concentration not to exceed 51 percent (1.408 specific gravity) (42° Baume
(5) Spent or sludge sulfuric acid resulting from the use of sulfuric acid in
(b) Heating coils will be the only acceptable means of liquefying frozen or congealed sulfuric acid.
(c) During cargo transfer, a water hose shall be connected to a water supply ready for immediate use and any leakage or spillage of acid shall be immediately washed down. This requirement can be met by facilities provided from shore.
(d) The requirements of § 151.50-20 are also applicable to the shipment of sulfuric acid.
(a) Hydrochloric acid shall be carried in gravity or pressure type cargo tanks which are independent of the vessel's structure provided such tanks are lined with rubber or other equally suitable material acceptable to the Commandant. See § 151.15-3(f)(2).
(b) Notwithstanding the provisions of § 151.50-20(b)(3), compressed air may be used to discharge hydrochloric acid from gravity type cargo tanks only if the tanks are of cylindrical shape with dished heads, provided the air pressure does not exceed the design pressure of the tank but in no case shall it exceed 10 pounds per square inch gauge. Such tanks shall be fitted with pressure relief devices and need not be vented to the atmosphere as required by § 151.50-20(b)(3).
(c) During cargo transfer, a water hose shall be connected to a water supply and be ready for immediate use. Any leakage or spillage of acid shall be immediately washed down. This requirement can be met by facilities provided from shore.
(d) Spent hydrochloric acid or hydrochloric acid adulterated by other chemicals, inhibitors, oils, solvents, water, etc., shall not be transported in bulk except upon authorization by the Commandant (G-MSO).
(e) The requirements of § 151.50-20 are also applicable to the shipment of hydrochloric acid.
(a) The term
(b) Phosphoric acid may be carried in either gravity or pressure type cargo tanks. The tanks shall be rubber-lined, or lined or clad with other suitable material acceptable to the Commandant, or shall be fabricated of a phosphoric acid resistant stainless steel. See § 151.15-3(f)(2).
(c) The vessel's shell plating shall not be used as any part of the boundaries of gravity type cargo tanks.
(d) Cargo piping, including valves, fittings, and flanges where exposed to the acid, shall be rubber-lined, or lined, coated or clad with other corrosion-resistant material, or shall be fabricated of a phosphoric acid resistant stainless steel. Vent piping, including flanges and fittings, shall be similarly protected at least to the height of the flangible disk if such is installed.
(e) Phosphoric acid adulterated by other chemicals, inhibitors, oils, solvents, etc., shall not be transported in bulk cargo tanks except upon authorization by the Commandant (G-MSO).
(f) The requirements of § 151.50-20 are also applicable to the shipment of phosphoric acid.
(a) All tank inlet and outlet connections, except safety relief valves, liquid level gauging devices, and pressure gauges shall be marked to designate whether they terminate in the vapor or liquid space. Labels, when used, shall be of corrosion-resistant materials and may be attached to valves.
(b)
(2) Safety valves on cargo tanks in barges may be connected to individual or common risers which shall extend to a reasonable height above the deck. Where the escape of vapors from the venting system may interfere with towing operations, the installation shall be acceptable to the Commandant, and the arrangement shall be such as to minimize the hazard of escaping vapors. Arrangements specially provided for venting cargo tanks forming part of the hull on unmanned barges will be given special consideration by the Commandant.
(3) The capacity of branch vents or vent headers shall depend upon the number of cargo tanks connected to such branch or header as provided in Table 151.50-30(b)(3).
(4) Return bends and restrictive pipe fittings are prohibited. Vents and headers shall be so installed as to minimize stresses on safety relief valves and their mounting nozzles.
(5) When vent discharge risers are installed, they shall be so located as to protect against physical damage and be fitted with loose raincaps.
(6) When vent discharge risers are installed and their installation in accordance with the provisions of this paragraph results in restrictions in the operation of the barge due to navigation clearances, the vents may be designed so as to be collapsible when passing under such low clearance obstacles.
(c)
(2) Repairs involving welding or burning on parts of the barge other than cargo tanks or piping may be undertaken provided positive pressure is maintained in the tanks or the tanks have been vented or washed internally.
(d)
(2) The approved self-contained breathing apparatus, masks, and all respiratory protective devices shall be of types suitable for starting and operating at the temperatures encountered, and shall be maintained in good operating condition.
(3) Personnel involved in the cargo transfer operations shall be adequately trained in the use of the respiratory equipment.
(e)
(f) The shell and head thickness of liquefied compressed cargo tanks shall not be less than five-sixteenths inch.
(g) The special requirements for ammonia (anhydrous) in § 151.50-32, for argon in § 151.50-36, for chlorine in § 151.50-31, for nitrogen in § 151.50-36, and for vinyl chloride in § 151.50-34 also apply to the carriage of those gases.
(a)
(b)
(2) Tanks shall be designed for a pressure of not less than 300 pounds per square inch gauge. For the maximum allowable working pressure of tanks in service, see paragraph (q) of this section.
(3) Each tank shall be provided with one or more 24-inch inside diameter manhole, fitted with a cover located above the maximum liquid level and as close as possible to the top of the tank. There shall be no other openings in the tank.
(c) Tanks may be installed “on deck” or “under deck” with the tank protruding above deck. If a portion of the tank extends above the weatherdeck, provision shall be made to maintain the weathertightness on the deck. All tanks shall be installed with the manhole opening located above the weatherdeck. Hopper type barges operating on protected inland waters may have tanks located in the hopper space.
(d) All valves, flanges, fittings and accessary equipment shall be of a type suitable for use with chlorine and shall be made of metal, corrosion-resistant to chlorine in either the gas or liquid phase. Cast or malleable iron shall not be used. Valves, flanges, and flanged joints shall be 300 pounds A.N.S.I. standard minimum with tongue and groove or raised face. Joints shall be fitted with sheet lead or other suitable gasket material. Welded fittings shall be used wherever possible and the number of pipe joints held to a minimum. Threaded joints in cargo lines and vapor lines shall not be used in sizes above 1 inch internal diameter. Welded “hammerlock” unions or other unions approved by the Commandant may be used at terminal points of fixed barge piping.
(e) Each tank shall be provided with liquid and vapor connections fitted with manually operated shutoff valves and with safety relief valves. All valves shall be bolted to the cover or covers specified in paragraph (b)(3) of this section and shall be protected against mechanical damage by a suitable protective metal housing. A drain connection shall be provided from the protective housing.
(f) All liquid and vapor connections, except safety relief valves, shall be
(g) Chlorine barge cargo piping shall not be fitted with the nonreturn valves specified by § 151.20-20(b).
(h) Liquid level gauging devices of any type are prohibited on chlorine tanks.
(i) A pressure gauge shall be attached to the vapor shutoff valve or vapor line so as to indicate the pressure in the tank at all times during loading and unloading.
(j) Piping including connections between tank valves and fixed barge piping, shall be of a thickness of not less than Schedule 80.
(k) In multiple tank installations the tanks shall not be interconnected by piping or manifolds which may contain liquid chlorine. Manifolding of vapor lines of individual tanks into a common header for connection to shore is permitted. More than one cargo tank may be filled or discharged at a time, provided each tank is filled from or discharged to shore tanks through separate lines.
(l) Connections between fixed barge piping and shore piping shall be fabricated from one of the following:
(1) Schedule 80 seamless pipe, having flexible metallic joints.
(2) Corrosion-resistant metallic pipe (equivalent to Schedule 80) not subject to deterioration by chlorine, having flexible metallic joints.
(3) Flexible metallic hose acceptable to the Commandant. If paragraphs (k)(1) or (2) of this section are used, the flexible metallic joints shall meet the requirements for cargo hose. See § 151.04-5(h).
(m) Safety relief valves shall discharge into the protective housing surrounding the valves. Suitable provisions shall be made to vent the housing. The arrangement shall be such as to minimize the hazard of escaping vapors.
(n)
(2) Prior to the start of filling operations, care shall be exercised to insure that the cargo tanks are empty, dry, and free from foreign matter.
(3) After the filling operation is completed, the vapor in each cargo tank shall be analyzed to determine the percentage of gaseous chlorine in the vapor space. If it should contain less than 80 percent chlorine by volume, vapors shall be withdrawn through the vent or vapor line until the vapor in the cargo tanks contains at least 80 percent chlorine by volume.
(4) After filling connections are removed, upon completion of the loading of a cargo tank, all connections at the tank shall be tested for leakage of chlorine by the aqua ammonia method.
(5) The chlorine in the cargo tanks shall be discharged by the pressure differential method. If the vapor pressure of the chlorine is not sufficient to force the liquid out of the tank, compressed air, or other nonreactive gas, may be used to secure the desired rate of discharge, provided the air or gas is oil-free and thoroughly dried by passing it over activated aluminum oxide, silica gel, or other acceptable drying agent, and provided the supply pressure is limited to 75 percent of maximum allowable pressure of chlorine tanks.
(6) After completion of cargo transfer, any liquid chlorine in the cargo piping shall be removed and cargo transfer piping shall be disconnected at the cargo tanks. After disconnecting the cargo piping, both ends of the line shall be closed and all inlet and outlet valves on the tank shall be plugged or fitted with blind flanges.
(o) During cargo transfer, every person on the barge shall carry on his person a respiratory protective device which will protect the wearer against chlorine vapors and will provide respiratory protection for emergency escape from a contaminated area resulting from cargo leakage. This respiratory protective equipment shall be of such size and weight that the person wearing it will not be restricted in movement or in the wearing of a lifesaving device.
(p) During each internal inspection, each cargo tank must be tested
(q) During each internal inspection, each cargo tank excess flow valve and safety relief valve must be inspected and tested in accordance with paragraphs (g) and (i) of § 151.04-5 of this chapter.
(r) When periodic inspection indicates that a cargo tank has deteriorated in service, the maximum allowable pressure shall be recalculated, using the minimum thickness found by actual measurement. The recalculated maximum allowable pressure shall be not less than 275 pounds per square inch gauge. If the recalculated maximum allowable pressure is less than 275 pounds per square inch gauge, the cargo tanks shall be withdrawn from service.
(s) The following substances shall not be carried as stores on board barges transporting chlorine in bulk: hydrogen, methane, liquefied petroleum gases, coal gas, acetylene, ammonia, turpentine, compounds containing metallic powders, finely divided metals or finely divided organic materials.
(t) The requirements of § 151.50-30 for compressed gases are also applicable to the shipment of chlorine.
(a) The anhydrous ammonia tanks may be installed in the bulk liquid cargo tanks provided the liquid surrounding the enclosed anhydrous ammonia tanks complies with the following chemical and physical properties:
(1) Boiling point above 125 °F atmospheric pressure.
(2) Inert to ammonia at 100 °F at atmospheric pressure.
(3) Noncorrosive in the liquid and vapor phase to the ammonia tanks and piping.
(b) Copper, copper alloys, and copper bearing alloys shall not be used as materials of construction for tanks, pipelines, valves, fittings, and other items of equipment that may come in contact with anhydrous ammonia liquid or vapor.
(c) Valves, flanges and pipe fittings shall be of the tongue and groove or raised-face type, fitted with suitable gasket material. Welded fittings shall be used wherever possible and the number of pipe joints shall be held to a minimum. Threaded joints are not permitted for pipe diameters exceeding 2 inches. Brazed joints are prohibited.
(d) All enclosed spaces containing cargo tanks fitted with bottom outlet connections shall be provided with mechanical ventilation of sufficient capacity to assure a change of air every 3 minutes.
(e) Each cargo tank shall be electrically grounded to the hull.
(f) When transferring cargo, a hose shall be connected to a water supply so that if leakage of anhydrous ammonia occurs the vapor may be dispersed by the use of water fog. This requirement can be met by facilities provided from shore.
(g) During cargo transfer operations, every person on the vessel shall carry on his person or have close at hand at all times a canister mask approved for ammonia or each person shall carry on his person a respiratory protective device which will protect the wearer against ammonia vapors and will provide respiratory protection for emergency escape from a contaminated area resulting from cargo leakage. This respiratory protective equipment shall be of such size and weight that the person wearing it will not be restricted in movement or in the wearing of a lifesaving device.
(h) [Reserved]
(i) The requirements of § 151.50-30 for compressed gases are also applicable to the shipment of anhydrous ammonia.
(a) Copper, aluminum, magnesium, mercury, silver, and their alloys shall not be used as materials of construction for tanks, pipelines, valves, fittings, and other items of equipment that may come in contact with vinyl chloride liquid or vapor.
(b) Valves, flanges, and pipe fittings shall be of the tongue and groove or
(c) Each cargo tank shall be electrically grounded to the hull.
(d) The vessel shall be electrically bonded to the shore piping prior to connecting the cargo hose. This electrical bonding shall be maintained until after the cargo hose has been disconnected and any spillage has been removed.
(e) To the extent he deems it necessary, the Officer in Charge, Marine Inspection, may require that sufficient insulation shall be removed from insulated tanks at least once in each 8 calendar years to permit spot external examination of the tanks and insulation in accordance with § 151.04-5(c).
(f) The requirements of § 151.50-30 for compressed gases are also applicable to the shipment of vinyl chloride.
(g) The person in charge of cargo transfer shall ensure that:
(1) Cargo vapors are returned to the cargo tank or shore disposition for reclamation or destruction during cargo transfer operations;
(2) Continuous monitoring for vinyl chloride vapor leaks is conducted aboard a tank barge undergoing vinyl chloride transfer operations. Fixed or portable instrumentation may be utilized to ensure that personnel are not exposed to vinyl chloride vapor concentrations in excess of 1 ppm averaged over any eight hour period of 5 ppm averaged over any period not exceeding 15 minutes. The method of monitoring and measurement shall have an accuracy (with a confidence level of 95 percent) of not less than plus or minus 50 percent from 0.25 through 0.5 ppm, plus or minus 35 percent from over 0.5 ppm through 1.0 ppm, and plus or minus 25 percent over 1.0 ppm;
(3) Cargo transfer operation is discontinued or corrective action is initiated by the person in charge to minimize exposure to personnel whenever a vinyl chloride vapor concentration in excess of 1 ppm is detected. If the vinyl chloride vapor concentration exceeds 5 ppm for over 15 minutes, action to reduce the leak can be continued only if the respiratory protection requirements of 29 CFR 1910.1017 are met by all personnel in the area of the leak;
(4) Those portions of cargo lines which will be open to the atmosphere after piping is disconnected are free of vinyl chloride liquid and that the vinyl chloride vapor concentration in the area of the cargo piping disconnect points is not greater than 5 ppm;
(5) Any restricted gauge fitted on a tank containing vinyl chloride is effectively out of service by locking or sealing the device so that it cannot be used; and
(6) A restricted gauge is not to be used as a “check” on the required closed gauge, nor as a means or sampling.
(h) The words “CANCER—SUSPECT AGENT” must be added to the warning signs required by 46 CFR 151.45-2(e).
(i) Signs bearing the legend:
(j) A tank barge undergoing cargo transfer operations must be designated a “regulated area” having access limited to authorized persons and requiring a daily roster of authorized persons who may board the barge.
(k) Employees engaged in hazardous operations, such as tank cleaning, must be provided, and be required to wear and use respiratory protection in accordance with the provisions of 29 CFR 1910.1017 and protective garments, provided clean and dry for each use, to prevent skin contact with liquid vinyl chloride.
(a) A cargo tank that contains argon or nitrogen and that has a maximum allowable working pressure of 172 kPa (25 psig) or greater must have one of the following arrangements:
(1) A refrigeration system that keeps the tank pressure below the safety relief valve operating pressure when ambient temperatures are 46 °C (115 °F) air and 32 °C (90 °F) water.
(2) A relief valve or pressure control valve that maintains the tank pressure below the setting of the tank's required safety relief valve in ambient temperatures of 46 °C (115 °F) air and 32 °C (90 °F) water.
(b) A cargo tank with a maximum allowable working pressure of less than 172 kPa (25 psig) is approved by the Commandant (G-MSO) on a case by case basis.
(c) Section 151.50-30 also applies to the carriage of argon or nitrogen.
(a) The provisions of this section are applicable if specifically referenced in the Special Requirements column of Table 151.05.
(b) Cargo tanks shall be electrically bonded to the hull of the vessel. A vessel shall be electrically bonded to the shore piping prior to connecting the cargo hose. This electrical bonding shall be maintained until after the cargo hose has been disconnected and any spillage has been removed.
(c) Pumps may be used for discharging cargo:
(d) Provisions shall be made to maintain an inert gas padding in the cargo tank during loading, unloading and during transit.
(e) Provisions shall be made to prevent any leakage being washed into the waterways at the loading and unloading points.
(f) The special requirements of § 151.50-41 for carbon disulfide (
(a) All openings shall be in the top of the tank.
(b) Loading lines shall terminate near the bottom of the tank.
(c) A standard ullage opening shall be provided for secondary and emergency sounding.
(d) If a cargo discharge pump is used, it shall be inserted through a cylindrical well extending from the tank top to a point near the tank bottom. A blanket of water shall be formed in this well before attempting pump removal.
(e) Water or inert gas displacement may be used for discharging cargo provided the cargo system is designed for the expected pressure and temperature. This method for discharging may be used with pressure type tanks only.
(f) Adequate natural ventilation shall be provided for the voids around the cargo tanks while the vessel is under way. During loading and unloading, forced ventilation shall be used. The forced ventilation shall be of sufficient capacity to provide a complete change of air within each void space every 5 minutes. The ventilating fan shall be of nonsparking construction.
(g) Because of its low ignition temperature and the close clearances required to arrest its flame propagation, carbon disulfide (
(h) The requirements of § 151.50-40 are also applicable to the shipment of carbon disulfide (
(a)(1) Gravity tanks shall be designed and tested to meet the rules of the American Bureau of Shipping for a head of water at least 8 feet above the tank top or the highest level the lading may rise, whichever is greater. All openings shall be in the top of the tank.
(2) Pressure vessel type tanks shall be designed for the maximum pressure to which they may be subjected when pressure is used to discharge the cargo, but in no case shall the design pressure be less than 50 pounds per square inch
(b) Adequate natural ventilation shall be provided for the voids around the cargo tanks while the vessel is underway. If a power ventilation system is installed, all blowers shall be of nonsparking construction. Power driven ventilation equipment shall not be located in the void spaces surrounding the cargo tanks.
(c) Pressure relief valve settings shall not be less than 3 pounds per square inch gauge for gravity tanks. For pressure vessels, the relief valve setting shall not exceed the design pressure of the tank.
(d) Inert gas displacement may be used for discharging cargo from pressure vessel tanks provided the cargo system is designed for the expected pressure and the discharge pressure does not exceed 50 pounds per square inch gauge or the design pressure of the tank, whichever is less.
(e) No electrical equipment except for approved lighting fixtures shall be installed in enclosed spaces adjacent to the cargo tanks. Lighting fixtures must be approved for use in Class I, Group C, hazardous locations. The installation of electrical equipment on the weather deck shall comply with the requirements of part 111, subpart 111.105 of this chapter.
(f) Copper, silver, mercury and magnesium or other acetylide forming metals and their alloys shall not be used as materials of construction for tanks, pipelines, valves, fittings and other items of equipment that may come in contact with the cargo vapor or liquid.
(g) Precautions shall be taken to prevent the contamination of ethyl ether by strong oxidizing agents.
(h) The requirements of § 151.50-40 are also applicable to the shipment of ethyl ether.
(a) Tanks shall be designed and tested for a head equivalent to the design lading of phosphorus and its water blanket extended to 8 feet above the tank top. In addition, tank design calculations shall demonstrate that the tank can withstand, without rupture, a single loading to the highest level to which the water blanket may rise, if that exceeds 8 feet. Tanks shall not be less than
(b) When a water displacement method of discharge is used, pressure vessel type cargo tanks, designed and tested in accordance with Subchapter F of this chapter shall be employed. Such tanks shall be designed for the maximum pressure to which they may be subjected when water pressure is used to discharge the cargo.
(c) Each cargo tank shall be fitted with an approved pressure vacuum relief valve set to discharge at a pressure not exceeding 2 pounds per square inch. When transferring cargo, the vent discharge shall lead overboard above the waterline. When pressure vessel type tanks are used, each tank shall be fitted with a relief valve of suitable size.
(d) Sufficient outage shall be provided to prevent the tank from being liquid full at any time, but in no case shall the outage be less than 1 percent. When pressure vessel type tanks are used, outage need not be provided.
(e) The use of compressed air to discharge cargo is prohibited.
(f) Cargo shall be loaded at a temperature not exceeding 140 °F, and then cooled until the water above the cargo has a temperature not exceeding 105 °F prior to the movement of the vessel. Upon presentation of satisfactory proof that procedures followed will provide adequate safety in transportation and handling, the Commandant may authorize movement of the vessel following cooling of the water above the cargo to a temperature exceeding 105 °F.
(g) Coils in which steam or hot water is circulated to heat the cargo so that it may be pumped shall be located outside the cargo tanks.
(h) A fixed ballast piping system (including a power driven pump of ample capacity), or other means acceptable to the Commandant shall be installed so that any void space surrounding the tanks may be flooded.
(i) All openings shall be in the top of the tank and shall be fitted with bolted
(j) All enclosed compartments containing cargo tanks shall be provided with effective means of ventilation.
(k) Cargo lines shall be traced with steam piping and secured thereto by lagging to prevent solidification of cargo during transfer operations.
(l) During cargo transfer, a water hose shall be connected to a water supply ready for immediate use, and any spillage of phosphorus shall be immediately washed down. This requirement can be met by facilities provided from shore.
(m) At least two fresh air masks or self-contained breathing apparatus shall be stowed on board the vessel at all times for use of personnel entering the tanks or adjacent spaces.
(n) Authorization from the Commandant (G-MSO) shall be obtained to transport lading other than phosphorus in the cargo tanks or to have on board any other cargo when phosphorus is laden in the tanks.
(o) Mechanical ventilation of sufficient capacity to insure a change of air within the cargo tanks every 3 minutes shall be provided during the inspection and maintenance of the cargo tanks.
(p) Cargo tanks shall be electrically bonded to the hull of the barge. A vessel shall be electrically bonded to the shore piping prior to connecting the cargo hose. This electrical bonding shall be maintained until after the cargo hose has been disconnected.
(a) Ventilation (cargo tank):
(1) Cargo tank ventilation shall be provided to maintain the concentration of H
(2) Where mechanical ventilation systems are used for maintaining low gas concentrations in cargo tanks, an alarm system shall be provided to give warning if the system fails.
(3) Connections shall be provided to enable sampling of the atmosphere over the cargo in each cargo tank for analysis.
(4) The ventilation system shall be designed and arranged to preclude the depositing of sulfur within the system.
(b) Void spaces:
(1) Openings to void spaces adjacent to cargo tanks shall be designed and fitted to prevent the entry of water, sulfur or cargo vapors.
(2) Connections shall be provided to enable sampling and analyzing vapors in void spaces.
(c) Temperature controls shall be provided in accordance with § 151.20-10 and applicable sections of Subpart 151.40 of this part. Heat transfer media shall be steam, and alternate media will require specific approval of the Commandant.
The person in charge of a Coast Guard inspected barge must ensure that the provisions of part 197, subpart C, of this chapter are applied.
When table 151.05 refers to this section, that cargo must be—
(a) Inhibited; or
(b) Stabilized.
When table 151.05 refers to this section, the following apply:
(a) The person in charge of cargo handling operations shall ensure that the following chemical protective clothing constructed of materials resistant to permeation by the cargo being handled is wor n by all personnel engaged in an operation listed in paragraph (b) of this section:
(1) Splash protective eyewear.
(2) Long-sleeved gloves.
(3) Boots or shoe covers.
(4) Coveralls or lab aprons.
“Guidelines for the Selection of Chemical Protective Clothing”, Third Edition, 1987, available from the American Conference of Governmental Industrial Hygienists, 6500 Glenway Ave., Cincinnati, OH 45211-
(b) The section applies during the following operations:
(1) Sampling cargo.
(2) Transferring cargo.
(3) Making or breaking cargo hose connections.
(4) Gauging a cargo tank, unless gauging is by closed system.
(5) Opening cargo tanks.
(c) Coveralls or lab aprons may be replaced by splash suits or aprons constructed of light weight or disposable materials if, in the judgment of the person in charge of cargo handling operations,
(1) Contact with the cargo is likely to occur only infrequently and accidentally; and
(2) The splash suit or apron is disposed of immediately after contamination.
(d) Splash protective eyewear must be tight-fitting chemical-splash goggles, face shields, or similar items intended specifically for eye protection from chemical splashing or spraying.
(e) The person in charge of cargo handling operations shall ensure that each person in the vicinity of an operation listed in the paragraph (b) of this section or in the vicinity of tanks, piping, or pumps being used to transfer the cargo wears splash protective eyewear under paragraph (d) of this section.
When Table 151.05 refers to this section, the following apply:
(a) 151.50-5 (g) and (h)
(b) Rubber hoses or fittings may not be used in transfer operations.
A containment system (cargo tank piping system, venting system, and gauging system) carrying this solution must be lined with rubber, corrosion resistant plastic, or a material approved by the Commandant (G-MSO).
(a)(1) Gravity type cargo tanks must be designed and tested to meet the rules of the American Bureau of Shipping for a head of water at least 8 feet above the tank top or the highest level the lading may rise, whichever is greater. The plate thickness of any part of the tank may not be less than three-eighths inch. A shell plating of a barge may not be on the boundary of any part of the cargo tank.
(2) Gravity tank vents must:
(i) Terminate above the weatherdeck, clear of all obstructions and away from any from any source of ignition; and
(ii) Be fitted with a single flame screen or two fitted flame screens as described in § 151.03-25. Neither a shut-off valve nor a frangible disk may be fitted in the vent lines.
(b) Openings in the tanks are prohibited below deck, except for access openings used for inspection and maintenance of tanks, or unless otherwise specifically approved by the Commandant (G-MSO). Openings must be fitted with bolted cover plates and acid-resistant gaskets.
(c) Where special arrangements are approved by the Commandant (G-MSO) to permit a pump suction to be led from the bottom of the tank, the filling and discharge lines must be fitted with shutoff valves located above the weatherdeck or operable from it.
(d) The outage may not be less than 1 percent.
(e) An enclosed compartment containing, or a compartment adjacent to, a cargo tank:
(1) May have no electrical equipment that does not meet or exceed class I-B electrical requirements; and
(2) Must have at least one gooseneck vent of 2.5 inch diameter or greater. The structural arrangement of the compartment must provide for the free passage of air and gases to the vent or vents.
(f) No lights may be used during the cargo transfer operations, except installed electric or portable battery lights. Smoking is prohibited and the person in charge of cargo transfer shall ensure that “No Smoking” signs are displayed during cargo transfer operations.
(g) Tanks approved for the transportation of acid cargoes subject to this section may not be used for the transportation of any other commodity, except upon authorization by the Commandant (G-MSO).
(h) Each cargo tank must be examined internally at least once in every 4 years. If the lining of the cargo tank has deteriorated in service or is not in place, the Marine Inspector may require the tank to be tested by such nondestructive means as he may consider necessary to determine its condition.
(a) Hydrofluorosilicic acid must be carried in gravity or pressure type cargo tanks independent of the vessel's structure. The tanks must be lined with rubber or other equally suitable material approved by the Commandant (G-MSO). See § 151.15-3(f)(2).
(b) Notwithstanding the provisions of § 151.50-20(b)(3), no compressed air may be used to discharge hydrofluorosilicic acid from gravity type cargo tanks unless:
(1) The tanks are of cylindrical shape with dished heads, and
(2) The air pressure does not exceed:
(i) The design pressure of the tank, and
(ii) 10 pounds per square inch gauge. The tanks must be fitted with pressure relief devices.
(c) During cargo tansfer, a water hose must be connected to a water supply and be ready for immediate use. Any leakage or spillage of acid must be immediately washed down. This requirement can be met by facilities provided from shore.
(a) The composition of the methyl acetylene-propadiene mixture at loading must be within one of the following sets of composition limits:
(1) Composition 1 is:
(i) Maximum methyl acetylene to propadiene molar ratio of 3 to 1;
(ii) Maximum combined concentration of methyl acetylene and propadiene of 65 mole percent;
(iii) Minimum combined concentration of propane, butane, and isobutane of 24 mole percent, of which at least one-third (on a molar basis) must be butanes and one-third propane; and
(iv) Maximum combined concentration of propylene and butadiene of 10 mole percent.
(2) Composition 2 is:
(i) Maximum methyl acetylene and propadiene combined concentration of 30 mole percent;
(ii) Maximum methyl acetylene concentration of 20 mole percent;
(iii) Maximum propadiene concentration of 20 mole percent;
(iv) Maximum propylene concentration of 45 mole percent;
(v) Maximum butadiene and butylenes combined concentration of 2 mole percent;
(vi) Minimum saturated C
(vii) Minimum propane concentration of 25 mole percent.
(b) A barge carrying a methyl acetylene-propadiene mixture must have a refrigeration system that does not compress the cargo vapor or have a refrigeration system with the following features:
(1) A vapor compressor that does not raise the temperature and pressure of the vapor above 60 °C (140 °F) and 1.72 MPa guage (250 psig) during its operations, and that does not allow vapor to stagnate in the compressor while it continues to run.
(2) At the discharge piping from each compressor stage or each cylinder in the same stage of a reciprocating compressor:
(i) Two temperature actuated shutdown switches set to operate at 60 °C (140 °F) or less;
(ii) A pressure actuated shutdown switch set to operate at 1.72 MPa gauge (250 psig) or less; and
(iii) A safety relief valve set to relieve at 1.77 MPa gauge (256 psig) or less anywhere except into the compressor suction line.
(c) The piping system, including the cargo refrigeration system, for tanks to be loaded with methyl acetylene-propadiene mixture must be completely separate from piping and refrigeration systems for other tanks. If the piping system for the tanks to be loaded with methyl acetylene-propadiene mixture is not independent, the required piping separation must be accomplished by the removal of spool pieces, valves or other pipe sections and the installation of blank flanges at these locations. The required separation applies to all liquid and vapor piping, liquid and vapor vent lines and any other possible connections, such as common inert gas supply lines.
(a) Tanks, cargo piping, valves, fittings, and flanges (where exposed to the acid) must be lined with nitric acid resistant rubber or fabricated from nitric acid resistant stainless steel. See § 151.15-3(f)(2).
(b) During cargo transfer, a water hose must be connected to a water supply, ready for immediate use. Any leakage or spillage of acid must be immediately washed down. This requirement can be met by facilities provided from shore.
(c) Nitric acid contaminated by other chemicals, oils, solvents, etc. may not be transported in bulk without an authorization from the Commandant (G-MSO).
When table 151.05 refers to this section, the following apply to the cargo:
(a) Must not be carried in a tank equipped with heating coils unless the heating supply to the coils is disconnected.
(b) Must not be carried in a tank adjacent to another tank containing an elevated temperature cargo.
(c) Must not be carried in a deck tank.
(a) Sulfur dioxide that is transported under the provisions of this part may not contain more than 100 ppm of water.
(b) Cargo piping must be at least Schedule 40 pipe.
(c) Flanges must be 150 lb. A.N.S.I. Standard minimum with tongue and groove or raised face.
(d) A cargo tank must:
(1) Meet the requirements of a Class I welded pressure vessel;
(2) Be designed for a maximum allowable working pressure of at least 125 psig;
(3) Be hydrostatically tested every two years to at least 188 psig;
(4) Be provided with one or more manholes that are fitted with a cover sized not less than 15 inches by 23 inches or 13 inches nominal diameter, located above the maximum liquid level, and as close as possible to the top of the tank;
(5) Have no openings other than those required in paragraph (d)(4) of this section;
(6) Have no liquid level gauges other than closed or indirect gauges;
(7) Have all valves and the closed gauge that is required by Table 151.05 bolted to the cover or covers that are required in paragraph (d)(4) of this section;
(8) Have a metal housing that is fitted with a drain and vent connection protecting all valves and the closed gauge within this housing against mechanical damage;
(9) Have all safety relief valves discharging into the protective housing;
(10) Not be interconnected with another cargo tank by piping or manifold that carriers cargo liquid, except vapor lines connected to a common header, and
(11) Have an excess flow valve that is located on the inside of the tank for every liquid and vapor connection, except the safety relief valve;
(12) Have no bypass opening on any excess flow valve.
(e) Cargo transfer operations:
(1) May not be conducted with more than one cargo tank at a time unles each tank is filled from or discharged to shore tanks through separate lines;
(2) Must be conducted with connections between fixed barge piping and shore piping of either Schedule 40 pipe having flexible metallic joints that meet § 151.04-5(h) or of flexible metallic hose that is acceptable to the Commandant (G-MSO);
(3) From barge to shore must be by pressurization with an oil free, non-reactive gas that has a maximum of 100 ppm moisture;
(4) Must be conducted with vapor return to shore connections that ensure that all vapor is returned to shore; and
(5) Must be conducted with every person on the barge carrying a respiratory protective device that protects the wearer against sulfur dioxide vapors and provides respiratory protection for emergency escape from a contaminated area that results from cargo leakage.
(f) Respiratory protective equipment must be of a size and weight that allows unrestricted movement and wearing of a lifesaving device.
(g) After the completion of cargo transfer, all liquid sulfur dioxide in the cargo piping must be removed and cargo transfer piping must be disconnected at the cargo tanks. After the cargo piping is disconnected, both ends of the line must be plugged or fitted with blind flanges.
(a) The carriage temperature of octyl nitrates must be maintained below 100 °C (212 °F) in order to prevent the occurrence of a self-sustaining exothermic decomposition reaction.
(b) Octyl nitrates may not be carried in a deck tank unless the tank has a combination of insulation and a water deluge system sufficient to maintain the tank's cargo temperature below 100 °C (212 °F) and the cargo temperature rise at or below 1.5 °C(2.7 °F)/hour, for a fire of 650 °C (1200 °F).
(a) This section provides special requirements for the materials of construction of equipment that may come into contact with various cargoes. Table 151.05 contains specific requirements for various cargoes.
(b) Copper, copper alloys, zinc, and aluminum shall not be used as materials of construction for tanks, pipelines, valves, fittings, and other items of equipment that may come in contact with the cargo liquid or vapor. (Equivalent to § 151.56-1(a),(b), and (c).)
(c) Copper, copper alloys, zinc, galvanized steel, and mercury shall not be used as materials of construction for tanks, pipelines, valves, fittings, and other items of equipment that may come in contact with the cargo liquid or vapor. (Equivalent to § 151.56-1(b),(c), and (g).)
(d) Aluminum, magnesium, zinc, and lithium shall not be used as materials of construction for tanks, pipelines, valves, fittings, and other items of equipment that may come in contact with the cargo liquid or vapor. (Equivalent to § 151.56-1(a),(c), and (d).)
(e) Copper and copper bearing alloys shall not be used as materials of construction for tanks, pipelines, valves, fittings, and other items of equipment that may come in contact with the cargo liquid or vapor. (Equivalent to § 151.56-1(b).)
(f) Aluminum or copper or alloys of either shall not be used as materials of construction for tanks, pipelines, valves, fittings, and other items of equipment that may come in contact with the cargo vapor or liquid. (Equivalent to § 151.56-1(a) and (b).)
(g) Aluminum, stainless steel, or steel covered with a suitable protective lining or coating shall be used as materials of construction for tanks, pipelines, valves fittings, and other items of equipment that may come in contact
(h) Alkaline or acidic materials, such as caustic soda or sulfuric acid, should not be allowed to contaminate this cargo.
(i) For concentrations of 98 percent or greater, aluminum or stainless steel shall be used as materials of construction. For concentrations of less than 98 percent, 304L or 316 stainless steel shall be used as materials of construction.
(j) Zinc, alloys that have more than 10 percent zinc by weight, and aluminum may not be used as materials of construction for tanks, pipelines, valves, fittings, and other items of equipment that may come in contact with cargo liquid or vapor. (Equivalent to § 151.56-1(a) and (c).)
When one of the following paragraphs of this section is referenced in table 151.05, the materials listed in that paragraph may not be used in components that contact the cargo or its vapor:
(a) Aluminum or aluminum alloys.
(b) Copper or copper alloys.
(c) Zinc, galvanized steel, or alloys having more than 10 percent zinc by weight.
(d) Magnesium.
(e) Lead.
(f) Silver or silver alloys.
(g) Mercury.
When one of the following paragraphs of this section is referenced in table 151.05, only those materials listed in that paragraph may be used in components that contact the cargo or its vapor:
(a) Aluminum, stainless steel, or steel covered with a protective lining or coating. (See § 151.15-3(f)(2).)
(b)-(c) [Reserved]
(d) Solid austenitic stainless steel.
(e) Stainless steel or steel covered with a suitable protective lining or coating. (See § 151.15-3(f)(2).)
46 U.S.C. 3703; 49 CFR 1.46. Section 153.40 issued under 49 U.S.C. 5103. Sections 153.470 through 153.491, 153.1100 through 153.1132, and 153.1600 through 153.1608 also issued under 33 U.S.C. 1903 (b).
CGD 73-96, 42 FR 49027, Sept. 26, 1977, unless otherwise noted.
Nomenclature changes for Part 153 appear at CGD 81-101, 52 FR 7777, Mar. 12, 1987, 59 FR 17028, Apr. 11, 1994, CGD 95-072, 60 FR 50465, Sept. 29, 1995 and at CGD 96-041, 61 FR 50732, Sept. 27, 1996.
(a) Various sections in this part refer to the following documents which are incorporated in Annex II of MARPOL 73/78.
(1) IMO
(2) IMO
(3) IMO
(b) The IMO documents listed in this section are available from the following:
(1) IMO Secretariat, Publications section, 4 Albert Embankment, London SE1 7SR, United Kingdom, Telex 23588;
(2) New York Nautical Instrument and Service Company, 140 West Broadway, New York, NY 10013;
(3) Baker, Lyman & Company, 3220 South I-10 Service Road, Metairie, LA 70001.
(4) UNZ & Company, 190 Baldwin Avenue, Jersey City, NJ 07306.
(5) Southwest Instrument Company, 235 West 7th Street, San Pedro, CA 90731.
(6) Marine Education Textbooks, 124 North Van Avenue, Houma, LA 70363-5895.
This part applies to the following:
(a) All United States self-propelled ships and those foreign self-propelled ships operating in United States waters that carry in bulk a cargo listed in Table 1 or allowed in a written permission under § 153.900(d), unless—
(1) The ship is carrying the cargo under 33 CFR part 151;
(2) The ship is carrying the cargo in a portable tank under subpart 98.30 or 98.33 of this chapter; or
(3) The ship is an offshore supply vessel carrying the cargo under subpart 98.31 of the chapter; or
(b) All United States oceangoing non-self-propelled ships and those foreign non-self-propelled ships operating in United States waters that carry in bulk a Category A, B, or C NLS cargo listed in Table 1 or allowed in a written permission under § 153.900(d), unless—
(1) The ship is carrying the cargo under 33 CFR part 151;
(2) The ship is carrying the cargo in a portable tank under subpart 98.30 or 98.33 of this chapter;
(3) The ship is an offshore supply vessel carrying the cargo under subpart 98.31 of this chapter; or
(4) The ship's Certificate of Inspection is endorsed for a limited short protected coastwise route and the ship is constructed and certificated primarily for service on an inland route.
(c) All ships that carry a bulk liquid, liquefied gas, or compressed gas cargo that is not—
(1) Listed in Table 1 of this part;
(2) Listed in Table 2 of this part;
(3) Carried under a written permission granted under § 153.900(d);
(4) Carried under part 30 through 35, 98, 151, or 154 of this chapter; or
(5) Carried as an NLS under 33 CFR part 151.
As used in this part:
(1) The keel is laid.
(2) The mass of the partially assembled ship is 50,000 kg.
(3) The mass of the partially assembled ship is one percent of the estimated mass of the completed ship.
(1) Is part of or permanently affixed to a tankship; and
(2) Carries a cargo described in part 153, table 1.—SUMMARY OF MINIMUM REQUIREMENTS in any quantity, including residual liquid or vapor.
For a typical one or two nozzle tank washing machine that rotates in both the horizontal and vertical planes though more slowly in one than the other, a cycle would be at least one rotation in each plane of rotation.
(1) Flammable or combustible;
(2) Designated a hazardous substance under section 311(b) of the Federal Water Pollution Control Act (33 U.S.C. 1321); or
(3) Designated a hazardous material under 49 U.S.C. 5103.
The Environmental Protection Agency designates hazardous substances in 40 CFR Table 116.A. The Coast Guard designates hazardous materials that are transported as bulk liquids by water in § 153.40.
(1) Located within the cargo tank it serves; and
(2) Whose piping passes through only the top of the cargo tank.
(1) Each substance listed in 33 CFR 151.47 or 33 CFR 151.49;
(2) Each substance having an “A,” “B,” “C,” or “D” beside its name in the column headed “Pollution Category” in Table 1; and
(3) Each substance that is identified as an NLS in a written permission issued under § 153.900(c).
(1) Any Category A, B, C, or D NLS cargo retained on the ship because it fails to meet consignee specifications;
(2) Any part of a Category A, B, C, or D NLS cargo remaining on the ship after NLS is discharged to the consignee, including but not limited to puddles on the tank bottom and in sumps, clingage in the tanks, and substance remaining in the pipes; or
(3) Any material contaminated with a Category A, B, C, or D NLS cargo, including but not limited to bilge slops, ballast, hose drip pan contents, and tank wash water.
(a) Removing spool pieces or valves and blanking the open pipe ends; or
(b) Blocking each system interconnection with two blind flanges in series and providing a means of detecting leakage into the pipe section between the flanges.
(1) Greater than 0 °C but less than 15 °C and a temperature, measured under the procedure in § 153.908(d), that is less than 5 °C above its melting point at the time it is unloaded; or
(2) 15 °C or greater and has a temperature, measured under the procedure in § 153.908(d), that is less than 10 °C above its melting point at the time it is unloaded.
Any person directly affected by a decision or action taken under this part, by or on behalf of the Coast Guard, may appeal therefrom in accordance with subpart 1.03 of this chapter.
(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)
(1)
(2)
(3)
(b)
(i) The tankship held a permit on December 27, 1977, endorsed for the cargo in question;
(ii) The tankship meets the construction standards under which the Coast Guard issued the permit; and
(iii) The tankship meets the standards in paragraph (c) of this section.
(2) The Coast Guard endorses the permit of an existing tankship to carry a cargo listed in Table 1 if:
(i) The tankship held a permit on December 27, 1977;
(ii) The Coast Guard did not require the permit to be endorsed with the name of the cargo at any time before December 27, 1977;
(iii) The tankship meets the construction standards under which the Coast Guard issued the permit;
(iv) The tankship carried the cargo in question; and
(v) The tankship meets the standards in paragraph (c) of this section.
(3) The Coast Guard endorses the permit of an existing tankship to carry a cargo listed in Table 1 if:
(i) The tankship held a permit on December 27, 1977 endorsed to carry class B or C poisons under 46 CFR part 39;
(ii) The cargo in question is a class B or C poison;
(iii) The tankship meets the construction standards in 46 CFR part 39; and
(iv) The tankship meets the standards in paragraph (c) of this section.
(4) The Commandant (G-MSO) considers on a case by case basis endorsing the permit of an existing tankship to carry a cargo listed in Table 1 if:
(i) The tankship does not come within the categories described in paragraphs (b) (1) through (3) of this section;
(ii) The tankship meets paragraph (c) of this section; and
(iii) The tankship meets any additional requirements the Commandant (G-MSO) may prescribe.
(c) An existing tankship must meet all the requirements of this part except as provided in paragraphs (c) (3), (4), (5) and (6) of this section.
(1)-(2) [Reserved]
(3) The Commandant (G-MSO) considers on a case by case basis endorsing as a type II containment system one that fails to meet §§ 153.231(b), 153.234, 172.130 and 172.133 of this chapter if the tankship and containment system meet the following minimum conditions:
(i) The tankship has a loadline certificate.
(ii) The cargo tank is not part of the tankship's shell plating.
(iii) The distance between the bottom plating of the cargo tank and the bottom shell plating of the tankship is at least 76 cm measured parallel to the vertical axis of the tankship.
(4) The Commandant (G-MSO) considers on a case by case basis endorsing
(i) The containment system is modified to meet § 153.231(b) by adding double bottoms or wing tanks; and
(ii) The tankship can survive the damage described in §§ 172.135 and 172.150 of this chapter to those parts of the tankship other than machinery spaces.
(5) The Commandant (G-MSO) considers on a case by case basis endorsing as a type III containment system one that does not meet §§ 153.234, 172.130 and 172.133 of this chapter if the tankship has a load line certificate.
(6) The Commandant (G-MSO) considers on a case by case basis endorsing the tankship to carry cargoes listed in Table 1 of this part if the tankship does not meet §§ 153.217, 153.219 and 153.254.
(d) Except as required by this paragraph, subpart B of this part does not apply to a non-self-propelled ship that carries an NLS cargo under this part if—
(1) The ship was built before July 1, 1983;
(2) The ship carries no NLS cargo or NLS residue at any time it is in waters of another Administration signatory to MARPOL 73/78;
(3) The NLS does not require a type I containment system;
(4) The ship meets all requirements in parts 30 through 34 and part 151 of this chapter that apply to the cargo;
(5) The ship meets the provisions in § 153.216 and §§ 153.470 through 153.491 applying to the NLS category of that cargo;
(6) When the “Special Requirements” column of Table 1 contains an entry for § 153.408 or § 153.409 beside the cargo name, the ship meets the section, except the system prescribed by the section need be capable of operation only during loading;
(7) [Reserved]
(8) No part of the ship's hull plating is a component of a cargo tank if the cargo tank is endorsed to carry a cargo having a type II containment system in Table 1.
(a) When applying for the endorsed Certificate of Inspection that § 153.900 requires for a ship to carry a cargo listed in Table 1, the applicant must proceed as follows:
(1) Send a letter to one of the Coast Guard offices listed in § 91.55-15 of this chapter that includes—
(i) A request for the endorsed Certificate of Inspection;
(ii) The name of the ship; and
(iii) A list of the cargoes from Table 1 the applicant wishes the endorsement to allow.
(2) Supply to the Coast Guard when requested—
(i) Hull type calculations;
(ii) The plans and information listed in §§ 54.01-18, 56.01-10, 91.55-5 (a), (b), (d), (g), and (h), and 110.25-1 of this chapter;
(iii) A copy of the Procedures and Arrangements Manual required by § 153.490; and
(iv) Any other ship information, including plans, design calculations, test results, certificates, and manufacturer's data, that the Coast Guard needs to determine if the ship meets this part.
(b) The Coast Guard notifies the applicant in writing—
(1) Whether any further information is necessary to evaluate the request for the endorsed Certificate of Inspection; and
(2) Of the outcome of the request for the endorsed Certificate of Inspection.
(c) The Coast Guard returns the Procedures and Arrangements Manual stamped “Approved” or indicating what corrections are necessary.
The procedures for requesting an IOPP Certificate are found in 33 CFR Part 151.
(a)
(1) An additional classification society statement that the vessel complies with § 153.530 (b), (d), and (p)(1) if a person desires a Certificate of Compliance endorsed with the name of an alkylene oxide; and
(2) An additional classification society statement that the vessel complies with §§ 153.370, 153.371, and 153.438 if a person desires a Certificate of Compliance endorsed with the name of a cargo whose vapor pressure exceeds 100 kPa absolute at 37.8 °C (approximately 14.7 psia at 100 °F).
(b)
(1) A copy of the vessel's Cargo Ship Safety Construction Certificate and Cargo Ship Safety Equipment Certificate issued under the International Convention for Safety of Life at Sea, 1974.
(2) A list of those cargoes for which the Letter of Compliance is to be endorsed.
(3) The specific tanks that are to be endorsed for each cargo.
(4) The names of the U.S. ports in which the person anticipates operating the vessel.
(5) The name of the vessel's flag administration.
(6) The name of the society that classes the vessel.
(7) A brief description of the vessel's cargo containment systems.
(8) Hull type calculations.
(9) The plans and information listed in §§ 54.01-18, 56.01-10, 91.55-5 (a), (b), (d), (g), and (h), and 111.05-5(d) of this chapter.
(c)
(2) Correspondence with the Coast Guard and vessel information submitted under this part must be in English except IMO Certificates which may be in French.
(a) The Coast Guard considers allowing the use of an alternative in place of a requirement in this part if—
(1) The person wishing to use the alternative sends a written application to the Commandant (G-MSO) explaining—
(i) The requirement in this part that would not be met and the reason why;
(ii) The alternative the person proposes to be substituted; and
(iii) How the alternative would ensure a level of safety and pollution protection at least equal to that of the requirement for which the alternative would substitute;
(2) The alternative does not substitute an operational standard for a design or equipment standard; and
(3) The Commandant (G-MSO) determines that the alternative provides a level of protection for purposes of safety and pollution at least equal to the requirement in this part.
(b) The Coast Guard considers granting a waiver of a requirement for which this part allows a waiver if the person wishing the waiver sends a written application to the Commandant (G-MSO) that includes—
(1) A citation of the regulation that allows the waiver; and
(2) Any information and pledges that the regulation requires to be submitted with the application for the waiver.
(c) The Commandant notifies the applicant in writing—
(1) Whether any further information is necessary to evaluate the request for an alternative or waiver; and
(2) Of the outcome of the request for an alternative or waiver.
(d) A waiver issued under this part terminates if any—
(1) Information required to be supplied with the application for the waiver changes;
(2) Pledges required to be supplied with the application for the waiver are repudiated;
(3) Restrictions or procedures applying to operations under the waiver are violated; or
(4) Requirements in the section of this part authorizing the waiver are violated.
Either a classification society authorized under 46 CFR part 8, or the Officer in Charge, Marine Inspection, issues a United States ship an IMO Certificate endorsed to allow the carriage of a hazardous material or NLS cargo in table 1 of this part if the following requirements are met:
(a) The ship's owner must make a request to the OCMI for the IMO Certificate.
(b) The ship must meet this part.
(c) Self-propelled ships contracted for after November 1, 1973 but built before December 28, 1977 must meet requirements in this part that apply to a self-propelled ship built on December 28, 1977.
(d) Non-self-propelled ships contracted for after November 1, 1973 but built before July 1, 1983 must meet the requirements in this part applying to non-self-propelled ships built on July 1, 1983.
(a) The Coast Guard issues the endorsed Certificate of Inspection required under § 153.900 for a United States ship to carry a hazardous material or NLS listed in Table 1 if—
(1) The person wishing the Certificate of Inspection applies following the procedures under § 153.8; and
(2) The ship meets the design and equipment requirements of this part and—
(i) Subchapter D of this chapter if the hazardous material or NLS is flammable or combustible; or
(ii) Either Subchapter D or I of this chapter, at the option of the ship owner, if the hazardous material or NLS is non-flammable or non-combustible.
(b) The Coast Guard issues the endorsed Certificate of Compliance required under § 153.900 for a foreign ship to carry a hazardous material or NLS listed in Table 1 if—
(1) The person wishing the Certificate of Compliance follows the procedures under § 153.9;
(2) The ship has an IMO Certificate issued by its Administration and endorsed with the name of the hazardous material or NLS if the ship's Administration is signatory to MARPOL 73/78;
(3) The ship meets the requirements of this part applying to United States ships and § 30.01-5(e) of this chapter if the ship's Administration is not signatory to MARPOL 73/78; and
(4) The ship meets any additional design and equipment requirements specified by the Commandant (G-MSO).
To have its Certificate of Compliance endorsed to carry a cargo listed in Table 1, a foreign flag vessel must:
(a) Have an IMO Certificate, if the flag administration issues IMO Certif-icates, endorsed with the name of the cargo and meet any specific requirements in this subpart that the Commandant (G-MSO) may prescribe; or
(b) Meet the requirements of this subpart and § 30.01-5(e) of this chapter.
The Coast Guard endorses the Certificate of Inspection of a United States ship allowing it to operate in special areas if the ship owner—
(a) Requests the endorsement following the procedures in § 153.8;
(b) Shows that the ship meets the design and equipment requirements applying to ships operating in special areas contained in Regulations 5, 5A, and 8 of Annex II and the Standards for Procedures and Arrangements.
Under the authority delegated by the Secretary of Transportation in 49 CFR 1.46(t) to carry out the functions under 49 U.S.C. 1803, the Coast Guard has found the following materials to be hazardous when transported in bulk:
(a) Materials listed in Table 30.25-1 of this chapter.
(b) Materials listed in Table 151.05.
(c) Materials listed in Table 1.
(d) Materials listed in Table 4 of Part 154.
(e) Materials that are NLSs under MARPOL Annex II.
(f) Liquids, liquefied gases, and compressed gases, that are—
(1) Listed in 49 CFR 172.101;
(2) Listed in 49 CFR 172.102; or
(3) Listed or within any of the definitions in subparts C through O of 49 CFR part 173.
(g) Those liquid, liquefied gas, and compressed gas materials designated as hazardous in the permissions granted under § 153.900(c).
Each vessel must meet the applicable requirements in Subchapter S of this chapter.
(a) Except as allowed in paragraph (b) of this section, entrances, ventilation intakes and exhausts, and other openings to accommodation, service, or control spaces must be located aft of the house bulkhead facing the cargo area a distance at least equal to the following:
(1) 3 m (approx. 10 ft) if the vessel length is less than 75 meters (approx. 246 ft).
(2) L/25 if the vessel length is between 75 and 125 meters (approx. 246 ft and 410 ft).
(3) 5 m (approx. 16.5 ft) if the vessel length is more than 125 meters (approx. 410 ft).
(b) Fixed port lights, wheelhouse doors, and windows need not meet the location requirements specified in paragraph (a) of this section if they do not leak when tested with a fire hose at 207 kPa gauge (30 psig).
(a) Except for the arrangement described in paragraph (b) of this section
(b) Piping used only to fill a dedicated ballast tank adjacent to a cargo tank may enter an engine room or accommodation space if the piping has a valve or valving arrangement:
(1) Within the part of the tankship where a containment system may be located under § 153.234;
(2) That allows liquid to flow only towards that ballast tank (such as a check valve); and
(3) That enables a person to shut off the fill line from the weatherdeck (such as a stop valve).
(c) Except as prescribed in paragraph (d) of this section, pumps, piping, vent lines, overflow tubes and sounding tubes serving dedicated ballast tanks must not be located within a cargo containment system.
(d) Each vent line, overflow tube and sounding tube that serves a dedicated ballast tank and that is located within a cargo containment system must meet § 32.60-10(e)(2) of this chapter.
Bilge pumping systems for cargo pumprooms, slop tanks, and void spaces separated from cargo tanks by only a single bulkhead must be entirely within the locations allowed containment systems in § 153.234.
Each self-propelled ship must have the following:
(a) Two stretchers or wire baskets complete with equipment for lifting an injured person from a pumproom or a cargo tank.
(b) In addition to any similar equipment required by Subchapter D of this chapter, three each of the following:
(1) A 30 minute self-contained breathing apparatus of the pressure demand type, approved by the Mining Safety and Health Administration (formerly the Mining Enforcement and Safety Administration) and the National Institute for Occupational Safety and Health, or the tankship's flag administration with five refill tanks or cartridges of 30 minutes capacity each.
(2) A set of overalls or large apron, boots, long sleeved gloves, and goggles, each made of materials resistant to the cargoes in Table 1 that are endorsed on the Certificate of Inspection or Certificate of Compliance.
(3) A steel-cored lifeline with harness.
(4) An explosion-proof lamp.
(c) First aid equipment.
Each self-propelled ship must have the following:
(a) Each tankship must have at least two safety equipment lockers.
(b) One safety equipment locker must be adjacent to the emergency shutdown station required by § 153.296(b). This locker must contain one set of the equipment required by § 153.214(a) and two sets of that required by § 153.214(b).
(c) The second safety equipment locker must be adjacent to the second emergency shutdown station required by § 153.296. This locker must contain the remaining equipment required by § 153.214 (a) and (b).
(d) Each safety equipment locker must be marked as described in § 153.955 (c), (d), and (e) with the legend “SAFETY EQUIPMENT.”
(a) Each non-self-propelled ship must have a fixed or portable shower and eyewash fountain that operates during cargo transfer and meets paragraph (c) of this section.
(b) Each self-propelled ship must have a shower and eyewash fountain that operates at all times and meets paragraph (c) of this section.
(c) The shower and eyewash fountains required by paragraphs (a) and (b) of this section must—
(1) Operate in any ambient temperature;
(2) Dispense water at a temperature between 0 °C and 40 °C (approx. 32 °F and 104 °F);
(3) Be located on the weatherdeck; and
(4) Be marked “EMERGENCY SHOWER” as described in § 153.955 (c), (d), and (e), so that the marking is visible from work areas in the part of the deck where the cargo containment systems are located.
An access opening to an enclosed space or a dedicated ballast tank must meet the requirements for a cargo tank access in § 153.254 (b), (c), and (d) if:
(a) The enclosed space or dedicated ballast tank is located within the cargo area of the vessel; or
(b) A part of a cargo containment system lies within the enclosed space or dedicated ballast tank.
(a) Except as prescribed in paragraph (b) of this section, access openings to double bottom tanks serving as dedicated ballast tanks must not be located within a cargo containment system.
(b) Each access opening to a double bottom tank that is a dedicated ballast tank and that is located within a cargo containment system must be:
(1) Enclosed in an access trunk extending to the weatherdeck;
(2) Separated from the cargo containment system by two manhole coverings; or
(3) Approved by the Commandant (G-MSO).
A type I containment system must meet the following requirements:
(a) The vessel must meet the requirements in subpart F of part 172 of this chapter for a type I hull.
(b) Except as described in § 153.235:
(1) It may be no closer to the tankship's shell than 76 cm (approx. 29.9 in.); and
(2) It may not be located in any part of the tankship subject to the damage described in Table 172.135 of this chapter for:
(i)
(ii)
A type II containment system must meet the following requirements:
(a) The vessel must meet the requirements in subpart F of part 172 of this chapter for a type I or II hull.
(b) Except as allowed in §§ 153.7 and 153.235—
(1) It may be no closer to the tankship's shell than 76 cm (approx. 29.9 in.); and
(2) It may not be located in any part of the tankship subject to the damage described in Table 172.135 of this chapter for
A type III containment system must be in either a type I, II, or III hull. The requirements for type I, II, and III hulls are in subpart F of part 172 of this chapter.
(a) To prevent leakage through a single weld failure, the following spaces must be separated from a cargo by two walls, two bulkheads, or a bulkhead and a deck not meeting in a cruciform joint:
(1) Machinery spaces.
(2) Service spaces.
(3) Accommodation spaces.
(4) Spaces for storing potable domestic, or feed water.
(5) Spaces for storing edibles.
(b) Some examples of arrangements that may separate cargo from the spaces listed in paragraph (a) of this section are the following:
(1) Dedicated ballast tanks.
(2) Cargo pumprooms.
(3) Ballast pumprooms.
(4) Tanks not carrying a cargo listed in this part.
(5) A cofferdam aft of the cargo containment systems and whose forward bulkhead is forward of any joint common to an accommodations space and the deck.
(6) Double walled piping or a piping tunnel.
Except as allowed in § 153.7, each ship must meet the following:
(a) Each cargo containment system and any compartments within which a containment system is located must be forward of a tankship's accommodation spaces.
(b) Except as described in § 153.235, each cargo containment system must be located at least 0.05L aft of the forward perpendicular, but in no case forward of a collision bulkhead.
Cargo piping must not be located in those areas from which a containment system is excluded by §§ 153.230(b), 153.231(b), and 153.234(b) unless the cargo piping:
(a) Drains back to the cargo tank under any heel or trim resulting from the damage specified in § 172.135 of this chapter; and
(b) Enters the cargo tank above the liquid level for a full tank in any condition of heel or trim resulting from the damage specified in § 172.135 of this chapter.
When one of the following paragraphs of this section is referenced in Table 1, the materials listed in that paragraph may not be used in components that contact the cargo liquid or vapor:
(a) Aluminum or aluminum alloys.
(b) Copper or copper alloys.
(c) Zinc, galvanized steel or alloys having more than 10 percent zinc by weight.
(d) Magnesium.
(e) Lead.
(f) Silver or silver alloys.
(g) Mercury.
When one of the following paragraphs of this section is referenced in Table 1, only those materials listed in that paragraph may be used in components that contact the cargo liquid or vapor:
(a) Aluminum, stainless steel, or steel covered with a protective lining or coating.
(b) With cargo concentrations of 98 percent or greater, aluminum or stainless steel.
(c) With cargo concentrations of less than 98 percent, 304L or 316 stainless steel.
(d) Solid austenitic stainless steel.
(e) Stainless steel or steel covered with a suitable protective lining or coating. (See § 153.266.)
(a) Cast iron used in a cargo containment system must meet the requirements of § 56.60-10(b) of this chapter.
(b) For purposes of this section, the term “lethal products” in § 56.60-10(b) means those cargoes that Table 1 references to § 153.525 or § 153.527.
Cargo containment system insulation made necessary by the requirements of
(a) Protected from the weather, and attached to a containment system maintained at a temperature in excess of 46 °C (approx. 115 °F); or
(b) In an atmosphere whose dewpoint is less than the temperature of any surface in contact with the insulation.
Except in those cases in which Commandant (G-MSO) specifically approves another arrangement, such as a double-bottom or deep tank as a cargo tank, an integral cargo tank or the hold within which an independent cargo tank is located must extend to the weatherdeck.
All independent cargo tank must meet § 38.05-10 (a)(1), (b), (d), and (e)(1) of this chapter.
When Table 1 refers to this section, the cargo tank must be an independent tank that meets §§ 38.05-2(d) and 38.05-4(g) of this chapter. (See also § 153.256(b)).
(a) A cargo tank must have at least one covered manhole opening into the vapor space described in § 153.354.
(b) An access through a vertical cargo tank surface must be at least 60 cm by 80 cm (approx. 23.6 × 31.5 in.) and no more than 60 cm above a foothold grating, or surface on both sides of the access way.
(c) An access through a horizontal cargo tank surface must be at least 60 cm by 60 cm (approx. 23.6 × 23.6 in.).
(d) An access trunk must be no less than 76 cm (approx. 29.9 in.) in diameter.
(a) The hatch of a cargo tank must:
(1) Be at the highest point of the tank; and
(2) Open on or above the weatherdeck.
(b) To be endorsed to carry a cargo requiring an independent cargo tank, a tank must have:
(1) A trunk or dome at the uppermost part of the tank, extending above the weatherdeck;
(2) Its hatch at the top of the trunk or dome; and
(3) No openings below the weatherdeck.
A tank lining must be:
(a) At least as elastic as the tank material; and
(b) Applied or attached to the tank as recommended by the lining manufacturer.
(a) Each cargo piping system must meet the standards of Part 56 and §§ 38.10-1(b), 38.10-1(e), and 38.10-10(a) of this chapter.
(b) Piping carrying cargo or cargo residue may not enter any machinery space except a cargo pumproom.
Piping for an independent cargo tank must penetrate the tank only through that part of the tank or dome extending above the weatherdeck.
The discharge point of a cargo tank filling line must be no higher above the bottom of the cargo tank or sump than 10 cm (approx. 4 in.) or the radius of the filling line, whichever is greater.
(a) Except as described in this section, a cargo line must have a deck operable, manual stop valve:
(1) In each tank which the line serves; and
(2) At each cargo hose connection point.
(b) The valve required by paragraph (a)(1) of this section may be in a cargo pumproom at the pumproom bulkhead if the cargo tank the cargo line serves is adjacent to the pumproom.
(c) The valve required by paragraph (a)(1) of this section may be on the weatherdeck if:
(1) The weatherdeck is the top of the tank;
(2) The line goes through the weatherdeck into the tank; and
(3) The valve is at the point where the line penetrates the weatherdeck.
(d) The valve required by paragraph (a)(1) of this section may be outside the tank if:
(1) The tank is an independent tank; and
(2) The valve is at the point where the line penetrates the tank.
(e) The discharge line of an intank cargo pump need not have the valve required by paragraph (a)(1) of this section.
(f) If the cargo exerts a gravity head pressure on a valve required by this section, the valve must be a positive shutoff valve that meets § 56.50-60(d) of this chapter.
A remotely actuated quick closing shutoff valve required by § 153.530(n) must:
(a) Be a positive shutoff valve;
(b) Be of the fail-closed type that closes on loss of power;
(c) Be capable of local manual closing;
(d) Close from the time of actuation in 30 seconds or less; and
(e) Be equipped with a fusible element that melts at less than 104 °C (approx. 220 °F) and closes the valve.
(a) When cargo lines serving different tanks enter a pumproom and connect to the same pump:
(1) Each cargo line must have a stop valve within the line;
(2) The valve must be before the cargo line joins the other lines or pump; and
(3) The valve must be within the pumproom.
(b) The valve in paragraph (a) of this section is required in addition to any valve required under § 153.283(b).
Cargo piping systems must be arranged so that operations necessary to provide separate systems can be accomplished in a cargo handling space or on the weatherdeck.
(a) Each cargo piping system must be marked with the designation number of the cargo tank it serves at each hose connection, valve, and blind in the piping system. The markings must be in characters at least 5 cm (approx. 2 in.) high.
(b) Every hose connection of a cargo piping system must be marked with the cargo piping system's working pressure required by § 38.10-10(a) of this chapter.
(a) Each tankship must have at least two emergency shutdown stations.
(b) One emergency shutdown station must be located forward of the deckhouse, in the after part of the weatherdeck in which the cargo tanks are located.
(c) A second emergency shutdown station must be located so that one of the two stations is accessible from any
(d) Each emergency shutdown station must contain a single remote actuator for all quick closing shutoff valves required by this part.
(e) Each emergency shutdown station must have the controls necessary to stop all cargo pumps on the tankship.
(f) Any remote emergency actuator, such as that for a quick closing shut-off valve, a cargo pump, or a water spray system, must be of a type that will not defeat the operation of other remote emergency actuators. The emergency action must occur whether one or several actuators are operated.
(g) Each emergency shutdown station must be marked as described in § 153.955 (c), (d), and (e) with the legend “EMERGENCY SHUTDOWN STATION” so that the legend is visible from work areas in the part of the deck where the cargo containment systems are located.
(a) The point from which cargo transfer is controlled must have the same actuators an emergency shutdown station must have under § 153.296 and an actuator for any deck water spray systems required by this part.
(b) The point from which cargo transfer is controlled may be one of the emergency shutdown stations required under § 153.296 if it meets the requirements of that section.
A cargo handling space must have a permanent forced ventilation system of the exhaust type.
A cargo handling space ventilation system must meet the following:
(a) A ventilation system exhaust duct must discharge no less than 10 m (approx. 32.8 ft) from openings into or ventilation intakes for, accommodation or service spaces.
(b) A ventilation system must not recycle vapors from ventilation discharges.
(c) Except for the space served by the ventilation duct, a ventilation duct must not pass through a machinery room, an accommodation space, or working spaces.
(d) A ventilation system must be operable from outside the space it ventilates.
(e) A ventilation system must be sized to change the air in the ventilated space at least 30 times per hour.
(f) A ventilation system must not allow air to stagnate in any part of a ventilated space.
(g) A ventilation system must be able to exhaust air from both above and below the deck plates of a ventilated space.
(a) Each tankship must have portable ventilation equipment that fits the mount required in paragraph (b)(1) of this section.
(b) Each enclosed space within the cargo area that does not have a permanent ventilation system meeting § 153.312 must have:
(1) A mount for the portable mechanical ventilation equipment required by this section; and
(2) Either permanent ventilation ductwork connected to the mount and arranged to supply air to the extremities of the space; or
(3) An attachment for temporary ductwork at the mount with enough ductway in the ventilated space and temporary ductwork stowed aboard the vessel to supply air to the extremities of the space.
When Table 1 refers to this section, the cargo pumproom ventilation system must change the air in the cargo pumproom 45 times per hour and discharge no less than 4 m (approx. 13.1 ft) above the deck.
(a) The access door to a cargo pump-room must open on the weatheredeck.
(b) The access way to a cargo pump-room and its valving must allow passage of a man wearing the breathing apparatus required by § 153.214(b)(1).
(c) Each ladderway in a cargo pump-room must be free from obstructions by piping, framework, or other equipment.
(d) Cargo pumproom ladders and platforms must have guard railings.
(e) Each ladder to a cargo pump-room must have an incline from the horizontal of less than 60°.
(a) A cargo pumproom located below the weatherdeck must have a permanent hoisting arrangement with a lifting capacity of 2500 N (approx. 562 lbs), operable from the weatherdeck, for the removal of an unconscious person.
(b) The cargo pumproom must have a 60 cm by 60 cm (approx. 2 ft by 2 ft) cross-sectional clearance through the hoistway.
Each cargo pump within a pump-room must have a discharge pressure gauge outside the pumproom.
(a) A cargo pumproom must have a bilge pumping system.
(b) The bilge pumping system must have:
(1) Complete remote operating controls outside the cargo pumproom; and
(2) An alarm that operates when the depth of liquid in the bilges exceeds 50 cm (approx. 19.7 in.).
(a) When Table 1 refers to this section:
(1) The cargo pump must be an intank cargo pump;
(2) The cargo pumproom must be on or above the weatherdeck; or
(3) The cargo pumproom must have the specific approval of the Commandant (G-MSO).
(b) For a cargo pumproom described in paragraph (a)(2) or (a)(3) the tankship must:
(1) Have a low pressure breathing quality air supply system for use with the breathing apparatus in the pumproom; or
(2) Meet any requirements specified by the Commandant (G-MSO).
(c) A low pressure air supply system described in paragraph (b)(1) of this section must:
(1) Run from fixed air bottles to the pumproom;
(2) Have an air compressor to recharge the fixed air bottles;
(3) have hose connections in the pumproom suitable for use with the breathing apparatus required in § 153.214(b)(1); and
(4) have the air capacity to enable two men to work in the pumproom for at least one hour each without using the cartridges for the breathing apparatus required in § 153.214(b)(1).
Except as prescribed in § 153.353, a
(a) At the highest of the following points:
(1) 6m (approx. 19.7 ft) above the weatherdeck.
(2) B/3 above the weatherdeck.
(3) 6m (approx. 19.7 ft) above a walkway, if the walkway is within a 6m (approx. 19.7 ft) horizontal radius from the vent discharge.
(b) At least 15m (approx. 49.2 ft) from air intakes for, or openings into, accommodation and service spaces.
Except as prescribed in § 153.353, a 4m venting system must discharge:
(a) At least 4m (approx. 13.1 ft) above the higher of:
(1) the weatherdeck; or
(2) any walkway that is within a 4m (approx. 13.1 ft) horizontal radius from the vent discharge.
(b) At least 10m (approx. 32.8 ft) from air intakes for, or openings into, accommodation or service spaces.
A B/3 or 4 m venting system outlet must:
(a) Discharge vertically upwards; and
(b) Prevent precipitation from entering the vent system.
The discharge point of a B/3 or 4m venting system must be located at least 3m (approx. 10 ft) above the weatherdeck or walkway if:
(a) The discharge is a vertical, unimpeded jet;
(b) The jet has a minimum exit velocity of 30 m/sec (approx. 98.4 ft/sec); and
(c) The high velocity vent has been approved by Commandant (G-MSO).
A venting system must terminate in the vapor space above the cargo when the tank is filled to a 2 percent ullage and the tankship has no heel or trim.
When Table 1 requires a PV venting system, the cargo tank must have a PV valve in its vent line. The PV valve must be located between the tank and any connection to another tank's vent line (such as a vent riser common to two or more tanks).
(a) The cross-sectional flow area of any vent system segment, including any PV or SR valve, must at no point be less than that of a pipe whose inside diameter is 6.4 cm (approx. 2.5 in.).
(b) When Table 1 requires a closed or restricted gauging system, calculations must show that, under conditions in which a saturated cargo vapor is discharged through the venting system at the maximum anticipated loading rate, the pressure differential between the cargo tank vapor space and the atmosphere does not exceed 28 kPa gauge (approx. 4 psig), or, for independent tanks, the maximum working pressure of the tank.
A venting system must have no assembly that could reduce its cross-sectional flow area or flow capacity to less than that required in § 153.358.
A venting system having multiple relief valves may be arranged to allow the removal of a valve (for repair, as an example) provided the venting system:
(a) Has valves that are interlocked, so that the removal of a valve does not reduce the venting system relieving capacity below the minimum relieving capacity required by § 153.358; and
(b) Is arranged so that cargo vapor will not escape through the opening left after a valve has been removed.
Unless a cargo vent system at every point is level or slopes back to the cargo tank under all conditions of heel and trim allowed under § 153.806, the cargo vent system must have a drain valve at each low point (trap) in the vent line.
Supports for a vent system must meet § 38.10-10(c) of this chapter.
(a) Except as noted in paragraph (b) of this section, a containment system requiring closed or restricted gauging must:
(1) Be designed to withstand the maximum pressure that develops during an overfill of the densest cargo endorsed for the containment system; or
(2) Have an overflow control system that meets § 153.408; or
(3) Meet the requirements specified by the Commandant (G-MSO).
(b) A containment system requiring restricted gauging, except for those cargoes that reference §§ 153.525 or 153.527, may be equipped with a spill valve that:
(1) Meets ASTM F-1271; and
(2) Limits the maximum pressure during liquid overfill at a specified cargo loading rate to that which the containment system is able to withstand (see §§ 153.294(b) and 152.977(b)).
(a) The pressure side of a required pressure-vacuum relief valve must begin to open only at a pressure exceeding 3.5 kPa gauge (approx. 0.5 psig).
(b) A pressure-vacuum relief valve must meet the requirements of Subpart 162.017 of this chapter.
The relief valve setting for a containment system that carries a cargo at ambient temperature must at least equal the cargo's vapor pressure at 46 °C (approx. 115 °F).
The relief valve setting for a containment system that carries a refrigerated cargo must at least equal the lesser of:
(a) That in § 153.370; or
(b) 110 percent of the cargo's vapor pressure at the steady state temperature obtained by a full tank of cargo with the refrigeration system operating under ambient conditions described within the definition of a refrigerated tank in § 153.2.
When table 1 references this section, the containment system must have a:
(a) Tank pressure gauge at the point where cargo flow is controlled during transfer; and
(b) Vapor return connection.
(a) Columnar gauge glasses must not be installed on a cargo containment system.
(b) Flat sight glasses must meet § 38.10-20(h) of this chapter.
When Table 1 requires a cargo's containment system to have a closed gauge, the containment system must have the following:
(a) A permanently installed closed gauging system.
(b) A vapor return connection.
(c) The high level alarm described in § 153.409.
(d) Either a closed cargo sampling system or a cargo sampling arrangement allowing the retrieval of a sample through an orifice not exceeding:
(1) 0.635 cm (approx. 0.25 in.) diameter when the cargo's vapor pressure is 28 kPa gauge (approx. 4 psig) or less; or
(2) 0.140 cm (approx. 0.055 in.) diameter when the cargo's vapor pressure exceeds 28 kPa (approx. 4 psig).
When Table 1 requires a cargo's containment system to have a restricted gauge, the containment system must have:
(a) A closed gauging system; or
(b) A system that has:
(1) A restricted gauge (e.g., a sounding tube) with an orifice diameter not exceeding 20 cm (approx. 7.8 in.);
(2) A permanently attached gauge cover that is vapor tight when in place; and
(3) A venting system that has either:
(i) Lock open PV valves; or
(ii) Valved bypasses around the PV valves.
(a) A sounding tube installed as a restricted gauge must extend to within one meter (approx. 39.4 in.) of the bottom of the tank.
(b) A sounding tube must not be installed on a tank whose relief valve setting exceeds 28 kPa (approx. 4 psig) unless it is specifically permitted by the Commandant (G-MSO).
(c) A sounding tube must have no perforations in the tube wall.
(a) When table 1 references this section, a cargo containment system must have a cargo high level alarm meeting § 153.409 and one of the following additional systems:
(1) A second high level (cargo overflow) alarm.
(2) A system that automatically stops cargo flow to the tank (automatic shutdown system).
(b) The high level alarm and the cargo overflow alarm or automatic shutdown system must:
(1) Be independent of one-another; and
(2) Operate on loss of power.
(c) The cargo overflow alarm or the automatic shutdown system must operate early enough to:
(1) Stop the loading operation before the cargo tank overflows; and
(2) Avoid surge pressures that exceed the working pressure specified in § 153.294(b).
(d) A tank overflow must be identified with the legend “TANK OVERFLOW ALARM” in lettering as specified for the warning sign in § 153.955.
(e) A tank overflow alarm must be audible and visible in that part of the deck where the containment systems are located and at the point where cargo loading is controlled on the tankship.
(f) The automatic shutdown system or tank overflow alarm must be able to be checked at the tank for proper operation (for example, by electrically simulating an overfill at the tank gauge connection).
(g) In this section, “independent” as applied to two systems means that one system will operate with a failure of any part of the other system except high level power sources and electrical feeder panels. Conduit need not be independent; the control wiring for several independent systems may be carried in a single conduit.
When Table 1 refers to this section or requires a cargo to have a closed gauging system, the cargo's containment system must have a high level alarm:
(a) That gives an audible and visual alarm before the tank fills to 97 percent of its capacity;
(b) That can be seen and heard where cargo transfer is controlled and on the open deck;
(c) Whose operation can be checked prior to each loading; and
(d) That must be marked as described in § 153.408(c)(6) with the legend “HIGH LEVEL ALARM.”
Each cargo cooling system required by this part and each cargo heating system must:
(a) Meet the standards of Subchapters F (Marine Engineering) and J (Electrical Engineering) of this chapter;
(b) Have valving that enables the system to be separated from all other cooling and heating systems; and
(c) Allow manual regulation of the system's heat transfer rate.
(a) Each cargo cooling system must have an equivalent standby unit that is installed and that can be placed in operation immediately after failure of the primary cooling system.
(b) Each tankship that has a cargo tank with a required cooling system must have a manual that contains:
(1) A piping diagram for the cooling system; and
(2) Instructions for changing over to the standby system described in paragraph (a) of this section.
When a cargo tank contains any quantity of cargo, a cargo cooling or heating system having coils within the tank must keep the heat transfer fluid at a pressure greater than the pressure exerted on the heating or cooling system by the cargo.
A heat transfer fluid separated from the cargo by only one wall (for example, the heat transfer fluid in a coil within a tank) must be compatible with the cargo under the standards prescribed for compatibility between two cargoes in Part 150 of this chapter.
(a) Each refrigerated tank must have:
(1) An alarm that operates when the cargo's pressure exceeds the vapor pressure described in § 153.371(b); or
(2) An alarm that operates when the cargo's temperature exceeds the steady state temperature described in § 153.371(b).
(b) The alarm must give an audible and visual signal on the bridge and at the cargo control station.
(c) The cargo pressure or temperature alarm must be independent of other cargo pressure or temperature sensing arrangements.
(a) Except as prescribed in paragraph (c) of this section, when Table 1 refers to this section, the containment system must meet the following requirements:
(1) A heated or refrigerated cargo tank must have a remote reading thermometer sensing the temperature of the cargo at the bottom of the tank.
(2) A refrigerated tank must have a remote reading second thermometer near the top of the tank and below the maximum liquid level allowed by § 153.981.
(3) Unless waived under § 153.491(a), a cargo tank endorsed to carry a Category A, B, or C NLS cargo must have a thermometer whose temperature reading is no greater than the temperature of the cargo at a level above the tank bottom at least one-eighth but no more than one-half the height of the tank if the cargo is—
(i) A Category A NLS or a Category B NLS having a viscosity of at least 25 mPa.s at 20 °C;
(ii) A Category C NLS having a viscosity of at least 60 mPa.s at 20 °C; or
(iii) A Category A, B, or C NLS that has a melting point greater than 0 °C.
(b) A readout for each remote thermometer required by this section must be at the point where cargo transfer is controlled.
(c) A portable thermometer may be substituted for the equipment required in paragraphs (a) and (b) of this section if—
(1) Table 1 allows open gauging with the cargo; or
(2) Table 1 allows restricted gauging with the cargo, and the portable thermometer is designed to be used through the containment system's restricted gauging system.
Each self-propelled ship and each manned non-self-propelled ship must meet the following:
(a) With the exception of the vent riser, each part of a cargo containment system exposed on the weatherdeck must be covered by the fire protection system listed beside the cargo in Table 1 and described in the footnotes to Table 1.
(b) The Commandant (G-MSO) approves the substitution of a dry chemical (D) type fire protection system for an A or B type on a case by case basis.
(c) A fire protection system required by this part must meet part 34 of this chapter or be specifically approved by the Commandant (G-MSO).
An independent metallic cargo tank that carries a flammable or combustible cargo must be electrically bonded to the tankship's hull.
An inert gas system on a tank that carries a flammable or combustible cargo must not create static arcing as the inert gas is injected into the tank.
The discharge of a venting system must be at least 10 m (approx. 32.8 ft) from an ignition source if:
(a) The cargo tank is endorsed to carry a flammable or combustible cargo; and
(b) Table 1 requires the cargo to have a PV venting system.
(a) A tankship that carries a flammable cargo must have two vapor detectors that meet § 35.30-15(b) of this chapter.
(b) At least one of the vapor detectors in paragraph (a) of this section must be portable.
A tankship carrying a flammable or combustible cargo under this part must meet subchapter J of this chapter.
Sections 153.470 through 153.491 appear at CGD 81-101, 52 FR 7781, Mar. 12, 1987, unless otherwise noted.
Unless waived under § 153.491, each ship that discharges Category A, B, or C NLS residue, or Category D NLS residue not diluted to
(a)
(b)
(1) At the turn of the bilge beneath the cargo area; and
(2) Where the discharge from the outlet is not drawn into the ship's seawater intakes.
(c)
Unless waived under § 153.491, Category B and C NLS cargo tanks on each ship built after June 30, 1986 must have
Unless waived under § 153.483 or § 153.491, each Category B NLS cargo tank on ships built before July 1, 1986 must meet the following:
(a) Unless the tank meets the interim standard provided by paragraph (b) of this section and is prewashed in accordance with § 153.1118, the tank must have a stripping quantity determined under § 153.1604 that is less than 0.35m
(b) Before October 3, 1994, the tank may have a total NLS residue determined under § 153.1608 that is less than 1.0 m
(1) The system must be capable of discharging at a rate equal to or less than Q in the following formula:
(2) The system must have equipment capable of automatically recording—
(i) The time of day that discharge of NLS residue through the residue discharge system starts and ends; and
(ii) The dates on which discharge begins and ends unless the equipment allows a person to enter these dates on the record manually.
(3) Each system that has the capacity to exceed Q calculated in paragraph (b)(1) of this section must have equipment that—
(i) Records the NLS residue flow through the system; and
(ii) Is sufficiently accurate that its recorded values averaged over any 30 second period differ no more than 15% from the actual flow averaged over the same 30 second period.
(4) Each system that has the capacity to exceed Q calculated under paragraph (b)(1) of this section and does not automatically control the flow rate must have—
(i) Manual controls that enable the flow to be adjusted to the value of Q calculated in paragraph (b)(1) of this section and that must be moved through at least 25% of their total range of movement for the discharge rate to change from 0.5Q to 1.5Q; and
(ii) A flow rate meter located where the flow is manually controlled.
Unless waived under § 153.483 or § 153.491, each Category C NLS cargo tank on ships built before July 1, 1986 must meet the following:
(a) Unless the tank meets the interim standard provided by paragraph (b) of this section, the tank must have a stripping quantity determined under 153.1604 that is less than 0.95 m
(b) Before October 3, 1994, the tank may have a total NLS residue determined under § 153.1608 that is less than 3.0 m
At its discretion the Coast Guard waives §§ 153.481 and 153.482 under this section and allows a ship to carry Category B and C NLS cargoes between ports or terminals in one or more countries signatory to MARPOL 73/78 if the ship's owner requests a waiver following the procedures in § 153.10 and includes—
(a) A written pledge to—
(1) Limit the loading and discharge of Category B and C NLS cargoes in a foreign port to those ports and terminals
(2) Prewash the cargo tank as required under § 153.1118 after each Category B or C NLS is unloaded unless the prewash is allowed to be omitted under § 153.1114;
(b) A list of—
(1) All foreign ports or terminals at which the ship is expected to load or discharge Category B or C NLS cargo, and
(2) All foreign ports or terminals at which the ship is expected to discharge Category B or C NLS residue from the tank;
(c) An estimate of the quantity of NLS residue to be discharged to each foreign port or terminal listed under paragraph (b)(2) of this section;
(d) Written statements from the owners of adequate reception facilities in the ports and terminals listed in accordance with paragraph (b)(2) of this section who have agreed to take NLS residue from the ship, showing the amount of NLS residue each agrees to take; and
(e) A written attestation from the person in charge of each port or terminal listed in accordance with paragraph (b)(1) of this section that the administration has determined the port or terminal to have adequate reception facilities for the NLS residue.
§ 153.483: Certificates of Inspection and any IMO Certificates issued to ships on restricted voyage waivers indicate that while the ship carries an NLS cargo or NLS residue, it is limited to voyages between the ports or terminals listed on the certificate.
Unless the ship operator shows that the prewash equipment specified in this section will be available at discharge or prewash facilities or the equipment is waived under § 153.491, to have its Certificate of Inspection or Certificate of Compliance endorsed to carry a Category A NLS or a Category B or C NLS requiring viscosity or melting point information under § 153.908 (a) and (b), a ship must have the following:
(a) For the tanks that carry the NLS, a tank washing system capable of washing all interior tank surfaces except those shielded from the washing system spray by ship's structure, and consisting of a wash water supply system and—
(1) A fixed tank washing machine in each tank; or
(2) A portable tank washing machine and, if required by the Coast Guard, equipment to move it during washing and when storing.
(b) Piping, valving, and crossovers needed to arrange the cargo piping so that the wash water passes through the cargo pump and cargo piping during tank washing or discharge of tank wash water.
(c) If the approved Procedures and Arrangements Manual specifies the hot water prewash required under 153.1108, a means of supplying water to the tank washing machine under paragraph (a) of this section at—
(1) A temperature of at least 60 °C (140 °F) when it leaves the washing machine; and
(2) The flow rate needed for the washing machine jets to meet paragraph (a) of this section.
(a) If NLS residue is to be removed from a cargo tank by ventilation, in addition to the equipment required under paragraph (b) of this section the ship must have—
(1) Openings in the tank deck near the sump or suction point;
(2) If the openings required by paragraph (a)(1) of this section are insufficient, an access opening for visually determining whether liquid remains in the sump area of the cargo tank after ventilation or some other means for making this determination; and
(3) An approved Procedures and Arrangements Manual with instructions that meet § 153.490(b)(3).
(b) Unless the ship operator shows that the ventilation equipment specified in this paragraph will be available from shore when needed, if NLS residue is to be removed from a cargo tank by
(1) Portable forced air ventilating equipment fitting the ventilation openings required in paragraph (a) of this section and able to ventilate the extremities of the tank to the extent prescribed in Appendix C of the IMO
(2) A connector that allows a fan or air supply to be connected to the hose connections for the tank at the manifold.
The Clean Air Act (42 U.S.C. 7401
Unless waived under § 153.491, for a ship to have its Certificate of Inspection or Certificate of Compliance endorsed allowing a tank to carry a Category B NLS with a melting point of 15 °C or more, the cargo tank must have—
(a) An arrangement enabling the cargo to be heated before cargo transfer, using heat supplied by the ship or by another source; and
(b) Sides and bottom separate from the ship's side or bottom shell plating.
(a) Unless waived under § 153.491, to have a Certificate of Inspection or Certificate of Compliance endorsed to carry NLS cargo, a ship must have—
(1) If U.S., a Cargo Record Book published by the Coast Guard (OMB App. No. 2115-0089), or, if foreign, a Cargo Record Book having the same entries and format as Appendix 4 of Annex II; and
(2) A Procedures and Arrangements Manual meeting paragraph (b) of this section and approved by—
(i) The Coast Guard, if the ship is a United States ship or one whose Administration is not signatory to MARPOL 73/78; or
(ii) The Administration, if the ship is one whose Administration is signatory to MARPOL 73/78.
(b) Each Procedures and Arrangements Manual under paragraph (a)(2) of this section must include the following:
(1) The standard format and content prescribed in Chapter 2 and Appendix D of the IMO
(2) If the ship has a tank that carries a cargo under a waiver issued under § 153.483, procedures ensuring that—
(i) Category B and C NLSs are discharged from the tank only in the ports or terminals listed in accordance with § 153.483(b); and
(ii) The tank is prewashed after discharging each Category B or C NLS unless § 153.1114 allows the prewash to be omitted.
(3) If ventilation is used to clean a tank under § 153.1102(b)(2), ventilation procedures that meet those in Appendix C of the IMO
(4) If tank cleaning agents are used, quantities to use and instructions for using the cleaning agents.
(5) If the tank has the discharge recording equipment required in § 153.481(b), procedures to ensure that no NLS residue is discharged from the tank when the recording equipment is incapacitated unless the concentration and total quantity limits for the NLS in Annex II are not exceeded.
(a) The Coast Guard waives §§ 153.440(a)(3), 153.480, 153.481, 153.482, and 153.488 and endorses a ship's Certificate of Inspection or Certificate of
(1) Requests a waiver following the procedures in § 153.10; and
(2) Pledges in writing that while any waiver is in effect the cargo tank will—
(i) Carry only the NLS cargo listed on the Certificate of Inspection or Certificate of Compliance;
(ii) Carry no cargo other than the NLS; and
(iii) Not be washed or ballasted unless the wash water or ballast water is discharged to a reception facility.
(b) The Coast Guard waives §§ 153.470 and 153.490(a)(2) if—
(1) The ship's owner requests a waiver following the procedures in § 153.10;
(2) The Coast Guard has issued a waiver to each of the ship's NLS cargo tanks under paragraph (a) of this section; and
(3) The ship's owner adds to the ship's operational manual any provisions for preventing NLS discharge specified by the Commandant (G-MSO) as a condition for issuing the waiver.
When Table 1 refers to this section, a cargo containment system must have a permanent inert gas system that:
(a) Maintains the vapor space of the containment system in an inert state by filling the vapor space with a gas that is neither reactive with the cargo nor flammable;
(b) Has a pressure control system that:
(1) Prevents the inert gas system from raising the cargo tank pressure to more than the relief valve setting; and
(2) Maintains at least a 3.5 kPa gauge (approx. 0.5 psig) pressure within the containment system at all times, including cargo discharge;
(c) Has storage for enough inerting gas to replace that normally lost while the tank's atmosphere is maintained in an inert condition (e.g. through tank breathing and relief valve leakage), but in no case an amount less than 5 percent of the tank's capacity when measured with the gas at −18 °C (approx. 0 °F) and a pressure equal to the cargo tank's relief valve setting; and
(d) Has connections for any supplemental gas supply necessary to maintain the inert gas pressure described in paragraph (b) of this section during cargo discharge.
When Table 1 refers to this section, an inert gas system for the containment system must supply inert gas containing no more than 100 ppm water.
When Table 1 refers to this section:
(a) An enclosed space containing a cargo tank must have an inerting system that meets the requirements in § 153.500 applying to the inert gas system of a containment system;
(b) Cargo discharge pumps must be of a type that does not subject the shaft gland to the cargo under pressure or that is submerged; and
(c) The cargo tank's relief valve setting must be no less than 21 kPa gauge (approx. 3 psig).
A containment system carrying carbon disulfide must meet the following:
(a) Each cargo pump must be of the intank type and encased within a cylindrical well that extends from the top of the tank to a point no more than 10 cm (approx. 4 in.) above the bottom of the tank.
(b) [Reserved]
(c) The cargo piping and venting systems must be completely independent of those for other cargo.
(d) Pressure relief valves must be made of type 304 or 316 stainless steel.
When Table 1 refers to this section a containment system must meet the following:
(a) Cargo piping and venting systems must be designed so that they can be separated from any containment system endorsed for a cargo not covered by this section.
(b) A cargo tank's relief valve setting must be not less than 21 kPa gauge (approx. 3 psig).
(c) All cargo pumps and valves located below the weatherdeck must be operable from the weatherdeck.
(d) A heat transfer system for the cargo must:
(1) Be independent of other ship service systems, except for other cargo heat transfer systems, and not enter the engine room;
(2) Be totally external to the cargo containment system; or
(3) Be approved by the Commandant (G-MSO) for use with toxic cargoes.
(e) The cargo must be separated from any bunkers by at least two bulkheads.
(f) A cargo containment system must have a vapor return connection.
(a) When Table 1 refers to this section, a tankship must have two toxic vapor detectors, at least one of which must be portable, each able to measure vapor concentrations in the range of the time weighted average (TWA) for the cargo. The portable detector may be a direct reading detector tube instrument. These vapor detectors may be combined with those required by § 153.465.
(b) When the toxic vapor detectors required by paragraph (a) of this section are not available and the cargo referenced to this section is transferred through a cargo pumproom, the tankship must meet § 153.336(b).
When Table 1 refers to this section, a tankship must have on board for each crew member:
(a) An emergency escape breathing apparatus (EEBA) approved by the Mining Safety and Health Administration (formerly the Mining Enforcement and Safety Administration) and the National Institute for Occupational Safety and Health, or the tankship's flag administration.
(b) Where the emergency escape breathing apparatus does not protect the eyes from vapors, a set of goggles that either:
(1) Meet the specifications of ANSI Practice for Occupational and Educational Eye and Face Protection, Z-87.1(1979); or
(2) Are approved by the tankship's flag administration.
When Table 1 refers to this section, a containment system must meet the following:
(a) Except as provided in paragraphs (b) and (c) of this section, a cargo containment system must be made of:
(1) Stainless steel other than types 416 and 442; and
(2) Steel.
(b) Except as provided in paragraph (c) of this section, gaskets must be composites of spirally wound stainless steel and Teflon or similar flourinated polymer.
(c) The Commandant (G-MSO) approves a cargo containment system using materials other than those described in this section for alkylene oxides on a case by case basis if:
(1) The person wishing to have the containment system approved completes any tests prescribed by the Commandant (G-MSO); and
(2) The Commandant (G-MSO) approves the results of the tests and the material for use with alkylene oxides.
(d) The following materials are generally found unsatisfactory for gaskets, packing, insulation, and similar uses in alkylene oxide containment systems and would require extensive testing as described in paragraph (c) of this section before being approved:
(1) Neoprene or natural rubber if it might be in contact with the alkylene oxide.
(2) Asbestos or asbestos mixed with other materials such as with many common insulations, packing materials, and gasket materials.
(3) Materials containing oxides of magnesium, such as mineral wools.
(e) The tank's relief valve setting must not be less than 21 kPa gauge (approx. 3 psig).
(f) If the containment system is equipped with a cooling system, the cooling system must:
(1) Not compress the cargo; and
(2) Regulate the cargo temperature automatically and allow manual regulation.
(g) The cargo piping system must:
(1) Comply with Part 38 of this chapter;
(2) Be completely separate from all other systems;
(3) Be assembled from valves, fittings, and accessories having a pressure rating of not less than 1030 kPa gauge (approx. 150 psig) (American National Standards Institute); and
(4) Have no threaded joints.
(h) The cargo containment system vapor space and each space listed in paragraphs (k) and (l) of this section must have continuous monitoring of oxygen concentration or have an arrangement to enable sampling with a portable oxygen analyzer.
(i) Valve disks or disk faces, seats, and other wearing valve parts must be made of stainless steel containing no less than 11 percent chromium.
(j) The venting system must be independent of other containment or tankship systems.
(k) When a cargo tank is in an enclosed space, the space must have:
(1) An inert gas system meeting the requirements that apply to the inert gas system of a containment system in § 153.500, or
(2) A forced ventilation system meeting the requirements that apply to a cargo handling space ventilation system in § 153.312.
(l) Cofferdams, cargo tanks, double bottom spaces, void spaces and other enclosed spaces adjacent to an integral cargo tank must have an inert gas system meeting the requirements that apply to the inert gas system of a containment system in § 153.500.
(m) An intank pump or inert gas displacement must be used to discharge cargo.
(n) The cargo discharge piping system must have a remotely actuated quick closing shutoff valve that meets § 153.284 at the cargo transfer hose connection.
(o) Cargo hose must:
(1) Have the specific approval of the Commandant (G-MSO) for use in alkylene oxide transfer; and
(2) Be marked “For Alkylene Oxide Transfer Only”.
(p) All exposed parts of the cargo containment system above or on the deck, such as tank domes, cargo piping, and loading manifolds, must be covered by a water spray system that:
(1) Operates automatically in a fire involving the cargo containment system;
(2) Has at least two remote manual actuators, one in each emergency shutdown station required by § 153.296; and
(3) Covers the area of application with a uniform spray of
(a) A containment system carrying liquid sulfur must have:
(1) A cargo tank ventilation system that:
(i) Maintains the H
(ii) Prevents sulfur buildup within itself; and
(2) An alarm system designed to operate when the ventilation system blower fails.
(b) The void spaces around a cargo tank that carries liquid sulfur must be oil tight.
(c) A cargo tank that carries liquid sulfur and the void spaces surrounding the tank must have connections for sampling vapor.
When Table 1 refers to this section:
(a) Each containment system loading and discharge connection must have a spray shield;
(b) Each cargo containment system must be separated from bunkers by
(c) Each vessel must have on board a means to determine whether cargo has leaked into the spaces adjacent to a cargo containment system.
When Table 1 refers to this section, a tankship's shell plating must not be a part of the cargo tank.
(a) Except as prescribed in paragraphs (b) and (c) of this section, containment systems carrying sulfuric acid, oleum, or contaminated sulfuric acid are approved by the Commandant (G-MSO) on a case by case basis.
(b) A containment system carrying sulfuric acid may be:
(1) Made of unlined steel if the cargo composition is between 70 and 80 or between 90 and 100 percent acid by weight;
(2) Lined with lead if the cargo composition does not exceed 96 percent acid by weight; or
(3) Lined with natural rubber or neoprene if the cargo composition does not exceed 51 percent acid by weight.
(c) A containment system for oleum may be of unlined steel if the concentration of free sulfur trioxide in the oleum exceeds 20 percent by weight.
(a) A containment system that carries hydrochloric acid must be lined with:
(1) Natural rubber;
(2) Neoprene; or
(3) A material approved for hydrochloric acid tanks by the Commandant (G-MSO).
(b) Containment systems for contaminated hydrochloric acid are approved by the Commandant (G-MSO) on a case by case basis.
A phosphoric acid containment system must be:
(a) Lined with natural rubber or neoprene;
(b) Lined with a material approved for phosphoric acid tanks by the Commandant (G-MSO); or
(c) Made of a stainless steel that resists corrosion by phosphoric acid.
“Phosphoric acid”, as defined in § 153.2, includes phosphoric acid, superphosphoric acid, and aqueous solutions of phosphoric acid.
A containment system that carries nitric acid (less than 70 percent) must be of stainless steel that resists corrosion by nitric acid.
(a) The carriage temperature of octyl nitrates must be maintained below 100 °C (212 °F) in order to prevent the occurrence of a self-sustaining exothermic decomposition reaction.
(b) Octyl nitrates may not be carried in a deck tank unless the tank has a combination of insulation and a water deluge system sufficient to maintain the tank's cargo temperature below 100 °C (212 °F) and the cargo temperature rise at below 1.5 °C(2.7 °F)/hour, for a fire of 650 °C (1200 °F).
If a cargo listed in table 1 of this part refers to this section, temperature sensors must be used to monitor the cargo
When Table 1 refers to this section, the air inlet to the pressure-vacuum valve for the cargo tank must be located at least 2m (approx. 6.6 ft) above the weatherdeck.
Each tankship must have a manual containing information that enables the master to load and ballast the tankship while keeping structural stresses within design limits.
Before a vessel receives either an initial or a reissued Certificate of Compliance endorsed to carry a cargo from Table 1 of this part, the vessel must call at a U.S. port for an examination during which the Officer in Charge, Marine Inspection, determines whether or not the vessel meets the requirements of this chapter.
The owner of a foreign flag vessel wishing to have the Coast Guard conduct a Certificate of Compliance examination, as required by § 153.808, must proceed as follows:
(a) Notify the Officer in Charge, Marine Inspection of the port where the vessel is to be inspected at least 7 days before the vessel arrives and arrange the exact time and other details of the examination. This notification is in addition to any other pre-arrival notice to the Coast Guard required by other regulations, but may be concurrent with the endorsement application in § 153.9, and must include—
(1) The name of the vessel's first U.S. port of call;
(2) The date that the vessel is scheduled to arrive;
(3) The name and telephone number of the owner's local agent; and
(4) The names of all cargoes listed in table 1 of this part that are on board the vessel.
(b) Before the examination required by § 153.808 is begun, make certain that the following plans are on board the vessel and available to the Marine Inspector. These plans include—
(1) A general arrangement (including the location of fire fighting, safety, and lifesaving gear);
(2) A capacity plan;
(3) A schematic diagram of cargo piping on deck and in tanks (including the location of all valves and pumps); and
(4) A schematic diagram of cargo tank vent piping (including the location of relief valves and flame screens).
The rules governing the issuance of Certificates of Inspection are contained in part 31 of this chapter.
(a) Except as allowed in 33 CFR 151.33(a), no ship may carry a cargo of bulk liquid hazardous material or an NLS residue if the bulk liquid hazardous material or NLS is listed in Table 1 or carried under a written permission under paragraph (d) of this section unless the ship meets the following:
(1) The cargo must be carried in a cargo tank.
(2) If a United States ship, the ship must have a Subchapter D or I Certificate of Inspection that is endorsed to allow the cargo tank to carry the cargo.
(3) If a foreign ship, the ship must have a Certificate of Compliance that is endorsed to allow the cargo tank to carry the cargo.
(4) The ship must have an IMO Certificate of Fitness issued under § 153.12 that is endorsed to allow the cargo tank to carry the cargo if it is—
(i) A United States self-propelled ship in foreign waters; or
(ii) A United States non-self-propelled ship in the waters of another Administration signatory to MARPOL 73/78 and the cargo is a Category A, B, or C NLS.
(b) [Reserved]
(c) No ship may carry any bulk liquid cargo not listed in § 30.25-1 of this chapter, Table 151.05 of Part 151 of this chapter, Table 1 or Table 2 of this part, Table 4 of Part 154 of this chapter, 33 CFR 151.47, or 33 CFR 151.49 unless the cargo name is endorsed on the Certificate of Inspection or contained in a letter issued under paragraph (d) of this section.
(d) The Coast Guard at its discretion endorses the Certificate of Inspection with the name of or issues a letter allowing the carriage of an unlisted cargo described under paragraph (c) of this section if—
(1) The shipowner—
(i) Requests the Coast Guard to add the cargo; and
(ii) Supplies any information the Coast Guard needs to develop carriage requirements for the bulk liquid cargo; and
(2) The ship—
(i) Has a Certificate of Inspection, Certificate of Compliance, or IOPP Certificate as specified in this part;
(ii) Meets the design and equipment requirements of this part specified by the Coast Guard; and
(iii) Meets any additional requirements made by the Coast Guard.
(a) No person may operate a United States ship unless the endorsed Certificate of Inspection is readily available on the ship.
(b) No person may operate a foreign ship unless the endorsed Certificate of Compliance or Certificate of Inspection is readily available on the ship.
(c) No person may operate a ship under an alternative or waiver granted under this part unless the document granting the alternative or waiver is attached to the ship's Certificate of Inspection or Certificate of Compliance.
(d) Except as allowed in paragraph (e) of this section, the Coast Guard does not accept the following if altered:
(1) Certificates of Inspection.
(2) Certificates of Compliance.
(3) Certificates of Fitness, unless the alteration is by the issuing authority.
(4) Approved Procedures and Arrangements Manuals, unless the alteration is approved by the issuing authority.
(5) NLS Certificates.
(e) A person wishing to change a Procedures and Arrangements Manual approved by the Coast Guard must submit a copy to the Coast Guard following the procedures for requesting an endorsed Certificate of Inspection in § 153.8.
(a) The Certificate of Compliance shows its expiration date.
(b) The endorsement of a Certificate of Compliance under this part is invalid if the vessel does not have a valid IMO Certificate of Fitness.
(c) The endorsement on a Certificate of Compliance invalidated under paragraph (b) of this section, becomes valid again once the ship has the IMO Certificate of Fitness revalidated or reissued.
See § 153.809 for procedures for having a Certificate of Compliance reissued.
No person may operate a United States ship that carries an NLS or NLS residue in a special area unless—
(a) The ship's Certificate of Inspection is endorsed in accordance with § 153.30; and
(b) The ship meets the operating requirements applying to special areas in Regulations 5, 5A, 8 and the Standards for Procedures and Arrangements of Annex II.
No person may operate a tankship unless that person complies with all limitations in the endorsement on the tankship's Certificate of Inspection or Certificate of Compliance.
No person may operate a tankship unless the most recent editions of this part, and parts 35 and 150 of this chapter are on board.
(a) The master shall ensure that the following information for each cargo carried under this part is readily available to those on the tankship engaged in cargo operations:
(1) The name of the cargo as listed in table 1.
(2) A description of the cargo's appearance and color.
(3) Hazards in handling the cargo.
(4) Any special handling procedures for the cargo, such as inerting.
(5) Procedures to follow if the cargo spills or leaks.
(6) Procedures for treating a person exposed to the cargo.
(7) A list of fire fighting procedures and extinguishing agents effective with cargo fires.
(8) Shipper's name.
(9) Loading point.
(10) Approximate quantity of cargo.
(11) Tank in which the cargo is located.
(12) The name of an agent in the United States authorized to accept service of legal process for the vessel.
(b) The master shall make sure that the following information for cargoes other than those carried under this part is readily available on the tankship:
(1) The name of the cargo as listed in Table 4 of Part 154 of this chapter or § 30.25-1 of this chapter if the cargo is listed in one of these two tables.
(2) The name of the cargo prescribed in the letter authorizing carriage of the cargo under § 153.900(d) if the cargo is a hazardous or flammable cargo authorized for carriage under that section.
(3) The shipper's name for the cargo and the name of the shipper if the cargo is neither a hazardous nor flammable cargo.
(a) The person in charge of the ship may not accept a shipment of a Category A, B, or C NLS cargo having a reference to this paragraph in the “Special Requirements” column of Table 1 unless the person has, from the cargo's manufacturer or the person listed as the shipper on the bill of lading, a written statement of the following:
(1) For Category A or B NLS, the cargo's viscosity at 20 °C in mPa.s and, if the cargo's viscosity exceeds 25 mPa.s at 20 °C, the temperature at which the viscosity is 25 mPa.s.
(2) For Category C NLS, the cargo's viscosity at 20 °C in mPa.s and, if the cargo's viscosity exceeds 60 mPa.s at 20 °C, the temperature at which the viscosity is 60 mPa.s. If the cargo's viscosity varies from shipment to shipment, the maximum viscosity and maximum temperature values may be supplied.
(b) The person in charge of the ship may not accept a shipment of a Category A, B, or C cargo having a reference to this paragraph in the “Special Requirements” column of Table 1 unless the person has a written statement of the cargo's melting point in °C from the cargo's manufacturer or the person listed as the shipper on the bill of lading. If the cargo's melting point varies from shipment to shipment, the highest melting point may be supplied.
(c) The person in charge of the ship shall ensure that the cargo temperature is read and recorded in the Cargo Record Book following the procedures in paragraph (d) of this section when a cargo having a reference to paragraph (a) or (b) of this section in the “Special Requirements” column of Table 1 is unloaded.
(d) The cargo temperature measured in paragraph (c) of this section must be made using the following procedure:
(1) Each reading must be made with the sensor or thermometer required by § 153.440(a)(3) or (c). If a portable thermometer is used, it must be located as prescribed for the temperature sensor in § 153.440(a)(3).
(2) A total of 2 readings must be made, the first reading to be made no more than 30 minutes after cargo transfer begins and the second reading no more than 30 minutes before the main cargo pump is shut down.
(3) The cargo's temperature is the average of the 2 readings made under paragraph (d)(2) of this section.
(a) The person in charge of a ship shall ensure that the Cargo Record Book required under § 153.490 is completed immediately after any of the following occurs:
(1) An NLS cargo is loaded.
(2) An NLS cargo is transferred between tanks on a ship.
(3) An NLS cargo is unloaded from a tank.
(4) A tank that last carried an NLS cargo is prewashed under this part.
(5) A tank that last carried an NLS cargo is washed, except as reported under paragraph (a)(4) of this section, cleaned, or ventilated.
(6) Washings from a tank that last carried an NLS cargo are discharged to the sea.
(7) Tanks that last carried an NLS cargo are ballasted.
(8) Ballast water is discharged to the sea from a cargo tank that last carried an NLS.
(9) An NLS cargo or NLS residue is discharged to the sea by accident or except as allowed by this part.
(10) A Surveyor is present during an operation that this part requires the presence of a Surveyor.
(11) NLS residue or NLS cargo is transferred from cargo pumproom bilges or transferred to an incinerator.
(12) A waiver is issued to the ship, ship owner, ship operator, or person in charge of the ship under this part.
(13) The concentration of a Category A NLS residue is measured under § 153.1120(a).
(14) Any discharge recording equipment required by § 153.481(b)(2) fails.
(b) The person in charge of the ship shall ensure that the Cargo Record Book is on board and readily available for inspection and copying by the Coast Guard and when the ship is a U.S. ship in the waters of a foreign country whose Administration is signatory to MARPOL 73/78, the authorities of that country.
(c) Each officer in charge of an operation listed under paragraph (a) of this section, and each Surveyor observing an operation that this part requires the presence of a Surveyor, shall attest to the accuracy and completeness of each Cargo Record Book entry concerning those operations by signing after each entry.
(d) After all the entries on a page of the Cargo Record Book are completed, and if the person in charge of the ship agrees with the entries, the person in charge of the ship shall sign the bottom of that page.
(e) The ship owner or operator shall ensure that—
(1) Each Cargo Record Book is retained on board the ship for at least 3 years after the last entry; and
(2) Each discharge recording required by § 153.1126(b)(1) is retained on board the ship for at least three years.
No person may operate a tankship unless the tankship has a cargo piping plan that:
(a) Shows all cargo piping on the tankship;
(b) Shows all cargo valving, pumps, and other equipment that is used during cargo transfer;
(c) Shows the cargo tanks;
(d) Shows any modifications necessary to a containment system that is to be separated as prescribed under Part 150 of this subchapter, or §§ 153.525 and 153.1020;
(e) Emphasizes the piping and equipment described in paragraphs (a), (b) and (d) of this section by using contrasting colors, line widths, or similar methods; and
(f) Shows the cargo loading rates chosen under § 153.365(b) for all applicable cargo lines.
(a) When a cargo in Table 1 is referred to this section, no person may operate a tankship carrying the cargo without a written certification, carried on the bridge of the tankship, from the shipper that the cargo is:
(1) Inhibited; or
(2) Stabilized.
(b) The certification required by this section must contain the following information:
(1) Whether the cargo is inhibited or stabilized.
(2) The name and concentration of the inhibitor or stabilizer.
(3) The date the inhibitor or stabilizer was added.
(4) The length of time the inhibitor or stabilizer is effective.
(5) Any temperature limitations qualifying the inhibitor's or stabilizer's effective lifetime.
(6) The action to be taken should the duration of the voyage exceed the inhibitor's or stabilizer's useful life.
(a) No person may load a cargo tank or operate a tankship that carries a cargo tank containing in excess of 1250 m
(b) No person may load a cargo tank or operate a tankship that carries a cargo tank containing in excess of 3000 m
No person may load, off-load, or carry a cargo listed in this part on board a vessel that carries explosives unless he has the prior written permission of the Commandant (G-MSO).
The master shall ensure that the inert gas systems for any cargo that this part requires to be inerted are operating correctly.
No person may operate a tankship that carries a cargo listed in Table 1 unless the tankship has on board the antidotes described for the cargo in the
The master shall ensure that all cargo pumproom ladderways are unobstructed at all times.
(a) The master shall ensure that each person wear a face mask or tight-fitting goggles for eye protection against splashing or spraying liquids if that person is:
(1) Sampling cargo;
(2) Transferring cargo;
(3) Making or breaking a cargo hose connection;
(4) Gauging a cargo tank; or
(5) Opening a cargo tank by opening a Butterworth hatch, ullage hatch, cargo tank hatch, or similar opening.
(b) The master shall ensure that each person wear a face mask or tight-fitting goggles for eye protection against splashing or spraying liquids if the person is:
(1) In the area of the deck where the cargo tanks, cargo piping, and cargo pumprooms are located while a cargo transfer is taking place; or
(2) In a cargo pumproom, an enclosed space adjacent to a cargo tank, or a
(c) The master shall ensure that each person in paragraphs (a) and (b) of this section wear any additional protective clothing the master believes necessary to protect the person from the cargo's hazards.
When table 1 refers to this section, the following apply:
(a) The master shall ensure that the following chemical protective clothing constructed of materials resistant to permeation by the cargo being handled is worn by all personnel engaged in an operation listed in paragraph (b) of this section:
(1) Splash protective eyewear.
(2) Long-sleeved gloves.
(3) Boots or shoe covers.
(4) Coveralls or lab aprons.
“Guidelines for the Selection of Chemical Protective Clothing”, Third Edition, 1987, available from the American Conference of Governmental Industrial Hygienists, 6500 Glenway Ave., Cincinnati, OH 45211-4438, provides information on the proper clothing for the cargo being handled.
(b) This section applies during the following operations:
(1) Sampling cargo.
(2) Transferring cargo.
(3) Making or breaking cargo hose connections.
(4) Gauging a cargo tank, unless gauging is by closed system.
(5) Opening cargo tanks.
(c) Coveralls or lab aprons may be replaced by splash suits or aprons constructed of light weight or disposable materials if, in the judgment of the master—
(1) Contact with the cargo being handled is likely to occur only infrequently and accidentally; and
(2) The splash suit or apron is disposed of immediately after contamination.
(d) Splash protective eyewear must be tight-fitting chemical-splash goggles, face shields, or similar items intended specifically for eye protection from chemical splashing or spraying.
(e) The master shall ensure that each person in the vicinity of an operation listed in paragraph (b) of this section or in the vicinity of tanks, piping, or pumps being used to transfer the cargo wears splash protective eyewear under paragraph (d) of this section.
(a) No person may enter a cargo tank, cargo handling space, pumproom or enclosed space in the cargo area without the permission of the master.
(b) Before permitting anyone to enter a cargo tank, cargo handling space, pumproom or other enclosed space in the cargo area, the master shall make sure that:
(1) The space is free of toxic vapors and has sufficient oxygen to support life; or
(2) Those entering the space wear protective equipment with self-contained breathing apparatus as described in § 153.214(b) and an officer closely supervises the entire operation.
(a) Except as provided in paragraph (b) of this section, the master shall ensure that all cargo tank hatches, ullage openings, and tank cleaning openings are tightly closed at all times.
(b) The master may not authorize the opening of a cargo tank, except:
(1) To clean a tank;
(2) To transfer a cargo that Table 1 allows in a containment system having an open gauging system;
(3) To sample a cargo that Table 1 allows in a containment system having an open gauging system; or
(4) To sample a cargo that Table 1 allows in a containment system having a restricted gauging system if:
(i) The tank is not being filled during sampling;
(ii) The vent system has relieved any pressure in the tank;
(iii) The person sampling the cargo wears the protective clothing required during cargo transfer; and
(iv) The tank is closed tightly following sampling.
(c) The master shall make sure that cargoes requiring closed gauging are sampled only through the controlled sampling arrangement required by § 153.404(d).
(a) The master shall make sure that any cargo samples are stored in:
(1) A designated and ventilated space in the cargo area of the vessel; or
(2) An area approved by the Commandant (G-MSO) or the tankship's flag administration for the stowage of cargo samples.
(b) The master shall make sure that cargo sample bottles are stored:
(1) In a way that prevents shifting of the sample bottles when the vessel is at sea;
(2) In bins or containers constructed of materials that are resistant to the cargo samples; and
(3) Apart from other sample bottles containing incompatible liquids (See part 150, subpart A).
The master shall ensure that no person participates in cargo related operations who appears to be intoxicated by alcohol or drugs or to be so ill as to be unfit for the particular operation.
No person may mark a hose assembly as meeting the standards of this section unless the hose assembly meets the following requirements:
(a) Each hose assembly must have:
(1) Fully threaded connections;
(2) Flanges that meet ANSI B16.5, B16.24, or B16.31; or
(3) Class 1 quick-disconnect couplings that comply with ASTM F-1122, and are marked “C1-1.”
(b) Each hose assembly must be marked with the:
(1) Date of manufacture;
(2) Working pressure discribed in paragraph (d) of this section;
(3) Date of the last test made as prescribed in paragraph (e) of this section; and
(4) Manufacturer's recommended maximum and minimum temperatures.
(c) A cargo hose assembly must have a minimum bursting pressure as stated by the manufacturer of at least 5152 kPa gauge (approx. 750 psig).
(d) The working pressure marked on a hose must meet the following:
(1) Be at least 1030 kPa gauge (approx. 150 psig).
(2) Not exceeded 20 per cent (one-fifth) of the manufacturer's stated bursting pressure.
(3) Not exceed the manufacturer's recommended working pressure.
(4) Not exceed the test pressure used in the latest test under paragraph (e)(3) of this section.
(e) A cargo hose assembly must be inspected and tested by placing it in a straight, horizontal position so that its entire external surface is accessible. It must be ascertained that the hose assembly:
(1) Has no loose covers, kinks, bulges, soft spots, and no gouges, cuts, or slashes that penetrate any hose reinforcement;
(2) Has no external and, to the extent internal inspection is possible with both ends of the hose open, no internal deterioration; and
(3) Does not burst, bulge, leak, or abnormally distort under static liquid pressure at least as great as the recommended working pressure.
The master shall ensure that:
(a) The tankship displays a red flag in the day and a red light at night when transferring cargo while fast to a dock;
(b) The tankship displays a red flag when transferring cargo while at anchor; and
(c) The red flag or the red light is visible from all sides of the tankship.
(a) When transferring cargo while fast to a dock or at anchor in port, the master shall ensure that the tankship displays a warning sign at the gangway facing the shore so that it may be seen from the shore and another warning sign facing outboard toward the water so that it may be seen from the water. (See figure 1).
(b) Except as provided in paragraph (f) of this section, each warning sign must have the following legends:
(1) Warning.
(2) Dangerous Cargo.
(3) No Visitors.
(4) No Smoking.
(5) No Open Lights.
(c) Each letter must be block style, black on a white background.
(d) Each letter must:
(1) Be 7.5 cm (approx. 3 in.) high;
(2) Be 5 cm (approx. 2 in.) wide except for “M” and “W” which must be 7.5 cm (approx. 3 in.) wide and the letter “I” which may be 1.3 cm (approx.
(3) Have 1.3 cm (approx.
(e) The spacing must be:
(1) 1.3 cm (approx.
(2) 5 cm (approx. 2 in.) between words;
(3) 5 cm (approx. 2 in.) between lines; and
(4) 5 cm (approx. 2 in.) at the borders of the sign.
(f) Except as described in § 153.1045, the legends “No Smoking” and “No Open Lights” are not required when the cargoes on board the tankship are neither flammable nor combustible.
(a) The owner and operator of the vessel, and his or her agent, and each of them, shall ensure that—
(1) Enough “Tankerman-PICs” or restricted “Tankerman-PICs”, and “Tankerman-Assistants”, authorized for the classification of cargo carried, are on duty to safely transfer liquid cargo in bulk or to safely clean cargo tanks;
(2) Each transfer of liquid cargo in bulk and each cleaning of a cargo tank is supervised by a qualified person designated as a person in charge of the transfer or the cleaning under Subpart C of 33 CFR part 155;
(3) When cargo regulated under this part is due for transfer, the person in charge of the transfer has received special training in the particular hazards associated with the cargo and in all special procedures for its handling; and
(4) On each foreign vessel, the person in charge understands his or her responsibilities as described in this subchapter.
(b) Upon request by the Officer in Charge, Marine Inspection, in whose zone the transfer will take place, the owner and operator of the vessel, and his or her agent, and each of them, shall provide documentary evidence that the person in charge has received the training specified by paragraph (a)(3) of this section and is capable of competently performing the procedures necessary for the cargo.
No person may make connections for cargo transfer or transfer cargo unless he has authorization from the person in charge of cargo transfer.
The person in charge of cargo transfer may not authorize cargo discharge by gas pressurization unless:
(a) The tank to be offloaded has an SR or PV venting system;
(b) The pressurization medium is either the cargo vapor or a nonflammable, nontoxic gas inert to the cargo; and
(c) The pressurizing line has:
(1) A pressure reducing valve whose setting does not exceed 90% of the tank's relief valve setting and a manual control valve between the pressure reducing valve and the tank; or
(2) For an inert gas medium:
(i) A safety relief valve with a cross sectional flow area at least equal to that of the pressurizing line and whose relieving pressure does not exceed 90 percent of the tank's relief valve setting;
(ii) A manual control valve between the safety relief valve and the tank; and
(iii) A check valve between the manual control valve and the tank.
The person in charge of cargo transfer may not authorize cargo discharge by liquid displacement unless the liquid supply line to the tank has:
(a) A safety relief or pressure reducing valve set to operate at no more than 80 percent of the tank's relief valve setting; and
(b) A manual control valve between the tank and the supply line's safety relief valve or pressure reducing valve.
(a) Before he may begin making connections for cargo transfer, the person in charge of cargo transfer shall confer with the person supervising the cargo transfer at the facility.
(b) The person in charge of cargo transfer shall discuss the important aspects of the transfer operation, such as the following, with the supervisor at the facility:
(1) The products to be transferred.
(2) The cargo loading rates marked on the cargo piping plan or the maximum safe transfer rates.
(3) The critical or hazardous stages of the transfer operation.
(4) The emergency procedures in case of a spill.
(5) If the vessel is equipped with the tank overflow alarm prescribed in § 153.408(c), a procedure for shutdown of shore pumps, shore valves, and ship's valves that prevents piping system pressures from exceeding those for which the piping system is designed.
The person in charge of cargo transfer shall ensure that:
(a) Cargo is transferred to or from a cargo tank only through the tankship's cargo piping system;
(b) Vapor not returned to shore through the tankship's vapor return system is discharged at the height required for the cargo's vent riser in Table 1, and
(c) All cargo vapor is returned to shore through the valved connection on the venting system if:
(1) The cargo requires closed gauging, is referenced to § 153.372 or is referenced to § 153.525;
(2) The transfer terminal has vapor return equipment; and
(3) In his estimation the vapor return equipment is adequate to handle the vapor expected from the tank.
The person in charge of cargo transfer may not authorize the connection of a hose to a cargo containment system unless:
(a) He has ensured himself that the cargo will not weaken or damage the hose;
(b) The hose is marked as meeting the standards of § 153.940;
(c) The date of the hose's last pressure test is within one year of the date on which the hose is used to transfer cargo;
(d) The recommended working pressure marked on a hose used for discharge meets or exceeds the working pressure marked on the cargo piping at the hose connection; and
(e) The cargo's temperature is within the manufacturer's recommended maximum and minimum hose temperatures.
The person in charge of cargo transfer may not approve or continue cargo transfer unless the following conditions are met:
(a) No fires or open flames are on deck or in compartments near the hose connections when Table 1 requires the cargo's containment system to have a fire protection system.
(b) Any electrical bonding of the tankship to the transfer facility is made before the cargo transfer piping is joined.
(c) Any supplemental inert gas supply necessary to maintain the 3.5 kPa gauge (approx. 0.5 psig) pressure in the tank during offloading (see § 153.500) is connected to the inert gas pressure control system.
(d) The transfer connections have enough slack to allow for vessel movement.
(e) The transfer connections are supported by tackles.
(f) The cargo high level alarms, tank overflow alarms and overflow control systems are functioning correctly when the cargo is loaded.
(g) Joints and couplings are gasketed and mated tightly.
(h) Flanges are bolted tightly.
(i) No repair work is underway in areas where cargo or cargo vapors may collect.
(j) Cargo and sea valves are properly set, with those sea valves connected to cargo piping lashed or sealed shut.
(k) Venting system bypass valves are set for cargo transfer and are operating properly.
(l) All scuppers are plugged.
(m) Smoking is limited to safe places.
(n) Fire fighting and safety equipment is ready.
(o) He is in effective communication with the transfer terminal.
(p) The person in charge of the transfer terminal has acknowledged that he is ready to transfer.
(q) Pressures within the cargo transfer and containment systems do not exceed the pressure ranges for which the transfer hose and containment systems are designed.
(r) No vessels that would hazard cargo transfer are alongside the tankship.
The person in charge of cargo transfer may neither begin nor continue the transfer of a flammable or combustible cargo while packaged cargo or ship's stores are transferred unless transfer of the packaged cargo or ship's stores does not hazard transfer of the flammable or combustible cargo.
The person in charge of cargo transfer shall:
(a) Supervise the operation of cargo system valves;
(b) Monitor the cargo loading rate to ensure it does not exceed that stated on the cargo piping plan; and
(c) Monitor the cargo level in the tanks to make sure they do not overflow.
(a) No person may remove the cover of a sounding tube unless he has authorization from the person in charge of cargo transfer.
(b) The person in charge of cargo transfer may not authorize removal of the cover from a sounding tube gauge unless all tank pressure has been relieved through the tank's venting system.
The person in charge of cargo transfer may isolate automatic closing valves described in § 153.408(b) from a cargo containment system if the following conditions are met:
(a) The containment system carries products to which § 153.408 does not apply.
(b) The valves are isolated by:
(1) Removing the valves; or
(2) Installing removable pipes and blind flanges to by-pass the valves.
The person in charge of cargo transfer shall ensure that the amount of cargo in a tank does not exceed the tank's capacity at any ambient temperature between −18 °C (approx. 0 °F) and 46 °C (approx. 115 °F).
Upon completion of the transfer operation, the person in charge of cargo transfer shall ensure that:
(a) The cargo transfer connections are closed off;
(b) The transfer lines and hoses are drained of cargo, either into the tank or back to the transfer terminal;
(c) Any electrical bonding between the vessel and the shore facility is broken only after the cargo hose is disconnected and all spills removed; and
(d) Each vent system is returned to its nonloading configuration.
When Table 1 refers to this section, the master must ensure that the cargo:
(a) Is carried only in a containment system completely isolated from any systems containing water, such as slop tanks, ballast tanks, cargo tanks containing slops or ballast, their vent lines or piping; and
(b) Is separated by double walls, such as cofferdams and piping tunnels, from any system containing water, as for example those described in paragraph (a) of this section.
When Table 1 refers to this section, the master shall make sure that:
(a) The cargo temperature is maintained below the temperature that would induce polymerization, decomposition, thermal instability, evolution of gas or reaction of the cargo;
(b) Any heating coils in the cargo tank are blanked off; and
(c) The cargo is not carried in uninsulated deck tanks.
When Table 1 refers to this section, cargoes may not be carried in deck tanks.
(a) Before loading a cargo containment system with a cargo referenced to this section in Table 1, the person in charge of cargo transfer shall make sure that the cargo containment system is free of contaminants that could:
(1) Catalyze the polymerization or decomposition of the cargo; or
(2) Degrade the effectiveness of the inhibitor or stabilizer.
(b) The master shall make sure that the cargo is maintained at a temperature which will prevent crystallization or solidification of the cargo.
(a) Before each loading of a cargo containment system with a cargo referenced to this section in Table 1, the person in charge of cargo transfer shall:
(1) Unless the tankship is equipped with independent cargo piping that meets paragraph (d) of this section:
(i) Obtain verification from a Coast Guard Marine Inspector or from a representative of the tankship's flag administration that separation of the alkylene oxide piping system complies with alkylene oxide handling plans approved by the Coast Guard or the tankship's flag administration; and
(ii) Make sure that each spectacle flange and blank flange connection that is required to separate alkylene oxide piping systems from other systems has a wire and seal attached by a Coast Guard Marine Inspector or a representative of the tankship's flag administration.
(2) Purge the containment system until the oxygen content of the cargo tank is less than 2% by volume.
(b) The person in charge of an alkyl-ene oxide cargo transfer shall ensure that:
(1) No alkylene oxide vapor or liquid is released to the atmosphere during cargo transfer;
(2) No vapor return system connected to an alkylene oxide containment system is at the same time connected to another containment system;
(3) Alkylene oxide is discharged only by an intank cargo pump or inert gas displacement;
(4) Transfer hose is approved by the Commandant (G-MSO) under § 153.530(o) for alkylene oxide transfer and is marked “For Alkylene Oxide Transfer Only”; and
(5) A water hose is laid out on deck with water pressure to the nozzle, and all alkylene oxide spillages are washed away immediately.
(c) While alkylene oxides are onboard the vessel, the master shall make sure that the oxygen content of the vapor space above the alkylene oxide and those spaces specified in § 153.530 (k) and (l) is maintained below 2% by volume.
(d) Tankships with independent piping for alkylene oxides must have onboard:
(1) Alkylene oxide handling plans approved by the Coast Guard or the tankship's flag administration; and
(2) Certification from the Coast Guard or the tankship's flag administration that the cargo piping for alkyl-ene oxides is independent.
(a) The person in charge of cargo transfer shall make sure that:
(1) No alkylene oxide is loaded into a containment system that last carried a cargo other than an alkylene oxide unless the containment system has been cleaned and inspected to make sure it is in good condition with no heavy rust accumulations or traces of previous cargoes;
(2) No alkylene oxide is loaded into a containment system that within the previous three loadings carried a cargo listed in paragraph (b) of this section unless the containment system has been cleaned to the satisfaction of a Coast Guard Marine Inspector or a person specifically authorized by the Commandant (G-MSO) to approve alkylene oxide tank cleaning;
(3) No cargo but an alkylene oxide is loaded into a containment system which last carried an alkylene oxide unless the containment system has been cleaned of alkylene oxide to the satisfaction of a Coast Guard Marine Inspector or person specifically authorized by the Commandant (G-MSO) to approve alkylene oxide tank cleaning; and
(4) No hose marked “For Alkylene Oxide Transfer Only” is used for the transfer of a cargo other than an alkyl-ene oxide.
(b) The following cargoes are particularly reactive with alkylene oxides:
(1) Non-oxidizing mineral acids (e.g. hydrochloric, phosphoric);
(2) Sulfuric acid;
(3) Nitric acid;
(4) Organic acids (e.g. acetic, formic);
(5) Halogenated organic acids (e.g. chloroacetic);
(6) Sulfonic acids (e.g. alkyl benzene sulfonic);
(7) Caustic alkalies (e.g. caustic soda, caustic potash; sodium hydrosulfide);
(8) Ammonia and ammonia solutions;
(9) Aliphatic amines;
(10) Alkanolamines; and
(11) Oxidizing substances.
(a) No person may load or carry a cargo referenced to this section in Table 1 unless the cargo's piping and venting systems are separated from piping and venting systems carrying cargoes not referred to this section.
(b) The master shall ensure that no heat transfer medium that has been circulated through a cargo referenced to this section in Table 1 is circulated through a cargo not referenced to this section unless he determines the medium to be uncontaminated with cargo.
(c) No person may discharge overboard condensed steam from the heating system of a cargo referenced to this section in Table 1 unless he first determines the condensate to be uncontaminated with cargo.
(a) No person may load or carry any other cargo in a containment system approved for motor fuel antiknock compounds containing lead alkyls except a cargo to be used solely in the manufacture of motor fuel antiknock compounds.
(b) The master shall ensure that no person enter a pumproom or void space that contains piping from a containment system approved for motor fuel antiknock compounds containing lead alkyls unless:
(1) The pumproom or void space atmosphere has been analyzed for its lead (as Pb) content and found to be less than 0.075 mg/m
(2) The person follows the procedures for entering a cargo tank described in paragraph (c) of this section.
(c) No person may enter a cargo tank endorsed for motor fuel antiknock compounds containing lead alkyls without prior specific authorization from the Commandant (G-MSO). This authorization may be obtained by telephone ((202) 267-1217) if the person has previously obtained approval for the cargo tank entry procedure from the Commandant (G-MSO).
(d) No person may enter a cargo tank endorsed for motor fuel antiknock compounds if he does not follow the conditions in the authorization under paragraph (c) of this section.
No person may operate a tankship carrying a cargo of acetone cyanohydrin or lactonitrile solutions, unless that cargo is stabilized with an inorganic acid.
(a) No person may load, carry, or discharge carbon disulfide unless the cargo tank has a water pad over the cargo of at least one meter (approx. 40 in.).
(b) The person in charge of a carbon disulfide transfer operation shall ensure that carbon disulfide is discharged only by displacement or intank cargo pump.
(c) No person may remove a cargo pump for a containment system that carries carbon disulfide unless:
(1) The containment system has a gas free certificate issued under the standards in § 35.01-1 of this chapter; or
(2) The vapor space in the pump well is filled with water.
When Table 1 refers to this section, the person in charge of cargo transfer shall ensure that the legends “NO SMOKING” and “NO OPEN LIGHTS”
No person may liquefy frozen or congealed sulfuric acid other than by external tank heating coils.
No person shall load or carry other cargoes in a cargo containment system of a U.S. flag ship endorsed to carry sulfuric acid, hydrochloric acid, or phosphoric acid with out specific authorization from the Commandant (G-MSO).
The person in charge of a Coast Guard inspected vessel must ensure that the provisions of part 197, subpart C, of this chapter are applied.
(a) No person may load sodium chlorate solutions into a containment system that previously carried another cargo unless the containment system is thoroughly washed before loading.
(b) The person in charge of cargo transfer shall make sure that spills of sodium chlorate solutions are immediately washed away.
CGD 81-101, 52 FR 7785, Mar. 12, 1987, unless otherwise noted.
The person in charge of the ship shall ensure that—
(a) The requirements of §§ 153.1102 through 153.1132 are met; and
(b) The procedures in the approved Procedures and Arrangements Manual are followed.
(a) At least 24 hours before a Surveyor is needed, the person wishing the services of a Surveyor must contact the Captain of the Port or the Marine Safety Office that has jurisdiction over the port at which the Surveyor will be needed to—
(1) Arrange for the Coast Guard to provide a Surveyor; or
(2) Inform the Coast Guard of the selection of a Surveyor from one of the organizations accepted by the Coast Guard to provide Surveyors.
(b) Organizations may be accepted by the Coast Guard to provide Surveyors if they—
(1) Are engaged, as a regular part of their business, in performing inspections or tests of bulk liquid cargo tanks or bulk liquid cargo handling equipment;
(2) Are familiar with the references in § 153.0(b) and with the requirements of this part;
(3) Are not controlled by the owners or operators of ships needing the services of the Surveyors or the facilities at which those ships would unload cargo;
(4) Are not dependent on Coast Guard acceptance under this section to remain in business; and
(5) Sign a Memorandum of Understanding with the Coast Guard.
(c) Each application for acceptance as a Surveyor must be submitted to the Commandant (G-MSO) and must contain the following:
(1) The name and address of the organization, including subsidiaries and divisions, requesting acceptance by the Coast Guard to provide Surveyors.
(2) A statement that the organization is not controlled by the owners or operators of ships needing the services of Surveyors or the facilities at which these ships would unload, or a full disclosure of any ownership or controlling interest held by such parties.
(3) A description of the experience and qualifications of the personnel who would be performing the function of Surveyor.
(4) A statement that the persons who will be performing the function of Surveyor have been trained in and are familiar with the requirements of Annex II and the regulations in this part.
(5) A statement that the Coast Guard may verify the information submitted in the application and may examine the persons who will be performing the function of Surveyor to determine their qualifications.
(d) The acceptance of an organization may be terminated by the Commandant if the organization fails to properly perform or supervise the inspections required in this part.
(a) Except those Category A NLS residues that must be discharged under paragraph (c) of this section, NLS residue from an NLS whose vapor pressure is 5 kPa (50 mbar) or less at 20 °C (68 °F) must be—
(a): The Marine Protection, Research, and Sanctuaries Act allows specific liquids to be discharged to the sea under permits issued by the EPA.
(1) Unloaded to any consignee;
(2) Returned to the shipper;
(3) Discharged to a reception facility;
(4) Retained on the ship; or
(5) Discharged to the sea under § 153.1126 or § 153.1128.
(b) Except those Category A NLS residues that must be discharged under paragraph (c) of this section, NLS residue from an NLS whose vapor pressure is greater than 5 kPa (50 mbar) at 20 °C must be—
(1) Handled in the same way as the NLS residue under paragraph (a) of this section; or
(2) Ventilated following a ventilation procedure in the approved Procedures and Arrangements Manual.
The Clean Air Act (42 U.S.C. 7401
(c) NLS residue containing Category A NLS in pumproom bilges and in spill trays at the manifold must be discharged to a reception facility.
Before a cargo hose used in discharging an NLS from a ship's cargo tank is disconnected, the hose must be drained back to the transfer terminal unless the tank unloading the cargo has a waiver under § 153.483 or § 153.491.
No tank cleaning agent other than water or steam may be used to clean an NLS residue from a cargo tank except as prescribed in the approved Procedures and Arrangements Manual.
(a) When a high viscosity or solidifying cargo is unloaded from a cargo tank, the cargo tank must be prewashed unless § 153.1114 or paragraph (c) of this section allows the prewash to be omitted.
(b) When a prewash is required for a tank that has unloaded a solidifying cargo or a cargo having a viscosity exceeding 25 mPa sec at 20 °C, the wash water used in the prewash must leave the tank washing machine at a temperature of at least 60 °C (140 °F).
(c) The prewash required under paragraph (a) of this section may be omitted if the approved Procedures and Arrangements Manual contains a procedure for measuring the temperature of all interior cargo tank surfaces throughout unloading and under the measuring procedure the temperature of these surfaces remains above—
(1) The temperature of the cargo's melting point if the cargo is a Category B or C solidifying NLS; or
(2) The temperature at which the cargo's viscosity exceeds—
(i) 25 mPa.s, if the cargo is a high viscosity Category B NLS; or
(ii) 60 mPa.s, if the cargo is a high viscosity Category C NLS.
Unless § 153.1114 allows the prewash to be omitted, a cargo tank that unloads a Category A NLS cargo must be prewashed following the procedures in § 153.1120.
A prewash required by this part may be omitted if one of the following requirements is met:
(a) A Surveyor has signed a statement in the Cargo Record Book that the next cargo has been determined to be one that may be loaded without washing the tank, and the tank is not washed or ballasted before it is loaded with the next cargo.
(b) A Surveyor has signed a statement in the Cargo Record Book that the approved Procedures and Arrangements Manual contains procedures for removing the NLS residue by ventilation, and the cargo tank is not washed or ballasted before being cleaned following the ventilation procedure.
The Clean Air Act (42 U.S.C. 7401
(c) The tank requiring the prewash has a waiver issued under § 153.483 or § 153.491 and the waiver states when the tank is to be prewashed.
If for any reason more Category B or C NLS residue remains in a cargo tank and transfer piping of a ship after unloading than would remain after a normal discharge of the cargo when the unloading procedures in the approved Procedures and Arrangements Manual are followed, the tank must be prewashed following the procedures in § 153.1120 unless—
(a) Section 153.1114 allows the prewash to be omitted; or
(b) The residue is reduced using another procedure, and a Surveyor estimates and states in the Cargo Record Book that the cargo tank and transfer piping contain no more NLS residue than they would if discharged following the procedures in the approved Procedures and Arrangements Manual, and no other prewash is required by this part.
(a) Unless § 153.1114 allows the prewash to be omitted, a cargo tank from which a Category B NLS is unloaded must be prewashed using the procedures in § 153.1120(b) if the tank—
(1) Operates under the interim standard in § 153.481(b); or
(2) Has a waiver issued under § 153.483.
(b) Unless § 153.1114 allows the prewash to be omitted, a cargo tank from which a Category C NLS is unloaded must be prewashed using the procedures in § 153.1120(b) if the tank has a waiver issued under § 153.483.
(a) Except as allowed in paragraphs (b), (c), and (e) of this section, each prewash required by this subpart must be completed and all tank washings must be discharged to a reception facility before the ship leaves the unloading port.
(b) NLS residue from the prewash following the unloading of a Category B NLS may be transferred to a slop tank for discharge under § 153.1126 instead of being discharged under paragraph (a) of this section if the prewash is required solely under § 153.1118(a)(1).
(c) A tank that is required by this part to be prewashed may be prewashed in a port other than the unloading port if the following conditions are met:
(1) The person in charge requests permission from the Commandant (G-MSO) (tel num; 202-267-1217) if the prewash port is a foreign port, or the
(2) The person in charge supplies with the request required under paragraph (c)(1) of this section—
(i) The name of the ship;
(ii) The name of the owner;
(iii) The name of the NLS;
(iv) The approximate date the tank will be prewashed if the relocation of the prewash port is for one time only;
(v) A written agreement to receive the tank washings by a reception facility in the prewash port;
(vi) When the prewash port or terminal is in a country whose Administration is signatory to MARPOL 73/78, a written attestation from the person in charge of each prewash port or terminal that the Administration has determined the port or terminal to have adequate reception facilities for the NLS residue;
(vii) Written pledges from the person in charge that—
(A) The tank to be prewashed will not be washed or ballasted before being prewashed; and
(B) The ship will be taken to the reception facility and the tank prewashed in accordance with the requirements in § 153.1120; and
(viii) Any additional information the Captain of the Port or Commandant (G-MSO) requests to evaluate granting the permission.
(3) The Coast Guard or Commandant (G-MSO) has granted the permission in writing, the permission is carried aboard the ship, and the person in charge of the ship has made an entry in the Cargo Record Book stating that the permission has been granted.
(d) Unless the permission granted under paragraph (c)(4) of this section includes alternate conditions of termination or revocation in writing, the permission is—
(1) Terminated after the tank is prewashed as pledged in paragraph (c)(3)(vii) of this section or loaded with another cargo;
(2) Revoked if either of the pledges in paragraph (c)(3)(vii) of this section is invalidated or the agreement in paragraph (c)(3)(v) of this section is repudiated; and
(3) Revoked at any time the ship is not operated in accordance with the pledges in paragraph (c)(3)(vii) of this section and the conditions listed with the granted permission.
(e) A U.S. ship that would otherwise be required by this part to prewash in a port without reception facilities must obtain permission from Commandant (G-MSO) to prewash in an alternate port.
Except where the approved Procedures and Arrangements Manual prescribes a different procedure, each of the following steps must be done in the order listed for the Coast Guard to consider the tanks prewashed under this part:
(a) When this part requires a prewash of a tank containing Category A NLS residue and the alternative prewash procedure in paragraph (b) of this section is not used, the prewash must meet the following:
(1) The prewash may not begin until—
(i) A Surveyor is present; and
(ii) Instrumentation or equipment is available that is capable of measuring the concentration of the Category A NLS in the NLS residue and determining whether it is below 0.1 per cent by weight.
(2) The equipment specified in § 153.484 must be used as prescribed in the approved Procedures and Arrangements Manual for the prewash.
(3) The wash water must be heated if required by § 153.1108, and water or tank washings must pass through the cargo pump and piping, including any stripping equipment, during washing or during discharge of tank washings.
(4) The tank washing machine must be placed in all positions specified for the tank's Category A NLS prewash procedure in the approved Procedures and Arrangements Manual.
(5) The tank must be pumped out each time there are enough tank washings collected in the bottom of the tank for the pump to gain suction, and if the NLS is immiscible with water or is a solidifying cargo, all floating and suspended NLS must be discharged.
(6) The washing machine must be operated until samples of the discharged tank washings taken by the Surveyor are tested using the equipment required by paragraph (a)(1)(ii) of this section and the concentration of NLS is below 0.1 per cent by weight.
(7) After the washing is stopped, the remaining tank washings must be pumped out.
(8) The Cargo Record Book must have items 12 through 14 completed and must show the Surveyor's written certification of their accuracy.
(9) The Cargo Record Book must have the Surveyor's written concurrence that the prewash procedures specified in the approved Procedures and Arrangements Manual were followed.
(b) When this part requires a prewash of a tank containing Category B or C NLS residue or when the procedure in this paragraph is used as an alternative to the prewash procedure under paragraph (a) of this section, the prewash must meet the following:
(1) If the prewash is for a Category A NLS, the prewash may not begin until a Surveyor is present.
(2) The equipment specified in § 153.484 must be used as prescribed in the approved Procedures and Arrangements Manual for the prewash.
(3) The wash water must be heated if required by § 153.1108, and water or tank washings must pass through the cargo pump and piping, including any stripping equipment, during washing or during discharge of tank washings.
(4) Except as required in paragraph (b)(5) of this section, the number of washing machine cycles specified in Table 153.1120 must be completed. If a prewash is required by a section listed under Column 1 of Table 153.1120 and another section listed under Column 2, the number of cycles in Column 1 must be completed but no additional cycles are necessary.
(5) If the approved Procedures and Arrangements Manual specifies that a tank washing machine must be moved for the prewash of a tank from which a Category A NLS or a solidifying NLS has been unloaded, the number of washing machine cycles specified in Table 153.1120 must be completed at each position to which the washing machine is moved.
(6) When the NLS is immiscible with water or is a solidifying cargo, the tank must be pumped out each time enough tank washings collect in the bottom of the tank for the pump to gain suction, or the procedures in paragraphs (b)(3), (b)(4), and (b)(5) of this section must be repeated two additional times with the tank pumped out each time, for a total of three washings.
(7) Items 12 through 14 in the Cargo Record Book must be completed and, if the prewash is for a Category A NLS, verification that the procedures specified in the approved Procedures and Arrangements Manual were followed shown by the Surveyor's endorsement in the Cargo Record Book.
Tank washings that do not result from a prewash and that contain Category A, B, or C NLS residues must be discharged to a reception facility or discharged to the sea under § 153.1126 or § 153.1128 except those tank washings resulting from washing a tank that has been cleaned following a ventilation procedure in the approved Procedures and Arrangements Manual.
NLS residue from Category D NLSs must be discharged to a reception facility or discharged to the sea using the following procedure:
(a) Before discharge begins, drain or flush the NLS residue in the tank's piping systems into the tank.
(b) After draining or flushing, discharge the NLS residue to the sea in accordance with § 153.1128 or transfer it to a slop tank and discharge in accordance with § 153.1126.
NLS residue in a slop tank may not be discharged into the sea unless—
(a) The ship meets the conditions for discharging the NLS residue from a cargo tank in § 153.1128; and
(b) For Category B NLS residue transferred to the slop tank under § 153.1119(b), the NLS is discharged—
(1) Through an NLS residue discharge system with the flow recording equipment required in § 153.481(b)(2) operating; and
(2) At a rate maintained at or below Q in the following:
For tank contents that are miscible
For tank contents that are immiscible
The discharge of NLS residue to the sea must be made with the ship at least 22.24 km (12 nautical miles) from the nearest land, and must meet the following additional conditions:
(a) To discharge the following the ship must be in water at least 25 m (76.2 ft) deep:
(1) Category B or C NLS residue diluted to less than 1 ppm of the NLS.
(2) Category B or C NLS residue resulting from washing a tank after the following washing procedure has been completed:
(i) If the tank is not required to be prewashed under this part, the tank must be washed following the procedures that apply to a prewash of a Category B NLS in § 153.1120 using one washing machine cycle, and the tank washings discharged to a reception facility or to the sea under § 153.1126 or paragraph (a)(1), (c) or (d) of this section.
(ii) After the tank has been prewashed or has been washed under paragraph (a)(2)(i) of this section, the tank must then be washed with one cycle of the tank washing machine, and the tank washings discharged to a reception facility or to the sea in accordance with § 153.1126 or paragraph (a)(1), (c), or (d) of this section.
(b) To discharge a Category D NLS residue to which 10 times its volume in water is added and mixed, the ship must be—
(1) If self-propelled, maintained at a speed of at least 12.97 km/hr (7 knots); and
(2) If not self-propelled, maintained at a speed of at least 7.41 km/hr (4 knots).
(c) Each ship built before July 1, 1986 that discharges Category A, B or C NLS residues before January 1, 1988 must be—
(1) In water at least 25 m (76.2 ft) deep;
(2) If discharging the residue of a Category A NLS cargo, discharging only residue created by washing the Category A NLS's cargo tank after a prewash;
(3) If discharging the residue of a Category B NLS cargo, discharging no more than the larger of 1 m
(4) If discharging the residue of a Category C NLS cargo, discharging no more than the larger of 3 m
(5) If self-propelled, maintained at a speed of at least 12.97 km/hr (7 knots); and
(6) If not self-propelled, maintained at a speed of at least 7.41 km/hr (4 knots).
(d) To discharge Category A, B, C, or D NLS residue other than as allowed under paragraphs (a) through (c) of this section, the ship must be—
(1) In water at least 25 m (76.2 ft) deep;
(2) Discharging at a rate not exceeding that used for Q
(3) If self-propelled, maintained at speed no less than the minimum specified in the approved Procedures and Arrangements Manual but at least 12.97 km/hr (7 knots);
(4) If not self-propelled, maintained at a speed no less than the minimum specified in the approved Procedures and Arrangements Manual but at least 7.41 km/hr (4 knots);
(5) If discharging the residue of a Category A NLS cargo, discharging only residue created by washing the Category A NLS's cargo tank after a prewash;
(6) If discharging the residue of a Category B NLS cargo, discharging no more than the larger of 1 m
(7) If discharging the residue of a Category C NLS cargo, discharging no more than the larger of 3 m
(8) Discharging through an NLS residue discharge system meeting § 153.470.
(a) If equipment required in §§ 153.470 through 153.488 fails, the Coast Guard Marine Inspection Office, Marine Safety Office, or Captain of the Port must be notified within 24 hours after the failure.
(b) No person shall replace a piece of equipment required by §§ 153.470 through 153.488 unless the replacement is—
(1) Identical to the original equipment; or
(2) Allowed as an alternative under § 153.10.
(c) The following conditions apply when discharge recording equipment required under § 153.481(b)(2) fails:
(1) No NLS residue may be discharged unless the approved Procedures and Arrangements Manual contains procedures for discharging with incapacitated discharge recording equipment while meeting the discharge restrictions of § 153.1126(b) and these procedures are followed.
(2) The failure of the discharge recording equipment must be recorded in the Cargo Record Book within 24 hours after the failure.
(3) If the ship operates under a Certificate of Inspection, the failed discharge recording equipment must be repaired or replaced within 60 days after it fails, and the repair or replacement recorded in the Cargo Record Book and reported to the Coast Guard within 24 hours after it is completed.
The following shall be reported following the procedures applying to oil in 33 CFR 151.15 (c), (d), (g), (h):
(a) All discharges of the NLS that do not meet the requirements of this part.
(b) All spills into the water.
The master shall ensure that a relief valve exposed to a cargo after the failure of a rupture disk or breaking pin is cleaned and operates properly before the next cargo is loaded into the tank.
No person may remove or relocate fixed ballast unless:
(a) The change is approved by the Commandant (G-MSO); or
(b) The ballast is temporarily moved under the supervision of a Coast Guard
The master shall ensure that the personnel emergency and safety equipment required by § 153.214 is inspected each 30 days and found to be in good condition and operating properly.
CGD 81-101, 52 FR 7788, Mar. 12, 1987, unless otherwise noted.
The operator shall ensure the stripping quantity test is conducted with—
(a) Equipment that maintains a backpressure of at least 100 kPa (1 atm) (gauge) at the connection of the discharge line of the tank to be tested to the cargo transfer hose, including, but not limited to, piping whose discharge is 10 m above the manifold or a constant pressure valve in the discharge line and set at 100 kPa;
(b) A container for measuring the volume of water remaining in the tank to an accuracy of
(c) A squeegee or broom to collect standing water on the tank floor;
(d) One or more containers for collecting and transferring water; and
(e) One of the following for transferring the water remaining in the tank to the measuring container:
(1) A wet vacuum.
(2) A positive displacement pump.
(3) An eductor with an air/water separator in line.
(a) The stripping quantity of a tank must be determined by testing the tank under the procedures in paragraph (b) of this section unless the Coast Guard agrees under the provisions of § 153.10 to accept the stripping quantity, previously determined under paragraph (b) of this section, of a tank having similar geometry, internal structure, and piping system.
(b) When testing a tank for stripping quantity, the owner or operator of the ship shall proceed as follows:
(1) Make arrangements with the Officer in Charge, Marine Inspection, for a Coast Guard Marine Inspector to witness the stripping test.
(2) Clean and gas free the tanks to be tested.
(3) Determine the least favorable values of list and trim for drainage within the range allowed by the approved Procedures and Arrangements Manual.
(4) Maintain the ship's list and trim during the test to that determined under paragraph (b)(3) of this section.
(5) Load the tank with enough water so that unloading the water simulates the final stages of unloading a full tank of cargo.
(6) Pump out the water and strip the tank using the procedures specified in the approved Procedures and Arrangements Manual.
(7) After shutting the manifold valve, open any cargo pump foot valve to allow water trapped in the cargo pump to drain into the tank.
(8) Open all valves in the piping system except the manifold valve and allow the water to drain into the tank.
(9) Squeegee or sweep the water drained under paragraphs (b)(7) and (b)(8) of this section and any water that stands in puddles on the tank floor to the tank's low point or sump and collect in the container required by § 153.1600(b) using the equipment required in § 153.1600(e).
(10) With the manifold valve still closed, drain any water remaining in the piping system on the ship's side of the cargo transfer manifold valve into containers, and add this water to that collected from the tank under paragraph (b)(9) of this section. Water collected from a cargo line serving a block of tanks may be prorated between all the tanks it serves if—
(i) The ship owner requests, under the provisions of § 153.10, that the water be prorated; and
(ii) The ship's approved Procedures and Arrangements Manual specifies
(c) Include any water that is trapped in dead end pipe sections, either by—
(1) Draining the pipe sections and adding the water to that collected in the container under paragraphs (b)(9) and (b)(10) of this section; or
(2) Adding an estimate of the water's volume to the sum calculated in paragraph (d) of this section using the pipe's dimensions, the ship's list and trim, and the geometry of the piping system.
(d) Measure the volume of water collected in the container under paragraphs (b)(9), (b)(10), and (c)(1) of this section and add to that volume the volume, if any, estimated under paragraph (c)(2) of this section.
(a) For a single test, the stripping quantity is the volume of water calculated under § 153.1602(d).
(b) If multiple tests are made on a tank without modifications to the tank, pumping system, or stripping procedure between the tests, the stripping quantity must be taken as the average of the stripping quantities for all of the tests.
(c) If multiple tests are made on a tank with modifications to the tank, pumping system, or stripping procedure between the tests, the stripping quantity is the stripping quantity determined under paragraph (b) of this section using only those tests performed after the last modification.
(a) The total NLS residue for each tank is calculated by adding the stripping quantity and the clingage NLS residue.
(b) The clingage NLS residue for each tank is calculated using the following formula:
The Commandant (G-MSO) (tel num;202-267-1217) has information that may be useful in approximating surface areas of typical structural members for the projected area calculations under § 153.1608(b).