49308 Federal Register / Vol. 62, No. 182 / Friday, September 19, 1997 / Rules and Regulations

DEPARTMENT OF TRANSPORTATION

Coast Guard

46 CFR Parts 90, 98, 125, 126, 127, 128,

129, 130, 131, 132, 134, 170, 174, and

175

[CGD 82–004 and CGD 86–074]

RIN 2115–AA77

Offshore Supply Vessels

AGENCY: Coast Guard, DOT.

ACTION: Final rule.

SUMMARY: In an interim rule published

on November 16, 1995, the Coast Guard

established a complete set of regulations

(a new subchapter L) applicable to new

offshore supply vessels (OSVs),

including liftboats. This rule adopts the

interim rule as final with a number of

changes, and brings OSVs under a

single, consistent regulatory regime.

DATES: This final rule becomes effective

on October 20, 1997. OSVs certificated

before March 15, 1996, may either

comply with these regulations in their

entirety or continue to comply with, and

be certificated under, current

regulations and policy. The Director of

the Federal Register has approved as of

November 16, 1995, the incorporation

by reference of certain publications

listed in the regulations.

ADDRESSES: Unless otherwise indicated,

documents referred to in this preamble

are available for inspection or copying

at the office of the Executive Secretary,

Marine Safety Council (G–LRA/3406),

U.S. Coast Guard Headquarters, 2100

Second Street SW., room 3406,

Washington, DC 20593–0001 between

9:30 a.m. and 2 p.m., Monday through

Friday, except Federal holidays. The

telephone number is (202) 267–1477.

FOR FURTHER INFORMATION CONTACT:

James M. Magill, Office of Operating

and Environmental Standards (G–MSO–

2), Room 1208c, U.S. Coast Guard

Headquarters, 2100 Second Street SW.,

Washington, DC 20593–0001. The

telephone number is (202) 267–1181.

SUPPLEMENTARY INFORMATION:

Regulatory History

On February 14, 1983, the Coast

Guard published the first of two

ANPRMs (48 FR 6636; CGD 82–004) in

order to provide the public with an

early opportunity to comment on a

preliminary draft of the comprehensive

set of requirements for inspection and

certification applicable to new offshore

supply vessels (OSVs). The Coast Guard

received 24 comment letters addressing

various technical aspects of the

proposal. Many of the recommendations

from those comments were incorporated

into the subsequent notice of proposed

rulemaking (NPRM) discussed below.

On April 16, 1987, the Coast Guard

published the second ANPRM (52 FR

12439), which asked for specific

information to help the Coast Guard in

developing specialized regulations for

self-elevating OSVs (liftboats). Many of

the recommendations contained in the

14 comment letters received by the

Coast Guard were incorporated into the

subsequent NPRM discussed below.

On May 9, 1989, the Coast Guard

published an NPRM (54 FR 20006). The

original comment period was scheduled

to end on September 6, 1989, but on

August 31, 1989, it was extended until

December 6, 1989 (54 FR 36040).

Included with the extension of the

comment period was notice of a public

hearing on the proposed rule. The

hearing took place at New Orleans,

Louisiana on September 13, 1989. The

Coast Guard received 20 letters

containing a total of 194 comments on

various technical aspects of the

proposed rule. Many of the

recommendations from those comments

were incorporated into the interim rule.

On November 16, 1995, the Coast

Guard published an interim rule, with a

request for comments, entitled

‘‘Offshore Supply Vessels’’ in the

Federal Register (60 FR 57630). No

public hearing was requested, and none

was held. On February 28, 1996, the

Coast Guard published a notice in the

Federal Register reopening the

comment period until March 31, 1996

(61 FR 7425). The Coast Guard received

8 letters containing a total of 330

comments on the interim rule. Many of

the recommendations from those

comments were incorporated into this

final rule.

Background and Purpose

Conventional OSVs have traditionally

provided a wide range of supply and

support to offshore industries extracting

oil and minerals. Although these vessels

historically operated almost exclusively

in the Gulf of Mexico, they now operate

worldwide.

Self-elevating OSVs, commonly

known as liftboats, are more specialized

in their service. These vessels have

built-in jacking-systems which allow

them to be ‘‘jacked up’’ above the

ocean’s surface and to become, in effect,

stationary platforms for a temporary

period. Once jacked up, these vessels

render specific service, such as

maintenance and construction, to

adjacent offshore structures. New

liftboats should enjoy a wider and less

restrictive scope of operation than those

certificated before the effective date of

this final rule due to the structural

strength and stability standards

contained in this final rule.

The most significant aspect of the new

46 CFR, subchapter L, is its

consolidation of requirements for OSVs.

Prior to implementation of these

regulations, existing OSVs had been

inspected and certified under a number

of regulations depending on their age

and tonnage, such as 46 CFR subchapter

I (Cargo and Miscellaneous Vessels) or

subchapter T (Small Passenger Vessels).

This led to uncertainty and

inconsistency. Implementation of a new

subchapter L removes this uncertainty

and inconsistency by consolidating

existing standards and policy into a

single subchapter.

The requirements of the new

subchapter L contained in the interim

rule became effective on March 15,

1996. This final rule adopts the interim

rule with a number of changes brought

about primarily by the comments to the

interim rule. This final rule applies to

new OSVs contracted for after the

effective date of these regulations and to

OSVs that undergo major conversions

after the effective date of these

regulations. It also applies to existing

OSVs, including pre-1979 OSVs, if the

owners of these OSVs wish.

These regulations contain many

changes to previous regulations and

policies governing conventional OSVs,

and include first-time regulations for

previously uninspected liftboats. Many

of the requirements in this final rule are

similar to corresponding requirements

in subchapters I and T.

Associated Regulatory Projects

Since the publication of the OSV

interim rule, another interim rule

entitled ‘‘Lifesaving Equipment’’ was

published in the Federal Register (61

FR 25272; May 20, 1996). The latter

interim rule governed lifesaving systems

for OSVs, including liftboats, in 46 CFR

part 133. Part 133 on lifesaving systems,

which is part of subchapter L and of this

interim rule, became effective on

October 1, 1996. The final rule on

lifesaving equipment should be

published in the near future and should

coincide closely with the publication of

this final rule.

On February 13, 1990, the Coast

Guard published an NPRM entitled

‘‘Stability Design and Operational

Regulations’’ (55 FR 5120). On

September 11, 1992, it published the

final rule (57 FR 41812). Stability and

operational requirements from that rule

have been adopted here in §§ 131.220

(e), (f), and (g); 131.513; and 131.620(d).

Both final rules incorporate, for

inspected vessels, recently adopted
Federal Register / Vol. 62, No. 182 / Friday, September 19, 1997 / Rules and Regulations 49309

amendments to the International

Convention for the Safety of Life at Sea,

1974, as amended (SOLAS), and seek to

reduce the potential for vessels to

capsize because of defective designs or

operations.

On December 18, 1996, the Coast

Guard published a final rule entitled

‘‘Offshore Supply Vessels; Alternative

Tonnage’’ (61 FR 66613). That rule,

which was strictly interpretive, became

effective on December 18, 1996, and

established an alternative upper limit on

tonnage for OSVs based on the

International Convention Measurement

System. That rule amended the

definition of OSV in 46 CFR 125.160,

and this final rule now employs the

amended definition.

Discussion of Comments and Changes

The Coast Guard thanks the many

interested parties who submitted

comment letters to the public docket. It

received 8 letters, containing 330

comments. These comments provided

very useful information and afforded

valuable assistance to the completion of

this final rule. The Coast Guard

evaluated all comments, and

incorporated many of their

recommendations into the final rule.

This section discusses the comments

received and the Coast Guard’s response

to them. It is divided into two

subsections. The first discusses

comments and changes regarding the

specific CFR sections, and the second

discusses nonspecific comments

concerning issues related to this

rulemaking. This preamble does not

discuss non-substantive or editorial

comments.

Comments and Changes Relating to

Specific CFR Sections

Comments and changes to each

section of the interim rule are discussed

within the following paragraphs, and

the paragraphs are numbered in the

order of their appearance in the interim

rule.

1. 46 CFR 90.05–20(a)

Two comments suggested that the

words ‘‘the keel of which was laid (or

that was at a similar stage of

construction)’’ should be substituted for

the words ‘‘contracted for’’ so that a

physical event, rather than a

commercial event, would be available to

gauge the applicability of

grandfathering. These comments also

pointed out that many OSV owners

construct their own vessels, and that,

therefore, a contract may not exist. Most

owners will have a contract for the

construction of their OSVs; hence the

wording ‘‘contracted for’’ remains.

However, wording to the effect of ‘‘the

keel of which was laid’’ has been added

to fix an alternative date of applicability

for those owners who build their own

OSVs.

One comment requested that the

reference to 500 gross tons in § 90.05–

20(a) be deleted since, by definition,

OSVs are less than 500 gross tons.

Lower limits on tonnage are necessary

in this section, however, because only

existing OSVs of 100 gross tons or more

and less than 500 gross tons are

inspected under subchapter I—not

OSVs between 15 and 100 gross tons.

One comment suggested that the

wording in § 90.05–20(a) be clarified

since it implied that no OSV would be

grandfathered regardless of the build

date. The Coast Guard agrees, and has

revised this section to distinguish

between the rules that apply to existing

OSVs and those that apply to new

OSVs.

2. 46 CFR 90.10–40

The definition of ‘‘Offshore supply

vessel’’ in § 90.10–40(a) has been

changed to include the amendments of

the December 18, 1996 interpretative

rule ‘‘Offshore Supply Vessels;

Alternate Tonnage’’ (61 FR 66613),

similar to that in §§ 125.160 and

175.400. Two comments suggested

adding ‘‘the keel of which was laid’’ to

§ 90.10–40 (b) and (c). The Coast Guard

agrees, and has made this change. One

comment expressed confusion as to

whether or how subchapter L would be

applied to existing OSVs and liftboats

when undergoing modifications. The

Coast Guard agrees that the rules do not

adequately address modifications to

existing vessels. Consequently, the

definition of a new OSV in § 90.10–40(c)

has been revised to include a vessel that

undergoes a major conversion after

March 15, 1996. The definition of a

‘‘major conversion’’, which appears in

46 U.S.C. 2101(14a), has been added to

§ 125.160. If the modification to the

vessel constitutes a major conversion,

then the entire vessel must be reviewed

and inspected as a new vessel.

3. 46 CFR 98.31– 5, 10 and 15

Two comments pointed out that

subpart 98.31 should still apply to

existing OSVs and should be reinstated.

The Coast Guard agrees and has

reinstated subpart 98.31, but has revised

the applicability in § 98.31–5 to apply

only to existing vessels.

4. 46 CFR 125.100

One comment requested clarification

on the scope of major conversions. The

Coast Guard’s internal guidance for

determining what amounts to a major

conversion appears in NVIC 10–81,

chapter 1. The comment also

recommended that, in the case of an

existing vessel that undergoes a major

conversion, subchapter L should apply

only to the sections of the OSV that are

altered. The Coast Guard disagrees and

states that if a modification constitutes

a major conversion, then the complete

vessel must be reviewed and inspected

as a new vessel.

Sections 125.100 (a) and (b) have been

revised to include such wording as ‘‘the

keel of which was laid,’’ similar to that

added in § 90.05–20(a). A new

paragraph (e) has also been added to

clarify the term ‘‘vessel that was

contracted for’’; it is similar to § 90.05–

5 of this chapter pertaining to cargo or

miscellaneous vessels.

5. 46 CFR 125.110

Three comments indicated that

§ 125.110 did not address the carriage of

Grade-C flammable liquids in integral

tanks. The carriage of Grade-C

flammable liquids is allowed on a caseby-case basis with approval of the

Commandant (G–MSE) under

§ 125.110(a).

6. 46 CFR 125.110(b) (1) and (2)

Two comments suggested the removal

of the 20 percent deadweight restriction

on the carriage of Grade-D and Grade-E

combustible liquids in integral tanks

because it imposes an unnecessary

disadvantage on U.S.-flagged OSVs

compared to foreign-flagged OSVs,

which are governed by International

Maritime Organization (IMO) Resolution

A.673(16), Guidelines for the Transport

and Handling of Limited Amounts of

Hazardous and Noxious Liquid

Substances in Bulk on Offshore Supply

Vessels. They pointed out that, under

IMO Resolution A.673(16), 40 percent

deadweight was permitted. The Coast

Guard does permit the carriage of

greater than 20 percent deadweight of

Grade-D and Grade-E combustible

liquids in integral tanks on a case-bycase basis with approval of the

Commandant under § 125.110(a).

7. 46 CFR 125.110(c)

Two comments thought that the

carriage of liquids of Grade B and lower

in fixed independent tanks on deck

should be permitted without limit. The

Coast Guard permits the carriage of

greater than 20 percent deadweight of

liquids of Grade B and lower in fixed

independent tanks on deck under

§ 125.120(a) with the approval of the

Commandant (G–MSE).
49310 Federal Register / Vol. 62, No. 182 / Friday, September 19, 1997 / Rules and Regulations

8. 46 CFR 125.120(b)

Two comments thought that the 20-

percent deadweight restriction on the

carriage of noxious liquid substances

(NLSs) imposed an unnecessary

disadvantage on U.S.-flagged OSVs as

against foreign-flagged OSVs, which are

governed by IMO Resolution A.673(16).

They pointed out that, under IMO

Resolution A.673(16), 40 percent

deadweight was permitted, and

recommended that IMO Resolution

A.673(16) be adopted and used as an

appropriate regulation under § 125.120.

The Coast Guard does not agree that the

adoption of IMO Resolution A.673(16) is

appropriate, because it is too severe for

typical OSVs operating in U.S. waters

and the language of the guidelines is

imprecise. The Coast Guard does permit

the carriage of greater than 20 percent

deadweight of NLS, with the approval of

the Commandant (G–MSE), under

§ 125.120(a). The Coast Guard will also

consider certificating vessels built to

IMO Resolution A.673(16), on a case-bycase basis, with the approval of the

Commandant (G–MSE), under

§ 125.120(a).

9. 46 CFR 125.140

Two comments suggested that, for

clarity, the text in § 92.01–5 of this

chapter should be substituted for this

section. The Coast Guard has revised

this section to make it similar to

§ 92.01–5.

10. 46 CFR 125.160

Two comments questioned the use of

‘‘Accommodation’’ in the singular. They

pointed out that all seven spaces listed

in the definition should count as

accommodations. The Coast Guard

agrees and has revised this definition.

Two comments also suggested that

‘‘Quarters’’ be replaced by ‘‘Berthing

spaces,’’ as the latter better describes the

use of the space in question. The Coast

Guard recognizes that the term

‘‘quarters’’ is a well used and accepted

term in the marine industry and has

appropriately defined the term in this

section.

Four comments thought that the

definition for ‘‘Crane’’ was too broad

and might encompass stores cranes, boat

davits, and other lifting appliances. The

comments asked that the definition be

revised to exclude material-handling

gear for general ship’s service. The Coast

Guard agrees, and has revised the

definition to exclude such gear.

Two comments concerned the

definition of ‘‘Damp or Wet Space.’’

This definition has been deleted since it

is not used in this final rule.

Two comments suggested punctuation

changes to the definition of ‘‘Offshore

Worker.’’ The Coast Guard agrees with

this suggestion and has removed the

commas after ‘‘master’’ and ‘‘crew.’’

The definition of ‘‘Offshore supply

vessel’’ in § 125.160 has been changed

to include the amendments brought

about by the December 18, 1996

interpretative rule ‘‘Offshore Supply

Vessels; Alternate Tonnage’’ (61 FR

66613).

The Coast Guard has realized that

definitions of ‘‘New offshore supply

vessel’’, ‘‘Existing offshore supply

vessel’’, and ‘‘Major conversion’’ should

have been included in subchapter L.

Consequently, definitions identical to

those in § 90.10–40(b) and (c) have been

included in § 125.160 for ‘‘New offshore

supply vessel’’ and ‘‘Existing offshore

supply vessel’’. The definition of ‘‘Major

conversion’’ has also been included,

which is similar to that in 46 U.S.C.

2101(14a).

11. 46 CFR 125.180

Two comments questioned the

incorporation by reference of

classification society rules. They argued

that such practice may impose an undue

burden on OSV owners who otherwise

would not elect to ‘‘class’’ their vessels.

The incorporation by reference of

classification society rules does not

mean that owners have to class their

vessels. It is a procedure used by

Federal agencies to regulate by reference

to material already published and

available elsewhere. It reduces the

redundancy and bulk of the Federal

Register and the CFR. An owner may

elect not to class an OSV, but must use

those rules as criteria where required by

this subchapter.

12. 46 CFR 126.100

Two comments requested that the

language in § 126.100 be replaced by

that in § 91.25–50 of subchapter I. They

pointed out that the standard should not

be the inspector’s determination as to

‘‘suitability for intended service,’’ but

rather his or her determination of the

‘‘safety and seaworthiness’’ of the

vessel. The Coast Guard agrees that the

language in § 91.25–50 is more standard

and suitable, and has changed the

language in § 126.100 to be similar to

that in § 91.25–50.

13. 46 CFR 126.110(b)(1)

Two comments requested that the

language in § 126.110(b)(1) be replaced

by that in § 91.30–1 of subchapter I.

They pointed out that § 91.30–1 requires

only that the survey after an accident

ensure that repairs or renewals are

effectively made, but does not require

the inspector’s determination as to what

repairs or renewals must be made. The

Coast Guard agrees and has revised the

language in § 126.110(b)(1) to be similar

to that used in § 91.30–1.

14. 46 CFR 126.120(a)

Two comments requested that the

language in § 126.120(a) be replaced by

that in § 91.05–1 of subchapter I. The

comments pointed out that a Certificate

of Inspection (COI) not complied with is

not the same as one ‘‘that is about to

expire or has expired.’’ The Coast Guard

agrees that, for consistency, the

language in the subchapters should be

similar, and has revised the language in

§ 126.120(a) to be similar to that used in

§ 91.05–1.

15. 46 CFR 126.140(a)

Two comments recommended that

§ 126.140 allow the cognizant Officer in

Charge, Marine Inspection (OCMI) to

accept an ‘‘Under-Water Inspection in

Lieu of Drydocking’’ (UWILD) for the

intermediate drydocking. The Coast

Guard accepts UWILDs in certain

situations and by special approval of the

Commandant (G–MSE), such as for

mobile offshore drilling units (MODUs)

under 46 CFR 107.265 and 107.267.

This acceptance has been granted

primarily because these vessels are so

large that few drydocks are available to

accommodate them. OSVs, including

liftboats, are not so large as to present

a problem for normal drydocking.

Consequently, the recommendation has

not been adopted.

16. 46 CFR 126.140(b)

Two comments pointed out that the

requirement in § 126.140(b), to notify

the cognizant OCMI when the OSV is

drydocked for any reason, may be

burdensome for the owner as well as the

cognizant OCMI. They said that

crewboats under 100 gross tons change

out propellers 24 hours a day and that

the cognizant OCMI or his

representative may not always be

available. This requirement is similar to

that in 46 CFR 176.600(f) for subchapter

T. If there is propeller damage, there

may be other underwater damage; the

cognizant OCMI, therefore, needs to be

appraised of the extent of any damage.

17. 46 CFR 126.150

Two comments suggested that

§ 126.150(c) should be revised to allow

repair work or alterations to begin upon

oral approval of the cognizant OCMI,

prior to the submission of approved

drawings. It is a misunderstanding that

repair work or alterations are permitted

under subchapter I without advance

approval of a cognizant OCMI under

§ 91.45–1(b). One comment added that

often, in order to get a repair completed
Federal Register / Vol. 62, No. 182 / Friday, September 19, 1997 / Rules and Regulations 49311

in a timely fashion, work must start

before a drawing can be completed or

approved. The Coast Guard disagrees.

The clear intent of § 91.45–1(b) is that

drawings of alterations should be

approved before work is started, and

that drawings will not be needed if

deemed unnecessary by the cognizant

OCMI. Approval of drawings before

work begins is of paramount

importance, because any work done that

does not match the approved drawings

may have to be redone, with added

expense and delay in the vessel’s return

to service. The Coast Guard encounters

many instances of owners proceeding

with non-emergency repairs or

alterations before they obtain the

approval of the cognizant OCMI and

incurring rework and added expense.

This paragraph remains unchanged

apart from a sentence to give the OCMI

the flexibility to determine whether

drawings may not be necessary.

18. 46 CFR 126.160(c)(1)

Two comments urged that the second

sentence of § 126.160(c)(1) be revised to

exclude the phrase ‘‘upon the

recommendation of the contractor and

the owner or operator of the OSV.’’ The

Coast Guard disagrees. The parties

involved with the work being performed

(the contractor, owner, or operator) must

be comfortable with the person used in

place of the certified marine chemist

and, therefore, allowed some say in who

is selected as a replacement.

19. 46 CFR 126.170

Three comments pointed out that

§ 126.170 imposes limits on the number

of offshore workers permitted on

liftboats. They explained that frequently

liftboats are used as work platforms for

construction and maintenance

operations, and must be able to provide

unspecified accommodations for

industrial personnel when liftboats are

in the elevated mode. The Coast Guard

does not agree that liftboats that are

certificated under this subchapter and

that are in the elevated mode should be

permitted to accommodate an

unspecified number of offshore workers.

In either the elevated or afloat mode, the

total number of offshore workers

accommodated cannot be greater than

36 as permitted under § 174.205. The

fact that the vessel is in the elevated

mode is not a valid argument for

providing accommodations for a larger

number of persons. Since, in the event

of a storm, the liftboat may have to leave

the site quickly and move to a harbor of

safe refuge, the loading and stability of

the vessel in the elevated mode must

always be such that the vessel will meet

the afloat-stability criteria. Changing of

the elevated loading condition to meet

the afloat stability criteria is not

permitted, as a storm may develop

quickly leaving no time for a change of

loading.

However, if the permanent

accommodation stated on the COI is less

than 36, the cognizant OCMI may, on a

case-by-case basis, permit the use of

additional temporary quarters for

offshore workers up to a total of 36 (not

counting the crew quarters), in order to

augment the permanent

accommodation, provided the vessel is

designed to meet the damaged stability

requirements for more than 16 persons

in § 174.205. The cognizant OCMI will

make the judgment on the number of

additional temporary quarters

permitted, taking into consideration

such things as the need for extra

lifesaving equipment and the effects on

stability of the added quarters. If a

liftboat is intended to carry more than

36 offshore workers, the vessel cannot

be certificated under subchapter L, and

must be certificated and meet the rules

of an appropriate vessel class under this

chapter.

Two comments suggested that

§ 126.170(a) should permit the

cognizant OCMI to raise the maximum

number of offshore workers, given a

vessel’s compliance with other

regulatory criteria, such as lifesaving

equipment and stability. Subchapter L

already permits the carriage of up to 36

offshore workers if a vessel meets more

stringent damaged stability criteria. For

Subchapter L to permit the carriage of

even more offshore workers, other than

in an emergency, would present a risk

unacceptable to the Coast Guard,

because subchapter L is less stringent

than prior regulations in other respects.

For example, new subchapter L allows

the carriage of unlimited amounts of

fuel for transfer to the platforms.

20. 46 CFR 126.170(a)

Two comments suggested that

crewboats should be permitted to carry

as many as 100 offshore workers,

provided the boats meet the additional

requirements of § 171.080(d)(3), and still

be considered OSVs. The Coast Guard

does not agree with this suggestion.

Vessels carrying more than 36 offshore

workers cannot be certificated under

subchapter L, because, under

§ 126.170(a), an OSV is restricted to the

carriage of no more than 36 offshore

workers. Consequently, crewboats

carrying 36 or more offshore workers

may not be certificated under

subchapter L, but must be certificated as

small passenger vessels under

subchapter T or K.

21. 46 CFR 126.230(b)

Two comments asked whether a

vessel converted from another service

(such as a freight vessel converted to an

OSV) would require inspection under

subchapter L. They recommended that

an existing vessel, constructed prior to

March 15, 1996, but subject to a ‘‘change

of service’’ modification or alteration, be

permitted to retain its status as an

existing vessel within the scope of

subchapter I or T. The Coast Guard

agrees in part with this

recommendation. If an existing vessel

was converted or subject to a ‘‘change of

service,’’ such as from freight vessel to

OSV prior to March 15, 1996, it does not

have to comply with subchapter L.

Rather, it would have to, at the owner’s

discretion, comply with either the

regulations in effect at that time

(subchapter I or T), or the new

subchapter L. If a vessel changes from

another service to OSV or undergoes a

major conversion on or after March 15,

1996, it must be reviewed and inspected

as a new OSV under subchapter L.

Major conversion and major or minor

alteration are discussed in 46 CFR

90.10–40 (b) and (c), and 46 CFR

125.100. For clarity, § 126.230(b)

substitutes ‘‘undergoing a major

conversion’’ for ‘‘being * * *

converted.’’

22. 46 CFR 126.350(b)(2)

One comment requested clarification

regarding the manual test required on

hydraulic steering systems in

§ 126.350(b)(2). The comment pointed

out that many OSVs of less than 100

gross tons do not have the capability for

manual operation and asked if the

intention of the Coast Guard was to

require a design change. Some servotype power hydraulic steering systems

have a manual operation that can meet

the requirement in § 130.140(b)(15) or

serve as the auxiliary means of steering.

The wording in § 126.350(b)(2) has been

revised to clarify that this test is

required only if the system is fitted for

manual operation.

23. 46 CFR 126.350(b)(3)

Two comments pointed out that

subpart 94.35 did not address rescue

boats and that § 126.350(b)(3) should

not refer to rescue boats. On May 20,

1996, the Coast Guard published an

interim rule entitled ‘‘Lifesaving

Equipment’’ (61 FR 25272) that removed

46 CFR part 94 in its entirety, and

placed tests and inspections of

lifesaving equipment into part 133

(Lifesaving Systems) of subchapter L. At

present, the initial inspection of

lifesaving appliances, including rescue
49312 Federal Register / Vol. 62, No. 182 / Friday, September 19, 1997 / Rules and Regulations

boats, is addressed in § 133.45(a) and

§ 126.350(b)(3) has been removed.

24. 46 CFR 126.430

Two comments requested that the

wording in the first paragraph of

§ 126.430 concerning ‘‘fit for its

intended use’’ be changed to be similar

to that in § 126.100. The Coast Guard

agrees and has made this change.

25. 46 CFR 126.530(a)

Three comments argued that

§ 126.530 should not exclude liftboats

from the alternative midperiod

examination provisions permitted for

conventional hull form OSVs of less

than 400 gross tons. One comment also

recommended that OSVs of 400 gross

tons or more be included in the

alternative midperiod examination

provision.

On January 25, 1990, the Coast Guard

published alternative provisions for

reinspection of OSVs of less than 400

gross tons in foreign ports (55 FR 2522).

These provisions were subsequently

incorporated into the interim rule for

OSVs and are now incorporated into

this final rule as § 126.530. The Coast

Guard initially excluded liftboats from

the alternative midperiod examination

provisions based on their casualty

record, which was significantly worse

than conventional hull form OSVs. In

addition, the Coast Guard needed to

gain experience with liftboat

inspections, and was not aware of any

U.S.-flag liftboats presently working

overseas. However, a re-evaluation of

the casualty record of liftboats from

1990 to 1995 has concluded that the

casualty record for liftboats is about

equal to that of conventional hull form

OSVs. Consequently, the Coast Guard

has decided that liftboats should be

given the same opportunity for

alternative midperiod inspection as

conventional OSVs, and has deleted the

words ‘‘except a liftboat’’ from

§ 126.530(a) to allow liftboats to

participate in the alternative provisions

for reinspection of OSVs of less than

400 gross tons in foreign ports.

Because the Coast Guard does not

have the statutory authority to delegate

authority over certificates under the

International Oil Pollution Prevention

(IOPP) to third parties, OSVs of 400

gross tons or more can not be included

in the alternative midperiod inspection.

26. 46 CFR 127.110

The Coast Guard has found it

unnecessary for certain plans to be

submitted for approval under § 127.110

(a) and (b). Consequently, paragraphs

(a)(4) and (b)(3) through (b)(6) of

§ 127.110 have been deleted. There is no

added value for Marine Safety Center or

OCMI plan review of these plans, as

they can be handled during initial

inspection by the Coast Guard marine

inspector. Section 127.110(a)(1) has

been changed to indicate that

specifications are to be submitted for

information only as the Coast Guard

does not approve specifications. Section

127.110(a)(3) has been changed to

indicate that the safety plan (fire-control

plan) is to be submitted for OCMI

review and approval. This plan is not

technical in nature and basically

requires the marine inspector to verify

that the firefighting equipment on the

vessel is as depicted on the plan, and

meets the Coast Guard regulations.

27. 46 CFR 127.210(a)

Two comments suggested that the

phrase ‘‘equivalent to those’’ be inserted

in the first sentence between ‘‘rules’’

and ‘‘established.’’ The Coast Guard

does not agree, because § 127.210(b)

already permits the use of an approved

alternative classification society, or any

other established standard.

28. 46 CFR 127.220(d)

Two comments said that the A–60

class construction for bulkheads and

decks required in § 127.220(d) would

impose an undue economic burden on

aluminum crewboats. The comments

recommended adding a paragraph to

allow aluminum crewboats to meet the

requirements of subchapter T.

Crewboats do not have to meet the

requirements of subchapter L: They may

be certificated under subchapter T or K.

Therefore, this section is unchanged.

29. 46 CFR 127.240(a)

Four comments pointed out that the

two means of escape required by

§ 127.240(a) would require all sizes of

compartments, including small closets

and deck lockers, to have two means of

escape. The comments recommended

that spaces with an area of 46.5 square

meters (500 square feet) or less require

only one means of escape. The Coast

Guard agrees that a restriction on the

size of a compartment requiring two

means of escape is needed. A new

section, § 127.240(l), has been added to

allow one means of escape from spaces

with a maximum area and greatest

dimension of less than 28 square meters

(300 square feet) and 6 meters (20 feet),

respectively. The 28 square meter (300

square feet) area restriction is similar to

that in § 92.10–35 of subchapter I.

However, the Coast Guard has

determined that whether a space should

require two means of escape should

depend on dimensions as well as on

area. Therefore, it prohibits long narrow

spaces without two means of escape,

irrespective of their areas. Accordingly,

the 6 meter (20 feet) restriction on the

maximum dimension was also included

in new § 127.240(l).

Three comments urged that windows

and portholes should be permitted to

serve as secondary means of escape. The

Coast Guard disagrees. The crew and

offshore workers may be wearing

immersion suits, making escape through

windows and portholes awkward if not

impossible. However, the Coast Guard

has added § 127.240(m) to allow the

cognizant OCMI the latitude to accept

other means of escape if the level of

safety is not diminished.

30. 46 CFR 127.240(h)

One comment requested a minimum

dimension be provided for the width of

the passageways or stairways in

§ 127.240(h), similar to that provided in

subchapter I. The Coast Guard is moving

away from prescriptive regulations

towards a goal-oriented approach. Goaloriented requirements allow the

designer to satisfy a safety goal in

different ways as technology changes.

The safety of the vessel is the

responsibility of the owner and cannot

always be described by prescriptive

regulations. The Coast Guard has

articulated a goal relative to the width,

but the final width must be determined

by the designer and owner. However,

paragraph (i) requires interior stairways,

other than those in machinery or cargo

spaces, to be not less than 28 inches

wide.

31. 46 CFR 127.240(k)

Four comments suggested that vertical

ladders be permitted as access to the

pilot house because, on small OSVs

(less than 100 gross tons), inclined

ladders were virtually impossible to use

due to space limitations. The Coast

Guard agrees that vertical ladders

should be permitted as access to the

pilot house and to other house tops not

normally manned and used only as

weather protection and has revised

§ 127.240(k) to reflect this change.

32. 46 CFR 127.270(a)

Two comments requested that

‘‘quarters’’ be replaced by ‘‘berthing

spaces,’’ similar to the suggestion in

§ 125.160. The Coast Guard does not

agree, for the reasons set forth in

response to the comments on § 125.160.

33. 46 CFR 127.270(c) (2) & (3)

Three comments were confused by

the description of the location of the

vertical ladders in §§ 127.270(c)(2) and

127.270(c)(3). This confusion is

understandable since language from the
Federal Register / Vol. 62, No. 182 / Friday, September 19, 1997 / Rules and Regulations 49313

NPRM was excluded from the interim

rule. In any case, the Coast Guard has

decided to drop the requirements in

§§ 127.270(c)(2) and 127.270(c)(3) of the

interim rule. These requirements were

added after the ANPRM, and

endeavored to link damaged stability

with means of escape from damaged

compartments. The Coast Guard has

decided to drop any criteria linking

damaged stability with providing means

of escape from a damaged flooding

compartment. A new § 127.270(c)(2) has

been added that is similar to that in the

ANPRM, and in § 92.20–10(a) of

subchapter I. This permits an exception

to § 127.270(b), provided that the

damaged stability requirements in

§ 174.205 are met and that the deck

head is not below the deepest load

waterline.

34. 46 CFR 127.270(e)

Two comments stated that the

wording of § 127.270(e) implies that

accommodations for crew and offshore

workers are to be separated. The

comments suggested deleting the words

‘‘for crew members or offshore

workers.’’ The Coast Guard did not

intend to imply that the

accommodations of crew and offshore

workers should be separated and has

revised this paragraph to adopt the

recommendation.

35. 46 CFR 127.270(f)

Two comments stated that

§ 127.270(f) should permit access

openings to fuel tanks. The comments

pointed out that access to fuel tanks is

needed during drydock and hull survey,

and that access to double bottom fuel

tanks located under accommodations

may not be practicable any place other

than in the accommodations. The

comments recommended deleting the

words ‘‘access openings’’ from this

paragraph. The Coast Guard agrees in

part, and has revised this paragraph to

permit access openings to fuel tanks in

accommodations, except in sleeping

quarters. Manholes to fuel tanks in

sleeping quarters would be disruptive to

the crew and could potentially expose

them to noxious fumes. A new

paragraph banning access openings in

sleeping quarters has been added as

§ 127.270(g). The material in the original

§ 127.270(g), as stated in the interim

rule, has been redesignated as

§ 127.270(h).

36. 46 CFR 127.270(g)

Four comments argued that

§ 127.270(g), which requires separate

accommodations for crew and offshore

workers, is impracticable and

unnecessary. The Coast Guard agrees in

part. Accommodations for crew and

offshore workers may be shared except

for sleeping quarters. If the crew and

offshore workers shared sleeping

quarters, the crew’s normal sleeping

patterns could be interrupted by the

offshore workers. Section 127.270(g),

redesignated as § 127.270(h), has been

revised to require that only the quarters

of the crew and the offshore workers be

separated.

37. 46 CFR 127.280(a)(1)

Two comments stated that there is no

practical reason to limit the number of

berths in a stateroom to four. The Coast

Guard disagrees. Limiting the number of

crew in a stateroom to four, limits the

amount of sleep disruptions.

38. 46 CFR 127.280(b)(1)

Two comments suggested that a

seating width criteria should be

included. The Coast Guard agrees and

has added a seating width of 400

millimeters (18 inches).

One comment thought that

§§ 127.280(b) (1) and (2) required OSVs

that carry offshore workers aboard for

more than 24 hours to provide both

fixed seating and berthing. This is not

the case. Berths are required for offshore

workers only when aboard for more

than 24 hours. To accommodate

offshore workers on a voyage of less

than 24 hours, the aggregate of available

berths and fixed seating may be used to

equal the number aboard.

39. 46 CFR 127.280(d)

One comment thought that

§ 127.280(d) required ‘‘A’’ class

bulkheads between accommodations for

the crew members and those of the

offshore workers. To clarify,

§ 127.280(d) requires ‘‘A’’ class

bulkheads only between machinery

spaces and accommodations for either

the crew or the offshore workers.

40. 46 CFR 127.280(e)

Two comments asked whether the

cognizant OCMI would separately

stipulate the number of offshore workers

permitted for a ‘‘less than’’ and ‘‘over’’

24-hour voyage. The cognizant OCMI

will stipulate on the COI the number of

offshore workers permitted to be carried

for both the ‘‘less than 24 hours’’ voyage

and the ‘‘over 24 hours’’ voyage.

41. 46 CFR 127.420

One comment stated that the

requirements for window and portlight

strength were vague and should be

removed and addressed later in an

NVIC. The Coast Guard disagrees.

Section 127.420 is a non-prescriptive

regulation allowing the designer

discretion to vary conditions and routes

of the vessel.

42. 46 CFR 127.440

Four comments objected to the

requirement that covers over windows

and portlights be able to be removed or

opened from the inside. They suggested

that this section be removed, or at least

revised to apply only to those windows

or portlights designated as means of

escape. The Coast Guard agrees in part.

This section was added in the interim

rule based on comments and

recommendations by the National

Transportation Safety Board (NTSB),

which cited the case concerning the

capsizing and sinking of the liftboat M/

V TITAN on June 29, 1989. The vessel

capsized to starboard in less than 1

minute and trapped four persons inside.

They were not able to escape because

their only means of escape, galley and

mess room windows, were covered with

protective metal plates secured from the

outside. They were able to break the

glass of the windows and could have

escaped had it not been for the

protective coverings. The Coast Guard

agrees with the NTSB recommendation

that these lives might have been saved

if the covers could have been removed

from the inside. The Coast Guard has

revised this section so that it does not

apply to small windows and portholes

through which escape is not possible

anyway, and has added a sentence that

assumes that the glass in fixed windows

can be broken, giving access to the

outside.

43. 46 CFR 128.130(a)(9)

Section 128.130(a)(9) has been revised

to clarify that only ship’s service and

emergency electrical-generation systems

and their auxiliaries vital to the vessel’s

survivability and safety, constitute vital

systems. Ship service and emergency

systems, not vital to the vessel’s

survivability and safety are not vital

systems.

44. 46 CFR 128.220(b)

Two comments pointed out that some

OSV builders may opt to use nonferrous piping materials, such as copper

nickel (Cu-Ni) or glass reinforced piping

(GRP), for salt-water piping systems.

They recommended that the words ‘‘and

if ferrous’’ be added after ‘‘material’’ in

the first sentence to clarify that the

requirement for galvanization applies to

ferrous piping material. The Coast

Guard agrees and has made this change.

45. 46 CFR 128.240(b)

Two comments stated that acceptance

by the Coast Guard of non-standard

hydraulic or pneumatic components
49314 Federal Register / Vol. 62, No. 182 / Friday, September 19, 1997 / Rules and Regulations

would raise concerns regarding legal

exposure and may increase the cost of

constructing an OSV. The Coast Guard

does not agree. This requirement

permits the use of non-standard

hydraulic or pneumatic components

only as an alternative; components

complying with subchapter F (Marine

Engineering) will be accepted. The

Coast Guard is endeavoring to cooperate

with industry to accept non-Coast Guard

approved components, provided they

meet an equivalent standard of safety.

46. 46 CFR 128.410

Two comments requested that ‘‘selfcontained’’ be defined so as to eliminate

confusion between the owner or builder

and the cognizant OCMI. This

requirement is meant to apply only to

an air-conditioning or refrigeration unit

designed and built as a single, selfcontained unit.

47. 46 CFR 128.420(d)

Two comments requested that nonmetallic flexible connections be

permitted to serve as connections at the

end of the non-metallic flexible hose

used for keel-cooler connections to

machinery, rather than metallic hose

clamps. The Coast Guard agrees to the

use of non-metallic hose-clamps but not

to that of flexible connections, provided

they can withstand vibration and high

temperatures and do not become brittle.

This section is modified to allow the use

of non-metallic hose clamps, and a new

paragraph (4) is added to address

vibration, high temperature, and

brittleness.

48. 46 CFR 129.320(a)

Section 129.320(a) has been revised to

exempt submersible pump motors from

its requirements.

49. 46 CFR 129.330

One comment pointed out that the

American Bureau of Shipping (ABS)

rules and the Coast Guard regulations in

§ 111.30–1 require 915 millimeters (36

inches) of working space in front of

switchboards, but the interim rule

required only 610 millimeters (24

inches). The Coast Guard based the 610-

millimeter dimension on the fact that

OSVs are smaller than cargo vessels and

are more limited in space. Also, the

switchboards are not as large as on cargo

vessels. The 24-inch dimension is a

minimum dimension, and does not

prevent the designer from leaving more

working space if needed. The Coast

Guard’s new interim rule for small

passenger vessels (subchapters T and K)

also requires only 610 millimeters (24

inches) of working space in front of

switchboards. As previously stated, the

Coast Guard is endeavoring to attain

uniformity between these two

rulemakings in areas where uniform

treatment is warranted; thus, the 24-

inch dimension remains unchanged.

The Coast Guard has revised the

inaccessible restriction in this paragraph

for clarity and to make it the same as the

new subchapter T and K regulations.

50. 46 CFR 129.350(b)

Two comments expressed concern

that this paragraph could be interpreted

to mean that batteries must be located

at the highest level of the vessel, and

suggested that a specific distance above

the bilge, 460 millimeters (18 inches), be

used as an acceptable height. The intent

of the regulation was to require that

batteries be located as high above the

bilge as possible. Additional wording

has been added to the paragraph to

clarify this.

51. 46 CFR 129.350(g)

One comment asked whether it was

the intent of this regulation to require

fuses for engine-start batteries. This

section requires fuses only on the leads

of batteries that distribute power to

lighting, motor, and appliance circuits.

52. 46 CFR 129.390(d)

Two comments requested that this

paragraph be modified to allow an OSV

power source and shore power to

operate simultaneously to prevent

‘‘blackout’’ when transferring power

between the OSV’s power source and

the shore power. The Coast Guard

agrees in part and has revised

§ 129.390(d) to permit momentary

paralleling of the OSV power and the

shore base power in cases where the

system devices have this capability.

However, the Coast Guard supports

paragraph (d) as written for circuit

breakers not designed for momentary

paralleling, because prohibiting

paralleling of the shore and OSV power

sources will prevent problems due to

improper phase sequencing and

synchronizing.

53. 46 CFR 129.395

Two comments stated that providing

a separate circuit with overcurrent

protection at the switchboard for all

radios would add undue complexity to

the main switchboard. They pointed out

that most radio installations are

powered by batteries charged from the

pilot house lighting panel circuit. The

Coast Guard agrees in part and has

revised this section so that only one

radio installation needs to be powered

by an entirely independent feeder

circuit with overcurrent protection.

54. 46 CFR 129.560

Section 129.560 has been changed to

reflect that not all OSVs need to carry

an engine-order telegraph, provided the

propulsion plant is controlled only from

the wheelhouse.

55. 46 CFR 130.110

Two comments stated that the

requirement for a fixed means of

communication between the pilothouse

and the auxiliary steering station for

OSVs of less than 100 gross tons was

unnecessary. The Coast Guard does not

agree. When the main steering fails and

auxiliary steering is being operated from

a location without outside vision, it is

imperative that the auxiliary steering

operator be instructed by someone in a

location with complete surrounding

vision, such as the pilothouse.

56. 46 CFR 130.120(a)(2)

Two comments stated that

§ 130.120(a)(2) would impose additional

requirements and would not be

practicable for any OSV, let alone one

under 100 gross tons. As stated in the

interim rule, each OSV must have a

means, at each propulsion engine, of

readily disabling the propulsion-control

system to permit local operation. It is

imperative that engine control be

‘‘locked out’’ from the pilothouse and

only local control be permitted when

maintenance or adjustments are being

performed to the engine. This is

necessary to ensure that inadvertent

operations are not engaged at the

pilothouse controls, which might cause

injury when a mechanic is working on

the engine. The new interim rule for

small passenger vessels subchapter T, at

§ 184.620(a)(1), has a requirement

similar to that in § 130.120(a)(1). This

paragraph remains unchanged.

57. 46 CFR 130.120(d)

Two comments suggested that this

paragraph be deleted to avoid

unnecessary redundancy. For safety

reasons, however, this requirement is

necessary to ensure that a failure in the

propulsion control system will not

cause the OSV to accelerate and move

forward or aft uncontrollably into a

fixed platform or pier. This paragraph

has been modified. It now only requires

the system be designed so that failure of

an easily replaceable component of the

propulsion engine will not cause the

engine to overspeed or the pitch of the

propeller to increase. This modification

is in line with Coast Guard requirements

for other similar vessels.

58. 46 CFR 130.130

Two comments recommended that the

requirements in this section be replaced
Federal Register / Vol. 62, No. 182 / Friday, September 19, 1997 / Rules and Regulations 49315

by the old ones of subpart 182.30 for

small passenger vessels. Subpart 182.30

has since been revised, and is now

replaced by subpart F of the new

subchapter T. The requirements in

§ 130.130 are similar to those in subpart

F. Therefore, this section is unchanged.

59. 46 CFR 130.140(b)(9)

Two comments stated that this

paragraph did not adequately address

the varied steering system technologies

currently in use aboard OSVs. Because

a single rule cannot address all the new

technologies being developed, the Coast

Guard will accept any fittings, material,

or equipment, that provide an

equivalent level of safety under

§ 125.170.

60. 46 CFR 130.140(c)

Two comments suggested modifying

§ 130.140(c) by replacing the words

‘‘one set of piping’’ with ‘‘a common

piping system’’, so as to eliminate the

perception that separate piping might be

implied for the pumps, helm, and

cylinders. The Coast Guard agrees that

this change would help clarify that a

single piping system is acceptable for

the pumps, helm, and cylinders, and

has incorporated this change.

61. 46 CFR 130.230

In an effort to facilitate obtaining the

required equipment and reduce the

burden on the industry, the Coast Guard

is moving toward accepting readily

available equipment which is designed

and used for purposes similar to those

for which the Coast Guard has

developed specific requirements.

Consequently, the Coast Guard no

longer performs type approval of selfcontained breathing apparatus under 46

CFR part 160, subpart 160.011.

Paragraph (a) of § 130.230 has been

revised to require each self-contained

breathing apparatus to be approved by

the National Institute for Occupational

Safety and Health (NIOSH). This should

make it easier to obtain the required

self-contained breathing apparatus.

Paragraph (d) of the interim rule has

been deleted, and the old paragraph (e)

changed to the new paragraph (d).

Two comments requested that the

Coast Guard permit the self-contained

breathing apparatus (SCBA) that is part

of the fireman’s outfit required in part

133 (Lifesaving Systems) to serve as the

SCBA required by this section. A

fireman’s outfit containing a SCBA is

not required in part 133, but may be

fitted as an extra if the owner wishes.

This paragraph has been revised to

clarify that a SCBA, if fitted, may be

used to meet the requirements of this

section.

62. 46 CFR 130.240

One comment considered the

incorporation of ABS Rules for anchors

and chains excessive for domestic

service because OSVs operating in the

U.S. Gulf of Mexico are not subject to

extreme weather conditions such as that

in the North Sea. The Coast Guard does

not agree. Hurricanes aside, the U.S.

Gulf of Mexico can have thunderstorms

with 60 to 70 mile per hour (mph)

winds making it necessary for OSVs to

have proper mooring equipment for

emergencies. ABS Rules pertaining to

length are necessary because OSVs,

when moored or anchored close to

offshore fixed platforms, are in

dangerous surroundings. For example,

storms often create a high risk for

collisions between OSVs and offshore

fixed platforms. OSVs may, however,

comply with rules from other

classification societies instead of ABS

Rules, upon approval of the

Commandant (G–MSE).

Three comments considered ABS

Rules for anchors and chains excessive

and impractical for OSVs of less than

100 gross tons. They requested that

OSVs of 100 or less gross tons be

permitted to meet the anchor and rope

requirements of subchapter T. The Coast

Guard agrees that for small vessels of

less than 100 gross tons, the ABS

requirements may be excessive and that

the requirements of subchapter T are

adequate. Section 130.240 has been

revised and applies only to OSVs of 100

or more gross tons. A new section,

§ 130.250, has been added and applies

only to OSVs of less than 100 gross tons.

63. 46 CFR 130.410(c)

Two comments considered

§ 130.410(c) excessive and suggested

that periodic safety tests similar to those

in § 61.40–6 be applied instead. The

Coast Guard agrees in part. The

responsibility to conduct, at periodic

intervals, tests to confirm that

automated systems continue to operate

in a safe, reliable manner is the

responsibility of the master and owner;

additional regulations are not necessary.

Section 130.410(c) has been deleted,

and nothing has been added.

64. 46 CFR 130.460(a)(4)

Two comments suggested that the

‘‘bilge alarm’’ requirement of this

paragraph be relocated to a general

service alarm section. Section

130.460(a) requires visible and audible

alarms to be installed in the pilothouse.

They may be located in other panels,

one of which may be a general service

alarm panel, provided it is in the

pilothouse.

65. 46 CFR 131.220(g)

Two comments requested that the

draft-indicating system required by

§ 131.220(g) be deleted because OSVs

are not commonly fitted with such

devices. Although OSVs are not

generally fitted with draft-indicating

systems, all vessels must be designed so

that draft marks may be read at sea in

order to calculate the vessel’s

displacement and stability condition in

an emergency. If draft marks are

obscured, restricting determination of

the draft from the weather deck or

another easily accessible location, then

an alternative reliable means of reading

the drafts must be fitted.

66. 46 CFR 131.330

Two comments stated that it may not

be practical for the master of an OSV to

personally ‘‘prepare and post’’ placards

and suggested that this section be

revised to indicate that ‘‘durable

emergency instruction placards shall be

posted in conspicuous locations.’’

Although it is the master’s

responsibility to see that the placards

are prepared and posted, it is not

necessary that he or she personally

perform the task; he or she may delegate

the task to another member of the crew.

67. 46 CFR Part 131—Operations.

Subpart D—Sufficiency and Supervision

of Crew of Survival Craft

Two comments requested that subpart

D be deleted in its entirety and that

operational requirements be included in

part 133 (Lifesaving Systems). Although

part 133 contains the general and

specific requirements for lifesaving

equipment, such as the number and

design criteria of survival craft, it does

not address operational requirements.

The Coast Guard contends that the

operational requirements for survival

craft are properly located within subpart

D.

68. 46 CFR 131.510

Two comments stated that § 131.510

did not seem warranted and requested

that it be removed. The Coast Guard

disagrees. It is important that the drafts

be recorded when leaving port because

draft is one of the main parameters of

the stability condition required by

§ 131.513. It is also important that the

position of the loadline markings with

respect to the waterline be recorded to

verify that the vessel is not loaded

deeper than the permitted loadline

draft. Additionally, these recordings are

necessary for accident investigations.

69. 46 CFR 131.513

Two comments stated that the

requirements of § 131.513 were not
49316 Federal Register / Vol. 62, No. 182 / Friday, September 19, 1997 / Rules and Regulations

warranted. Section 131.513 is included

because of its similarity to requirements

in § 97.15–7 of subchapter I (Cargo and

Miscellaneous Vessels), § 35.20–7 of

subchapter D (Tank Vessels), and

§ 109.227 of subchapter I–A (Mobile

Offshore Drilling Units), all of which

were promulgated by the Coast Guard

under a final rule entitled ‘‘Stability

Design and Operational Regulations (57

FR 41812; September 11, 1992). This

final rule amended stability design and

operational regulations for inspected

vessels to incorporate recent

amendments to the International

Convention for the Safety of Life at Sea,

1974, as amended (SOLAS).

70. 46 CFR 131.530(d)(4)

Two comments stated that the

inflation of a liferaft on a 4-month

interval is not practical and suggested

instead that a drill for those liferafts be

completed prior to their inspection

dates. The Coast Guard disagrees. It is

important that training be performed so

crew members are knowledgeable in the

use of davit-launching inflatable

liferafts. The regulation allows a

training raft to be used instead of the

vessel’s own liferafts and also allows

some leeway in when the inflation and

lowering must be done. Training

intervals coinciding with the

reinspection of the vessel’s liferafts can

be used.

71. 46 CFR 131.545(e)

Two comments stated that this

paragraph should not require OSVs in

transit to carry 200 percent of lifeboats

and rigid liferafts on board while

maintaining or repairing primary

lifeboats and liferafts as in § 94.10–10(a)

for vessels of 500 gross tons and over.

Rather the comments suggested that this

paragraph require the carriage of 100

percent of lifeboats and rigid liferafts as

in § 94.10–10(b) for vessels of less than

500 gross tons. The Coast Guard agrees

and has changed this paragraph

accordingly.

72. 46 CFR 131.580

The Coast Guard has modified

§ 131.580(a) to allow new inflatable

liferafts and buoyant apparatus to be

two years old before the first servicing

is required.

Two comments questioned the

requirement in § 131.580(e), that ‘‘each

repair, except an emergency repair made

aboard an OSV’’, must be made at

servicing facilities approved by the

Commandant (G–MSE). The comments

stated that routine repairs of inflatable

rescue boats made aboard OSVs by the

crew are common industry practice.

They should not be. Repairs and

maintenance of rescue craft must be

performed by approved servicing

facilities to ensure that qualified

personnel, familiar with the equipment,

make the repairs and use the proper

manufacturers’ parts.

73. 46 CFR 131.730(b)

Two comments questioned why it was

necessary to label each space containing

work vests, as it is common practice

aboard OSVs to stow the work vests

either in a common area such as the

passageway to the weather deck or in

the staterooms of the individual crew

members. The Coast Guard has

reviewed this requirement and decided

that it is not necessary to label each

space where work vests are stowed

since each vest must be labeled under

§ 160.053–5(b); therefore, § 131.730(b)

has been deleted.

74. 46 CFR 131.855

This section has been revised to make

it align with § 199.176 of the Lifesaving

Equipment interim rule. The size of the

lettering in paragraphs (a), (b) and (c)

has been removed. The requirement to

paint the name of the OSV on the oars

and paddles has also been removed.

Paragraph (e) is renamed (d) as old

paragraph (d) has been removed.

Paragraph (c)(1) has been revised to

require the number of the boat, rather

than the number of persons the boat will

hold, to be marked on the lifeboat and

rescue boat.

75. 46 CFR 131.885

Section 131.885 has been removed as

portable magazine chests no longer are

required by Coast Guard regulations.

76. 46 CFR 131.935

Two comments stated that the

language in § 97.75–1 was preferable to

that in this section. The Coast Guard

agrees. It has reverted to language in

§ 97.75–1, similar to that used in the

NPRM.

77. 46 CFR 131.860

This section, like that of § 131.855,

has been revised to make it align with

§ 199.176 of the Lifesaving Equipment

interim rule. The size of the lettering in

paragraphs (a) and (b) has been

removed. Paragraph (a)(2), concerning

the requirements for the number of the

rigid liferaft, has been removed.

Paragraph (a)(3) has now been

renumbered (a)(2) since old (a)(2) has

been removed. Old paragraph (d),

concerning the requirement to paint the

OSV name on the oars and paddles, has

been removed, and a new paragraph (d)

added. New paragraph (d) requires rigid

liferafts to be marked to show whether

they are fitted with a ‘‘SOLAS A pack’’

or a ‘‘SOLAS B pack’’.

78. 46 CFR 131.960

Two comments stated that the

language in § 97.16–1 was preferable to

that in this section and questioned the

need to redraft an existing regulation.

The Coast Guard agrees. It has reverted

to language in § 97.16–1, similar to that

used in the NPRM.

One comment understood § 131.960

to require automatic pilot controls

aboard OSVs. The comment

recommended that this section be

revised to read as follows: ‘‘If a vessel

is equipped with an automatic pilot and

is operating with the automatic pilot in

use, the master shall ensure * * *.’’ To

clarify, this section does not require that

an automatic pilot be fitted aboard

OSVs; however, if an automatic pilot is

voluntarily fitted, it must comply with

this section.

79. 46 CFR 132.120

One comment stated that the

requirement for a self-priming, powerdriven fire pump was in excess of

requirements contained in subchapter I,

ABS Rules, SOLAS, and International

Association of Classification Societies

(IACS) and suggested that it be deleted.

Subchapter I vessels are permitted to

carry much less oil (only 20 percent of

their deadweight) than OSVs under

subchapter L (unlimited amount).

Unlike tank vessels, OSVs require no

special or additional firefighting

equipment. The Coast Guard has

determined that self-priming, powerdriven fire pumps are necessary to

ensure that primary firefighting

equipment will function in light of the

greater risk of fire due to the greater

amount of oil on board OSVs.

80. 46 CFR 132.120(g)

Two comments requested the

inclusion of § 95.10–5(f) of subchapter I,

which allows branch piping to be

connected to the fire main for other

purposes if ‘‘specifically approved by

the Commandant.’’ Currently,

§ 132.120(g) permits branch lines to be

connected to the fire main for the

purpose of washing decks or anchors.

Since, under subchapter L, OSVs may

now carry both unlimited fuel oil

without any special firefighting

equipment and 36 offshore workers in

addition to the crew, it is the Coast

Guard’s opinion that additional branch

connections to the fire main would

increase the probability that the fire

main would not work when needed to

fight a fire. This would introduce an

unacceptable risk of death or injury to
Federal Register / Vol. 62, No. 182 / Friday, September 19, 1997 / Rules and Regulations 49317

the crew and offshore workers. This

paragraph remains unchanged.

81. 46 CFR 132.120(k)

The Coast Guard has added a new

paragraph (k) to § 132.120, which is

similar to § 181.300(e) in subchapter T.

This new paragraph requires that a fire

pump have the capability to be operated

either from a remote station or locally

from the pump itself. This requirement

was inadvertently omitted from the

interim rule.

82. 46 CFR 134.140(a)

Several comments pointed out that

NVIC 8–91 requires steady wind speeds

of 70 knots for structural design criteria

for liftboats while § 132.140(a) requires

steady wind speeds of 100 knots. The

comments pointed out that meeting the

100-knot criteria would result in larger

hulls with heavier legs, thereby, so

increasing the cost of a liftboat. The

Coast Guard agrees that a 100 knot

criteria for all structural calculations for

liftboats in restricted areas of operations

is excessive. A 70-knot criteria would

serve under normal operating

conditions, and a 100-knot criteria

would serve under severe storm

conditions. This is in line with the

requirements for on-bottom stability for

restricted service in § 174.255(c) and

section 3/2.1.2 of ABS Rules.

The comments also pointed out that

NVIC 8–91 permits a reduction in wind

speed criteria for leg strength to 50

knots, provided this design limitation is

highlighted in the operating manual.

This reduction in NVIC 8–91 was

designed to accommodate existing

liftboats. However, it is inappropriate

for new liftboats, because, even ignoring

hurricanes, the Gulf of Mexico can have

thunderstorms with 70 mph winds. This

paragraph now allows a 70-knot criteria

for liftboats in restricted areas under

normal operating conditions, but

requires a 100-knot criteria under severe

storm conditions.

83. 46 CFR 134.140(a)(3)

One comment pointed out that the use

of an effective-length factor (‘‘K’’) of not

less than 2.0 could be overly

conservative, depending on the

complexity of the design. The Coast

Guard agrees that if a detailed structural

leg analysis is performed, taking into

account all factors such as hull and sea

bed fixity, a ‘‘K’’ factor of less than 2.0

may be used. This paragraph has been

revised to allow the use of a ‘‘K’’ factor

of less than 2.0, provided that both a

detailed structural leg analysis is

performed and prior approval has been

granted by the Commandant (G–MSE).

84. 46 CFR 134.170(b)

The Coast Guard added items (15) and

(16) to § 134.170(b) since they were

inadvertently omitted from the interim

rule. They are not additional or new

requirements as they are required to be

produced elsewhere in the regulations;

they are needed for the master’s use

while calculating the vessel’s stability.

85. 46 CFR 134.180(b)

Two comments pointed out that

§ 56.60–25(c) restricts the use of nonmetallic hoses to lengths of 760

millimeters (30 inches), which is

insufficient for fire pump suction lines

outside the hull when a liftboat is in the

jacked-up mode. The comments

requested that this paragraph be revised

to permit the use of non-metallic hoses

with lengths greater than 760

millimeters (30 inches) outside the hull.

The Coast Guard agrees and has revised

paragraph (c) to permit the use of nonmetallic hoses outside the hull in

unlimited lengths.

86. 46 CFR 174.185(f)

One comment pointed out that this

paragraph did not allow the righting

arms of an OSV to be calculated using

the fixed trim method although this

method has been used for calculating

the righting arms for OSVs for decades.

The NPRM proposed allowing the

righting arms values to be calculated

using either the constant trim or the

fixed trim method. This final rule

allows the use of the two alternative

methods as proposed in the NPRM, by

revising § 174.185(f) and adding

paragraph (g).

87. 46 CFR 174.195

One comment stated that meeting the

requirement to keep ventilation trunks,

above the main deck, inboard at least

760 millimeters (30 inches) from the

vessel’s side would be difficult and

expensive. The comment suggested that

this section be revised to allow

ventilation trunks above the main deck

to be located outboard of 760

millimeters (30 inches) from the vessel’s

side. The Coast Guard acknowledges

that cargo space increases as the trunks

are located outboard of 760 millimeters

(30 inches); however, the added

damaged stability criteria for OSVs

requires a side penetration of 760

millimeters (30 inches) from baseline

upwards without limit. Any trunk

outboard of 760 millimeters (30 inches)

would, if damaged, cause flooding into

the machinery space. For this reason, all

trunks must be inboard of the 760

millimeters (30 inches) line from the

vessel’s side.

88. 46 CFR 174.200 and 174.205

The Coast Guard received several

comments from owners, industry, and

designers concerning the damaged

stability requirements in §§ 174.200 and

174.205 of the interim rule. It was stated

that these sections are confusing and

unclear as to the different requirements

applicable between OSVs carrying 16 or

less offshore workers and OSVs carrying

more than 16 offshore workers.

Although the Coast Guard agrees that

the layout and presentation of the two

sections could be revised for clarity, it

contends that the requirements are

sound. The layout and presentation of

the damaged stability requirements has

been revised by applying § 174.200 to

all OSVs and applying § 174.205 only to

OSVs carrying more than 16 offshore

workers. A new § 174.207, stating the

damaged stability criteria applicable to

both sections, has also been added.

89. 46 CFR 174.200

One comment asked whether it was

the intent of the interim rule to require

a damaged stability analysis with the

machinery space flooded. As stated in

§ 174.205(c) and Table 174.205(b) of the

interim rule (Table 174.207(a) of the

final rule), the permissible transverse

extent of damage is 760 millimeters (30

inches). Therefore, if the machinery

space has longitudinal wing bulkheads

reaching at least 760 millimeters (30

inches) inboard from the outside shell,

then the analysis need not consider

damage to the complete machinery

space, only damage to the wing spaces

need be considered. Bottom damage

inboard of these wing bulkheads is also

not required.

A separate comment asked whether it

was the intent of the interim rule to

consider damage to a watertight

bulkhead within a single machinery

space rather than damage to a watertight

bulkhead between two machinery

spaces. To clarify, if a single machinery

space has additional transverse

bulkheads within its boundary

transverse bulkheads, such as transverse

bulkheads within outside wing spaces,

then consider only the space between

these bulkheads to be damaged.

However, the bulkheads must be spaced

far enough apart to comply with the

longitudinal extent of damage stated in

Table 174.205(b)of the interim rule

(Table 174.207(a) of the final rule). If

there are two machinery spaces with

transverse watertight bulkheads spaced

farther apart than the longitudinal

extent of damage, then do not consider

the bulkhead between them to be

damaged.
49318 Federal Register / Vol. 62, No. 182 / Friday, September 19, 1997 / Rules and Regulations

90. 46 CFR 174.205(b)

One comment pointed out that the

vertical extent of damage in Table

174.205(b) of the interim rule (Table

174.207(a) of the final rule) was in

excess of IMO Resolution A.469,

Guidelines for the Design and

Operations of Offshore Supply Vessels.

The comment argued that if ‘‘it is the

goal of this subchapter to eliminate an

unwarranted differential between

domestic rules and international

standards,’’ the criteria for OSVs

carrying over 16 offshore workers

should follow the guidelines in IMO

Resolution A.469. Item 4 of the

preamble to Resolution A.469,

Guidelines for the Design and

Construction of Offshore Supply

Vessels, states ‘‘Provisions for offshore

supply vessels carrying more than 12

industrial personnel are not included in

these Guidelines.’’ Subchapter L

facilitates the carriage of 36, not 12,

offshore workers and some of its criteria

may be proportionally more stringent

than that in IMO A.469. Since the IMO

guidelines are written for less than 12

industrial personnel there is no

unwarranted differential.

91. 46 CFR 175.400 (46 CFR 175.10–40

of the Interim Rule)

Due to the changes brought about by

the interim rule on subchapter T, the

section number has been changed to

§ 175.400. The definition of ‘‘Offshore

supply vessel (OSV)’’ in § 175.400 has

been changed to include the

amendments of the December 18, 1996

interpretative rule ‘‘Offshore Supply

Vessels; Alternate Tonnage’’ (61 FR

66613), similar to the change in

§ 125.160. The definitions constituting

‘‘Existing OSV’’ and ‘‘New OSV’’ are

identical to their counterparts in

§§ 90.10–40 (b) and (c), and 125.160.

General Comments

Three comments discussed the Coast

Guard’s intention to use metric units in

this final rule and recommended

keeping British units, since they are

customary within the OSV industry.

The Coast Guard agrees in part. The

final rule uses the ‘‘soft metric’’

conversion, in which the metric values

appear first followed by the British

system equivalent.

Many comments requested the

inclusion of crew boats within

subchapter L, and suggested

requirements for crew boats different

from those for OSVs. During the

development of subchapter L, the Coast

Guard received comments requesting

the increase of the maximum number of

offshore workers that an OSV may carry

from 16 to 36. This final rule permits an

OSV to carry 36 offshore workers in

addition to the crew, provided

additional damaged stability

requirements are met. Previously, under

46 U.S.C. sections 2101 (22) and (35), an

OSV could not be a passenger-carrying

vessel, but because it was necessary for

OSVs to carry 36 offshore workers,

Congress changed the definition of

‘‘passenger’’ so as not to include

offshore workers. The Passenger Vessel

Safety Act of 1993 contains the new

definition. However, OSVs may not

carry ‘‘passengers’’ or more than 36

offshore workers. Crew boats carrying

either ‘‘passengers’’ or more than 36

offshore workers will not be certificated

as OSVs; and therefore, must be

certificated as small passenger vessels

under subchapters T or K.

As addressed under ‘‘Associated

Regulatory Projects’’, the Coast Guard

published, on December 18, 1996, an

interpretative rule entitled ‘‘Offshore

Supply Vessels; Alternate Tonnage’’.

This rule established the use of a

tonnage system under 46 U.S.C. 14302

based on the International Convention

on Tonnage Measurement (convention

measurement) as an alternative to the

national tonnage system under 46 U.S.C.

14502 (regulatory measurement).

However, in order to expedite the

rulemaking, the Coast Guard established

only an alternate tonnage for the

maximum size OSV of 6,000 gross tons.

The Coast Guard is considering a

supplemental rulemaking to establish

intermediate tonnage thresholds, and

additional standards for the potentially

larger OSVs.

Incorporation by Reference

The Director of the Federal Register

has approved the material in § 125.180

for incorporation by reference under 5

U.S.C. 552 and 1 CFR part 51. Copies of

the material are available from the

sources listed in that section.

Metric (SI) Conversion

This final rule has been revised to

include metric units using the

International System of Units (SI), with

the exception of nautical miles and

knots. The metric value is immediately

followed, in parenthesis, by the British

value, throughout the rule.

Assessment

This final rule is a significant

regulatory action under section 3(f) of

Executive Order 12866 and has been

reviewed by the Office of Management

and Budget under that Order. It requires

an assessment of potential costs and

benefits under section 6(a)(3) of that

Order. It is significant under the

regulatory policies and procedures of

the Department of Transportation (44 FR

11040, February 26, 1979). An

Assessment is available in the docket for

inspection and copying ADDRESSES. A

summary of the Assessment follows.

As of April 1996, according to the

U.S. Coast Guard Marine Safety

Management System (MSMS) databases,

there were 584 OSVs certificated, 407 of

which were of 100 or more gross tons.

In evaluating the effect of this final rule,

the Coast Guard considered all costs and

benefits of this final rule in present

value dollars.

The direct monetary benefits

determined for this rule have been

based upon the dollar values from

casualty reports associated with causal

factors for OSV (including liftboat)

casualties occurring from 1985 to 1995,

combined with the costs saved on

requirements that have been relaxed in

the regulation. This final rule will

eliminate requirements that create an

unwarranted differential between

domestic rules and international

standards.

The regulatory changes made by this

final rule will reduce the burden of

compliance and therefore the cost of

this rulemaking. Because the cost

reductions are not considered

significant, these were not included in

the regulatory evaluation addendum

adopted as final.

For conventional OSVs and liftboats,

the Coast Guard estimates that the 11-

year undiscounted costs attributable to

compliance with this rule will total

$91,281,190. The 11-year present-value

costs, discounted at 7 percent, will total

$62,226,174. Annually, the one-time

costs for newly-built conventional OSVs

of less than 100 gross tons are estimated

at $760,320, based on 16 newly-built

OSVs per year. For each OSV of less

than 100 gross tons, the additional cost

to comply with subchapter L

requirements is estimated at $47,520.

Annually, the one-time costs for newlybuilt conventional OSVs of more than

100 gross tons are estimated at

$3,137,970, based on 37 newly-built

OSVs per year. For each OSV of more

than 100 gross tons, the additional cost

to comply with subchapter L therefore

the cost of this rulemaking. Because the

cost reductions are not considered

requirements is estimated at $84,810.

Requirements for liftboats associated

with this final rule include the

following:

1. Submittal of plans to the Coast

Guard.

2. Preparation and submittal of a

comprehensive operating manual to the

Coast Guard.
Federal Register / Vol. 62, No. 182 / Friday, September 19, 1997 / Rules and Regulations 49319

3. Design and construction of a failsafe jacking-system.

4. Piping for fire-main suction while

the liftboat is elevated.

5. Compliance with stricter

requirements for lifesaving equipment.

6. Compliance with engineering costs

associated with leg design.

7. Compliance with engineering costs

associated with intact and damaged

stability.

Annually, the one-time costs for

newly-built liftboats of less than 100

gross tons are estimated at $1,430,000,

based on 13 newly-built liftboats per

year. For each liftboat of less than 100

gross tons, the additional cost to comply

with subchapter L requirements is

estimated at $110,000. Annually, the

one-time costs for newly-built liftboats

of 100 or more gross tons are estimated

at $2,970,000, based on 9 newly-built

liftboats per year. For each liftboat of

100 or more gross tons, the additional

cost to comply with subchapter L

requirements is estimated at $330,000.

New liftboats would enjoy some

benefits due to the acceptance of

comments to the interim rule, such as

the allowance of 70-knot wind criteria

in the calculation of stability, and

accepting smaller anchors and chains

for vessels of 100 gross tons and less.

These cost reductions have not been

included in the regulatory assessment,

as they are minor and in some cases

unquantifiable.

It should be noted that the benefit

estimates in this evaluation reflect

certain simplifying assumptions that

could be relaxed to provide more

refined estimates. The subchapter L

damage estimates (Appendix IV) reflect

actual dollar values (1985–95) in the

year of occurrence. They have not been

inflated to reflect current (1997) dollar

values. In addition, the aggregate benefit

estimates implicitly assume the

regulation would be 100 percent

effective in reducing damages, deaths,

and injuries of the kind that were

incurred during 1985–95. Changes in

these two assumptions would tend to

raise and lower, respectively, the benefit

estimates in this document.

It should also be noted that even if the

rules were only 75 percent effective in

reducing or eliminating the casualties of

the type incurred during 1985–95, the

rule would be cost-beneficial in that

present value benefits would exceed

present value costs.

The benefits, comprised of net cost

savings attributable to the final rule

combined with dollar values from

casualties related to causal factors of

OSVs and liftboats will total

$144,818,410. The 11-year present value

of the benefits will total $98,722,372.

This figure reflects a 7-percent discount

to 1996 of the projected future estimated

benefits of this final rule.

The cost-benefit ratio attributable to

the final rule is $62,226,174 of costs and

$98,722,372 of benefits, which equates

to $1.59 of benefits for each dollar of

cost.

Small Entities

Under the Regulatory Flexibility Act

(5 U.S.C. 601 et seq.), the Coast Guard

considered whether this final rule will

have a significant economic impact on

a substantial number of small entities.

‘‘Small entities’’ include small

businesses, not-for-profit organizations

that are independently owned and

operated are not dominant in their

fields, and governmental jurisdictions

with populations of less than 50,000. No

comments submitted to the public

docket addressed small entities.

Whenever possible, requirements

have been adjusted to the size of the

vessel and, in some cases, a relaxation

of requirements for smaller vessels (less

than 100 gross tons) has been offered.

Due to the flexibility of requirements in

these rules and the reduction of

regulatory burden, small entities

involved in the building or ownership

of OSVs should not be adversely

affected by these rules and may

experience increases in business

opportunities.

Independent ownership of OSVs, by

approximately 70 corporate persons,

accounts for about 14 percent of existing

conventional OSVs. The Coast Guard

does not anticipate individual

ownership of more than 20 new

conventional OSVs. This figure comes

from the assumption that those 20 will

likewise account for about 14 percent of

the anticipated 140 new conventional

OSVs built within the next 3 years.

Marginal, one-time, out-of-pocket

expense for initial construction will not

exceed 2.5 percent, as previously

discussed, even if operational

improvements in safety or flexibility are

not realized.

Individual ownership of liftboats, by

five corporate persons, accounts for

about 2 percent of existing liftboats. The

Coast Guard does not anticipate the

individual ownership of more than one

new liftboat. This figure comes from the

assumption that they would likewise

account for about 2 percent of the

anticipated new liftboats built within

the next 11 years. Marginal, one-time,

out-of-pocket expense for initial

construction will not exceed 10 percent

even if operational improvements in

safety or flexibility are not realized.

The Coast Guard anticipates that the

additional expenses for initial

construction would not exceed 2.5

percent, even if the operational

flexibility or safety improvements for

this regulation were not implemented.

In the case of liftboats, the additional

construction costs would be

approximately 5 percent of the

estimated initial construction cost for

newbuilts. There are no recurring costs

to liftboat operators based upon these

regulations. Therefore, the Coast Guard

certifies under section 605(b) of the

Regulatory Flexibility Act (5 U.S.C. 601

et seq.) that this final rule will not have

a significant economic impact on a

number of small entities.

Assistance for Small Entities

In accordance with section 213(a) of

the Small Business Regulatory

Enforcement Fairness Act of 1996 (Pub.

L. 104–121), the Coast Guard will

provide assistance to small entities to

determine how this proposed rule

applies to them. If you are a small

business and need assistance

understanding the provisions of the

proposed rule, please contact Mr. James

M. Magill, Vessel and Facility Operating

Standards Division (G–MSO–2), U.S.

Coast Guard Headquarters, 2100 Second

Street, SW., Washington, DC 20593–

0001, (202) 267–1082.

Collection of Information

This final rule contains collection-ofinformation requirements. The Coast

Guard has submitted the requirements

to the Office of Management and Budget

(OMB) for review under section 3504(h)

of the Paperwork Reduction Act (44

U.S.C. 3501 et seq.), and OMB has

approved them. The section numbers

are—

126.120

126.140

126.150

126.160

126.230

126.240

126.260

126.270

126.320

126.330

126.420

126.510

126.530

127.100

127.110

127.210

128.120

128.210

128.220

128.240

129.220

129.320

129.375

130.130

130.330
49320 Federal Register / Vol. 62, No. 182 / Friday, September 19, 1997 / Rules and Regulations

130.480

131.110

131.210

131.220

131.230

131.310

131.320

131.330

131.340

131.350

131.505

131.510

131.515

131.520

131.525

131.530

131.535

131.545

131.550

131.565

131.570

131.590

131.610

131.620

131.630

131.730

131.805

131.810

131.815

131.820

131.825

131.830

131.835

131.840

131.845

131.850

131.855

131.860

131.865

131.870

131.875

131.880

131.885

131.890

131.893

131.896

131.899

131.930

131.945

131.950

131.955

132.110

132.130

132.210

132.220

132.360

134.130

134.140

134.160

134.170

174.210

174.255

The corresponding OMB approval

number is OMB Control Number 2115–

0592. The Streamlined Inspection

Program notice of proposed rulemaking

(CGD 96–055) currently under

development will be revising this

information collection to implement

technical corrections and to incorporate

new information requirements.

Federalism

The Coast Guard has analyzed this

final rule under the principles and

criteria contained in Executive Order

12612, and has determined that this

final rule does not have sufficient

implications for federalism to warrant

the preparation of a Federalism

Assessment.

Environment

The Coast Guard considered the

environmental impact of this final rule

and concluded that, under paragraph

2.B.2 of Commandant Instruction

M16475.1B, the rule is categorically

excluded from further environmental

documentation. This final rule is a

matter of editorial and procedural

changes and of manning,

documentation, admeasurement,

inspection, and equipping of vessels

within the meaning of subparagraphs (a)

and (d) of 2.B.2.34(e) of Commandant

Instruction M16475.1B, and clearly has

no environmental impact. A

‘‘Categorical Exclusion Determination’’

is available in the docket for inspection

or copying where indicated under

ADDRESSES.

Compatibility With International

Standards

The Coast Guard has adopted a policy

to evaluate current and new rules and,

as far as possible, to eliminate

requirements that create an unwarranted

differential between domestic rules and

corresponding responsible international

standards. The Coast Guard has,

accordingly, compared this final rule to

corresponding international standards.

The Coast Guard has determined that

this final rule does not unnecessarily

establish requirements in excess of

international standards.

List of Subjects

46 CFR Part 90

Administrative practice and

procedures, Authority delegation, Cargo

vessels, Hazardous materials

transportation, Marine safety, Offshore

supply vessels, Oil and gas exploration,

Vessels.

46 CFR Part 98

Cargo vessels, Hazardous materials

transportation, Marine safety, Reporting

and recordkeeping requirements, Water

pollution control.

46 CFR Part 125

Administrative practice and

procedures, Authority delegation,

Hazardous materials transportation,

Incorporation by reference, Marine

safety, Offshore supply vessels, Oil and

gas exploration, Vessels.

46 CFR Part 126

Authority delegation, Hazardous

materials transportation, Marine safety,

Offshore supply vessels, Oil and gas

exploration, Reporting and

recordkeeping requirements, Vessels.

46 CFR Part 127

Authority delegation, Hazardous

materials transportation, Marine safety,

Offshore supply vessels, Oil and gas

exploration, Reporting and

recordkeeping requirements, Vessels.

46 CFR Part 128

Hazardous materials transportation,

Main and auxiliary machinery, Marine

safety, Offshore supply vessels, Oil and

gas exploration, Vessels.

46 CFR Part 129

Electric power, Hazardous materials

transportation, Marine safety, Offshore

supply vessels, Oil and gas exploration,

Vessels.

46 CFR Part 130

Hazardous materials transportation,

Marine safety, Offshore supply vessels,

Oil and gas exploration, Vessels, Vessel

control and automation.

46 CFR Part 131

Hazardous materials transportation,

Marine safety, Navigation (water),

Offshore supply vessels, Oil and gas

exploration, Operations, Penalties,

Reporting and recordkeeping

requirements, Vessels.

46 CFR Part 132

Fire prevention, Hazardous materials

transportation, Marine safety, Offshore

supply vessels, Oil and gas exploration,

Vessels.

46 CFR Part 134

Hazardous materials transportation,

Marine safety, Offshore supply vessels,

Oil and gas exploration, Provisions for

liftboats, Vessels.

46 CFR Part 170

Hazardous materials transportation,

Marine safety, Offshore supply vessels,

Oil and gas exploration, Stability,

Vessels.

46 CFR Part 174

Hazardous materials transportation,

Marine safety, Offshore supply vessels,

Oil and gas exploration, Stability,

Vessels.
Federal Register / Vol. 62, No. 182 / Friday, September 19, 1997 / Rules and Regulations 49321

46 CFR Part 175

Administrative practice and

procedures, Authority delegation,

Hazardous materials transportation,

Marine safety, Offshore supply vessels,

Oil and gas exploration, Passenger

vessels, Reporting and recordkeeping

requirements.

For the reasons set out in the

preamble, the Coast Guard adopts the

interim rule amending 46 CFR parts 90,

98, 125, 126, 127, 128, 129, 130, 131,

132, 134, 170, 174, and 175 which was

published at 60 FR 57630, Nov. 16, 1995

with the following changes:

PART 90—GENERAL PROVISIONS

1. The authority citation for part 90

continues to read as follows:

Authority: 46 U.S.C. 3306, 3703; 49 U.S.C.

5103, 5106; E.O. 12234, 45 FR 58801, 3 CFR,

1980 Comp., p. 277; 49 CFR 1.46.

2. Revise § 90.05–20 to read as

follows:

§ 90.05–20 Applicability to offshore supply

vessels.

(a) Existing offshore supply vessels as

defined by § 90.10–40(b), if they are of

100 or more but of less than 500 gross

tons, are subject to inspection under this

subchapter. New offshore supply vessels

as defined by § 90.10–40(c), are subject

to inspection under subchapter L of this

chapter.

(b) Each offshore supply vessel

permitted grandfathering under

paragraph (a) of this section must

complete construction and have a

Certificate of Inspection by March 16,

1998.

3. Revise § 90.10–40 to read as

follows:

§ 90.10–40 Offshore supply vessels.

(a) An offshore supply vessel is a

vessel that is propelled by machinery

other than steam, that is of 15 gross tons

and less than 500 gross tons (as

measured under the Standard, Dual, or

Simplified Measurement System under

part 69, subpart C, D, or E, of this

chapter) or is less than 6,000 gross tons

(as measured under the Convention

Measurement System under part 69,

subpart B, of this chapter) and that

regularly carries goods, supplies or

equipment in support of exploration,

exploitation, or production of offshore

mineral or energy resources.

(b) An existing offshore supply vessel

is one contracted for, or the keel of

which was laid, before March 15, 1996.

(c) A new offshore supply vessel is

one—

(1) That was contracted for, or the

keel of which was laid, on or after

March 15, 1996; or

(2) That underwent a major

conversion initiated on or after March

15, 1996.

PART 98—SPECIAL CONSTRUCTION,

ARRANGEMENT, AND OTHER

PROVISIONS FOR CERTAIN

DANGEROUS CARGOES IN BULK

4.–5. The authority citation for part 98

continues to read as follows:

Authority: 33 U.S.C. 1903; 46 U.S.C. 3306,

3703; 49 U.S.C. App. 1804; E.O. 12234, 45 FR

58801, 3 CFR, 1980 Comp., p. 277; 49 CFR

1.46.

6. Add subpart 98.31, consisting of

§§ 98.31–5, 98.31–10, and 98.31–15, to

read as follows:

Subpart 98.31—Control of Pollution

From NLS Cargoes on Oceangoing

Offshore Supply Vessels

§ 98.31–5 Applicability.

This subpart applies to each offshore

supply vessel contracted for, or the keel

of which was laid, before March 15,

1996, that is oceangoing as defined in 33

CFR 151.05(j) and that carries noxious

liquid substances (NLSs) as defined in

§ 153.2 of this chapter in bulk, including

carriage in portable tanks.

§ 98.31–10 Certificate of inspection and

NLS certificate endorsements.

(a) The Coast Guard issues the

endorsed Certificate of Inspection or

NLS Certificate required by § 98.31–15

for every vessel under this subpart to

carry NLSs if the vessel—

(1) Has the Cargo Record Book

prescribed in § 153.490(a)(1) of this

chapter; and

(2) Unless it discharges no NLS

residues as defined in § 153.2 of this

chapter to the sea, meets the

requirements in §§ 153.470 through

153.491 of this chapter.

(b) Each vessel under this subpart that

does not meet the requirements in

§§ 153.470 through 153.491 of this

chapter must have a statement on its

Certificate of Inspection or NLS

Certificate stating that the vessel is

prohibited from discharging NLS

residues to the sea.

§ 98.31–15 Operating requirements.

No person may operate a vessel that

carries a bulk liquid cargo of NLS unless

the vessel—

(a) Has on board a Certificate of

Inspection and, if it is a vessel making

a foreign voyage, an NLS Certificate

endorsed under § 98.31–10 with the

name of the NLS cargo;

(b) Discharges no NLS residues to the

sea unless the vessel meets—

(1) The equipment requirements in

§ 98.31–10(a)(2); and

(2) The operating requirements

prescribed for oceangoing ships carrying

NLSs in §§ 153.901, 153.903, 153.909,

and 153.1100 through 153.1132 of this

chapter.

7. Revise parts 125 through 132, and

part 134 to read as follows:

Subchapter L—Offshore Supply Vessels

PART 125—GENERAL

Sec.

125.100 Applicability.

125.110 Carriage of flammable or

combustible liquid cargoes in bulk.

125.120 Carriage of noxious liquid

substances in bulk.

125.130 Carriage of packaged hazardous

materials.

125.140 Loadlines.

125.150 Lifesaving systems.

125.160 Definitions.

125.170 Equivalents.

125.180 Incorporation by reference.

125.190 Right of appeal.

Authority: 46 U.S.C. 2103, 3306, 3307; 49

U.S.C. App. 1804; 49 CFR 1.46.

§ 125.100 Applicability.

(a) Except as provided by paragraph

(c) of this section, this subchapter

applies to each offshore supply vessel

(OSV) of United States flag contracted

for, or the keel of which was laid, on or

after March 15, 1996.

(b) Each OSV contracted for, or the

keel of which was laid, before March 15,

1996, must be constructed and

inspected to comply with—

(1) The regulations in effect until

March 15, 1996 (46

CFR subchapter I or subchapter T, as

appropriate), as they existed at the time

of construction; or

(2) The regulations in this subchapter.

(c) Each OSV permitted

grandfathering under paragraph (b)(1) of

this section must complete construction

and have a Certificate of Inspection by

March 16, 1998.

(d) Certain regulations in this

subchapter apply only to limited

categories of OSVs. Specific statements

of applicability appear at the beginnings

of those regulations.

(e) As used in this subchapter, the

term ‘‘vessels contracted for’’ refers not

only to the contracting for the

construction of a vessel, but also to the

contracting for a major alteration to a

vessel, the contracting for the

conversion of a vessel to an offshore

supply vessel or liftboat, and the

changing of service or route of a vessel

if such changing increases or modifies

the general requirements for the vessel

or increases the hazards to which it

might be subjected.

Note: Navigation and Vessel Inspection

Circular 8–91, ‘‘Initial and Subsequent
49322 Federal Register / Vol. 62, No. 182 / Friday, September 19, 1997 / Rules and Regulations

Inspection of Uncertificated Existing

Offshore Supply Vessels, Including

Liftboats’’, contains guidance on how to

apply the regulations in 46 CFR subchapters

I and T to OSVs.

§ 125.110 Carriage of flammable or

combustible liquid cargoes in bulk.

(a) Except as provided by this section,

no OSV may carry flammable or

combustible liquid cargoes in bulk

without the approval of the

Commandant (G–MSE).

(b) An OSV may carry the following

in integral tanks:

(1) Grade-D combustible liquids listed

by § 30.25–1 of this chapter, in

quantities not to exceed 20 percent of

the vessel’s deadweight, except that the

vessel may carry drilling fluids and

excess fuel oil, Grade-E as well as

Grade-D, without limit.

(2) Grade-E combustible liquids listed

by § 30.25–1 of this chapter, in

quantities not to exceed 20 percent of

the vessel’s deadweight, except that the

vessel may carry drilling fluids and

excess fuel oil, Grade-D as well as

Grade-E, without limit.

(c) An OSV may carry the following

in fixed independent tanks on deck:

Grade-B and lower-grade flammable and

combustible liquids listed by § 30.25–1

of this chapter, in quantities not to

exceed 20 percent of the vessel’s

deadweight.

(d) An OSV may carry hazardous

materials in portable tanks, in

compliance with part 64 and subpart

98.30 of this chapter. A portable tank

may be filled or discharged aboard the

vessel if authorized by an endorsement

on the vessel’s Certificate of Inspection.

§ 125.120 Carriage of noxious liquid

substances in bulk.

(a) Except as provided by this section,

no OSV may carry a noxious liquid

substance (NLS) in bulk without the

approval of the Commandant (G–MSO).

(b) An OSV may carry in integral and

fixed independent tanks NLSs listed by

§ 153.2 of this chapter, in quantities not

to exceed 20 percent of the vessel’s

deadweight.

(c) Each OSV carrying NLSs in bulk

in integral tanks or fixed independent

tanks must—

(1) Meet the definition of oceangoing

in 33 CFR 151.05;

(2) Have a Certificate of Inspection or

NLS Certificate (issued by the Coast

Guard) endorsed with the name of the

NLS cargo; and

(3) Have the Cargo Record Book

prescribed in § 153.490(a)(1) of this

chapter.

(d) An OSV that does not meet the

equipment requirements in §§ 153.470

through 153.491 of this chapter may not

discharge NLS residues to the sea. The

vessel’s Certificate of Inspection or NLS

Certificate will contain this restriction.

(e) Each OSV that discharges NLS

residues to the sea must meet—

(1) The equipment requirements in

§§ 153.470 through 153.491 of this

chapter; and

(2) The operating requirements in

§§ 153.901, 153.903, 153.909, and

153.1100 of this chapter.

§ 125.130 Carriage of packaged hazardous

materials.

An OSV may carry packaged

hazardous materials, or hazardous

materials in portable tanks, if the

materials are prepared, loaded, and

stowed in compliance with 49 CFR parts

171 through 179, as applicable.

§ 125.140 Loadlines.

For an OSV assigned a loadline, see

subchapter E (Load Lines) of this

chapter, for special requirements on

strength, loadline markings, closure of

openings, and the like.

§ 125.150 Lifesaving systems.

Lifesaving appliances and

arrangements must comply with part

133 of this subchapter.

§ 125.160 Definitions.

Each term defined elsewhere in this

chapter for a particular class of vessel

applies to this subchapter unless a

different definition is given in this

section. As used by this subchapter—

Accommodations includes spaces

such as at least the following:

(1) A space used as a messroom.

(2) A lounge.

(3) A sitting area.

(4) A recreation room.

(5) Quarters.

(6) A toilet space.

(7) A shower room.

Anti-exposure suit means a protective

suit designed for use by rescue boat

crews and marine evacuation system

parties.

Approval series means the first six

digits of a number assigned by the Coast

Guard to approved equipment. Where

approval is based on a subpart of

subchapter Q of this chapter, the

approval series corresponds to the

number of the subpart. A listing of

approved equipment, including all of

the approval series, is published

periodically by the Coast Guard in

Equipment Lists (COMDTINST

M16714.3 series), available from the

Superintendent of Documents.

Approved means approved by the

Commandant, unless otherwise defined.

Bulkhead deck means the uppermost

deck to which transverse watertight

bulkheads and the watertight shell

extend.

Coast Guard District Commander or

District Commander means an officer of

the Coast Guard designated by the

Commandant to command activities of

the Coast Guard within a Coast Guard

district described by 33 CFR part 3,

whose duties include the inspection,

enforcement, and administration of laws

for the safety and navigation of vessels.

Coastwise refers to a route not more

than 20 nautical miles offshore on any

of the following waters:

(1) Any ocean.

(2) The Gulf of Mexico.

(3) The Caribbean Sea.

(4) The Gulf of Alaska.

(5) The Bering Sea.

(6) Such other, similar waters as may

be designated by the District

Commander.

Combustible liquid means the same as

in subpart 30.10 of this chapter.

Commandant means the Commandant

of the Coast Guard or an authorized staff

officer at Coast Guard headquarters

designated by § 1.01–05 of this chapter.

Commanding Officer, Marine Safety

Center, means an officer of the Coast

Guard designated by the Commandant

to command activities of the Coast

Guard within the Marine Safety Center,

whose duties include review of plans

for commercial vessels to ensure

compliance with applicable laws and

standards.

Crane means a revolving, gantrymounted, or other type of fixed lifting

device used for lifting or moving

equipment or supplies. It does not

include material handling equipment

used for general ship’s service, such as

lifeboat davits, chain falls, come-alongs,

or the like.

Crew means all persons carried on

board the OSV to provide navigation

and maintenance of the OSV, its

machinery, systems, and arrangements

essential for propulsion and safe

navigation or to provide services for

other persons on board.

Deadweight means, when measured in

water of specific gravity 1.025, the

difference in long tons between—

(1) The displacement of the vessel on

even trim at ‘‘lightweight’’ as defined by

subpart F of part 170 of this chapter;

and

(2) The displacement of the vessel on

even trim at the deepest load waterline.

Embarkation ladder means the ladder

provided at survival craft embarkation

stations to permit safe access to survival

craft after launching.

Embarkation station means the place

where a survival craft is boarded.

Existing offshore supply vessel is one

contracted for, or the keel of which was

laid, before March 15, 1996.

Flammable liquid means the same as

in § 30.10–22 of this chapter.
Federal Register / Vol. 62, No. 182 / Friday, September 19, 1997 / Rules and Regulations 49323

Float-free launching means that

method of launching a survival craft or

lifesaving appliance whereby the craft

or appliance is automatically released

from a sinking vessel and is ready for

use.

Gas-free means free from dangerous

concentrations of flammable or toxic

gases.

Hazardous material means the same

as in § 153.2 of this chapter.

Immersion suit means a protective

suit that reduces loss of body heat of a

person wearing it in cold water.

Inflatable appliance means an

appliance that depends upon nonrigid,

gas-filled chambers for buoyancy and

that is normally kept uninflated until

ready for use.

Inflated appliance means an

appliance that depends upon nonrigid,

gas-filled chambers for buoyancy and

that is kept inflated and ready for use at

all times.

International voyage means a voyage

between a country to which the

International Convention for the Safety

of Life at Sea, 1974, as amended

(SOLAS 74/83) applies and a port

outside that country.

Jacking system means any type of

mechanical (including hydraulic) or

electrical system used for elevating a

liftboat.

Launching appliance or launching

arrangement means the method or

devices for transferring a survival craft

or rescue boat from its stowed position

to the water. For a launching

arrangement using a davit, the term

includes the davit, winch, and falls.

Length, relative to a vessel, means the

length listed on the vessel’s certificate of

documentation or the ‘‘registered

length’’ as defined by § 69.53 of this

chapter.

Lifejacket means a flotation device

approved as a life preserver or lifejacket.

Liftboat means an OSV with movable

legs capable of raising its hull above the

surface of the sea.

Major conversion means a conversion

of a vessel that, as determined by the

Commandant—

(1) Substantially changes the

dimensions or carrying capacity of the

vessel;

(2) Changes the type of vessel;

(3) Substantially prolongs the life of

the vessel; or

(4) Otherwise so changes the vessel

that it is essentially a new vessel.

Marine evacuation system means an

appliance designed to rapidly transfer

large numbers of persons from an

embarkation station by means of a

passage to a floating platform for

subsequent embarkation into associated

survival craft, or directly into associated

survival craft.

Marine inspector means any person

authorized by the Officer in Charge,

Marine Inspection (OCMI), to perform

duties concerning the inspection,

enforcement, and administration of laws

for the safety and navigation of vessels.

Muster station means the place where

the crew and offshore workers assemble

before boarding a survival craft.

New offshore supply vessel is one—

(1) Contracted for, or the keel of

which was laid, on or after March 15,

1996; or

(2) Which underwent a major

conversion that was initiated on or after

March 15, 1996.

Novel lifesaving appliance or

arrangement means one that has new

features not fully covered by the

provisions of this part but that provides

an equal or higher standard of safety.

Noxious liquid substance or NLS

means the same as in § 153.2 of this

chapter.

Ocean refers to a route more than 20

nautical miles offshore on any of the

following waters:

(1) Any ocean.

(2) The Gulf of Mexico.

(3) The Caribbean Sea.

(4) The Gulf of Alaska.

(5) The Bering Sea.

(6) Such other, similar waters as may

be designated by the District

Commander.

OCMI means the same as Officer in

Charge, Marine Inspection.

Officer in Charge, Marine Inspection

means any person of the Coast Guard so

designated by the Commandant, to be in

charge of an inspection zone for the

performance of duties concerning the

inspection, enforcement, and

administration of laws for the safety and

navigation of vessels.

Offshore supply vessel means a vessel

that—

(1) Is propelled by machinery other

than steam;

(2) Does not meet the definition of a

passenger-carrying vessel in 46 U.S.C.

2101(22) or 46 U.S.C. 2101(35);

(3) Is more than 15 but less than 500

gross tons (as measured under the

Standard, Dual, or Simplified

Measurement System under part 69,

subpart C, D, or E, of this chapter) or is

less than 6,000 gross tons (as measured

under the Convention Measurement

System under part 69, subpart B, of this

chapter); and

(4) Regularly carries goods, supplies,

individuals in addition to the crew, or

equipment in support of exploration,

exploitation, or production of offshore

mineral or energy resources.

Offshore worker means an individual

carried aboard an OSV and employed in

a phase of exploration, exploitation, or

production of offshore mineral or energy

resources served by the vessel; but it

does not include the master or a

member of the crew engaged in the

business of the vessel, who has

contributed no consideration for

carriage aboard and is paid for services

aboard.

OSV means the same as offshore

supply vessel.

Quarters means any space where

sleeping accommodations are provided.

Rescue boat means a boat designed to

rescue persons in distress and to

marshal survival craft.

Restricted service means service in

areas within 12 hours of a harbor of safe

refuge or in areas where a liftboat may

be jacked up to meet the 100-knot-wind

severe-storm criteria of § 174.255(c) of

this chapter.

Seagoing condition means the

operating condition of the OSV with the

personnel, equipment, fluids, and

ballast necessary for safe operation on

the waters where the OSV operates.

Survival craft means a craft capable of

sustaining the lives of persons in

distress from the time of abandoning the

OSV on which the persons were

originally carried. The term includes

lifeboats, liferafts, buoyant apparatus,

and lifefloats, but does not include

rescue boats.

§ 125.170 Equivalents.

A substitution for fittings, materials,

equipment, arrangements, calculations,

information, or tests required by this

subchapter may be accepted by the

cognizant OCMI; by the Commanding

Officer, Marine Safety Center; by the

District Commander; or by the

Commandant, if the substitution

provides an equivalent level of safety.

§ 125.180 Incorporation by reference.

(a) Certain materials are incorporated

by reference into this subchapter with

the approval of the Director of the

Federal Register in compliance with 5

U.S.C. 552(a) and 1 CFR part 51. To

enforce any edition other than the one

listed in paragraph (b) of this section,

the Coast Guard must publish notice of

change in the Federal Register and the

material must be available to the public.

All approved materials are on file for

inspection at the Office of the Federal

Register, 800 North Capitol Street NW.,

suite 700, Washington, DC, and at the

U.S. Coast Guard, Office of Operating

and Environmental Standards, 2100

Second Street SW., Washington, DC

20593–0001, and are available from the

sources indicated in paragraph (b) of

this section.

(b) The materials approved for

incorporation by reference in this
49324 Federal Register / Vol. 62, No. 182 / Friday, September 19, 1997 / Rules and Regulations

subchapter, and the sections affected,

are as follows:

American Bureau of Shipping (ABS):

Two World-Trade Center, 106th Floor, New York, NY 10048

Rules for Building and Classing Steel Vessels Under 61 Meters (200 Ft) in Length (1983) ........................... 127.210

Rules for Building and Classing Steel Vessels (1995) ........................................................................................ 127.210; 129.360

Rules for Building and Classing Aluminum Vessels (1975) .............................................................................. 127.210

Rules for Building and Classing Mobile Offshore Drilling Units (1994) .......................................................... 133.140; 133.150

American National Standards Institute (ANSI):

11 West 42nd St., New York, NY 10036

B 31.1–1986, Code for Pressure Piping, Power Piping ...................................................................................... 128.240

Z 26.1–1977 (including 1980 Supplement), Safety Code for Safety Glazing Materials for Glazing Motor

Vehicles Operating on Land Highways.

127.430

American Society of Mechanical Engineers (ASME):

345 East 47th St., New York, NY 10027

Boiler and Pressure Vessel Code Section I, Power Boilers, July 1989 with 1989 addenda ............................ 128.240

American Society for Testing and Materials (ASTM):

1916 Race St., Philadelphia, PA 19103

D93–80, Standard Test Methods for Flash Point by Pensky-Martens Closed Tester ....................................... 128.310

American Yacht and Boat Council, Inc. (AYBC):

3069 Solomon’s Island Rd., Edgewater, MD 21037–1416

A–3–1993, Galley Stoves ...................................................................................................................................... 129.550

A–7–1970, Recommended Practices and Standards Covering Boat Heating Systems ..................................... 129.550

E–1–1972, Bonding of Direct-Current Systems ................................................................................................... 129.120

E–8–1994, Alternating-Current (AC) Electrical Systems on Boats .................................................................... 129.120

E–9–1990, Direct-Current (DC) Electrical Systems on Boats ............................................................................. 129.120

Institute of Electrical and Electronics Engineers (IEEE):

345 E. 47th St., New York, NY 10017

No. 45–1977, Recommended Practice for Electric Installations on Shipboard ................................................ 129.340

International Maritime Organization (IMO):

Publications Section, 4 Albert Embankment, London SE1 7SR, England

Resolution A.520(13), Code of Practice for the Evaluation, Testing and Acceptance of Prototype Novel

Life-saving Appliances and Arrangements, dated 17 November 1983.

133.40

Resolution A.658(16), ‘‘Use and Fitting of Retro-Reflective Materials on Life-saving Appliances’’, dated

20 November 1989.

131.855; 131.875; 133.70

Resolution A.760(18), ‘‘Symbols Related to Life-Saving Appliances and Arrangements’’, dated 17 November 1993.131.875; 133.70; 133.90

International Convention for the Safety of Life at Sea (SOLAS), Consolidated Edition, 1992 ....................... 126.170

National Fire Protection Association (NFPA):

1 Batterymarch Park, Quincy, MA 02269–9101

NFPA 70, National Electrical Code, 1993 Edition .............................................................................................. 129.320; 129.340; 129.370

NFPA 306, Control of Gas Hazards on Vessels, 1993 Edition ........................................................................... 126.160

NFPA 1963, Fire Hose Connections, 1993 Edition ............................................................................................ 132.130

NFPA 10, Standard for Portable Fire Extinguishers, 1994 Edition ................................................................... 132.350

NFPA 302—Fire Protection Standard for Pleasure and Commercial Motor Craft, 1994 Edition .................... 129.550

Underwriters Laboratories, Inc. (UL):

333 Pfingsten Rd., Northbrook, IL 60062

UL 19–1992, Lined Fire Hose and Hose Assemblies ......................................................................................... 132.130

UL 486A–1992, Wire Connectors and Soldering Lugs for Use with Copper Conductors ............................... 129.340

UL 489–1995, Molded-Case Circuit Breakers and Circuit-Breaker Enclosures ................................................ 129.380

UL 57–1976, Electric Lighting Fixtures .............................................................................................................. 129.410

UL 595–1991, Marine-Type Electric Lighting Fixtures ...................................................................................... 129.410

UL 1570–1995, Fluorescent Lighting Fixtures .................................................................................................... 129.410

UL 1571–1995, Incandescent Lighting Fixtures ................................................................................................. 129.410

UL 1572–1995, High Intensity Discharge Lighting Fixtures .............................................................................. 129.410

UL 1573–1995, Stage and Studio Lighting Units ............................................................................................... 129.410

UL 1574–1995, Track Lighting Systems .............................................................................................................. 129.410

§ 125.190 Right of appeal.

Any person directly affected by a

decision or action taken under this part,

by or on behalf of the Coast Guard, may

appeal from the decision or action in

compliance with subpart 1.03 of this

chapter.

PART 126—INSPECTION AND

CERTIFICATION

Subpart A—General

Sec.

126.100 Inspector not limited.

126.110 Inspection after accident.

126.120 Permit to proceed to another port

for repairs.

126.130 Cranes.

126.140 Drydocking.

126.150 Repairs and alterations.

126.160 Tests and inspections during

repairs or alterations, or during riveting,

welding, burning, or other hot work.

126.170 Carriage of offshore workers.

126.180 Carriage of passengers.

Subpart B—Certificate of Inspection

126.210 When required.

126.220 Description.

126.230 How to obtain or renew.

126.240 Posting.

126.250 Period of validity.

126.260 Temporary Certificate.

126.270 Amendment.
Federal Register / Vol. 62, No. 182 / Friday, September 19, 1997 / Rules and Regulations 49325

Subpart C—Initial Inspection

126.310 Prerequisite to Certificate of

Inspection.

126.320 When made.

126.330 Plans.

126.340 Scope.

126.350 Specific tests and inspections.

Subpart D—Inspection for Certification

126.410 Prerequisite to reissuance of

Certificate of Inspection.

126.420 When made.

126.430 Scope.

126.440 Lifesaving equipment.

126.450 Fire-extinguishing equipment.

126.460 Tanks for dry bulk cargo.

126.470 Marine-engineering systems.

Subpart E—Reinspection

126.510 When made.

126.520 Scope.

126.530 Alternative midperiod

examination.

Authority: 46 U.S.C. 3306; 33 U.S.C.

1321(j); E.O. 12777, 3 CFR, 1991 Comp., p.

351; 49 CFR 1.46.

Subpart A—General

§ 126.100 Inspector not limited.

Nothing in this part shall be

construed as limiting the inspector from

making such tests or inspections as he

deems necessary to be assured of the

safety and seaworthiness of the vessel.

§ 126.110 Inspection after accident.

(a) The owner or operator of an OSV

shall make the vessel available for

inspection by a marine inspector—

(1) Each time an accident occurs, or

a defect is discovered that affects—

(i) The safety of the vessel; or

(ii) The effectiveness or completeness

of its lifesaving, fire-fighting, or other

equipment; or

(2) Whenever any important repairs or

renewals are made.

(b) The inspection is to ensure that—

(1) The necessary repairs or renewals

have been effectively made;

(2) The material and workmanship

used to accomplish the repairs or

renewals are satisfactory; and

(3) The OSV complies with the

regulations in this subchapter.

§ 126.120 Permit to proceed to another

port for repairs.

(a) The cognizant OCMI may issue a

permit to proceed to another port for

repair if in the judgment of this OCMI

the vessel can complete the trip safely

even though the Certificate of Inspection

has expired or is about to expire.

(b) A ‘‘Permit to Proceed to another

Port for Repairs’’, Form CG–948, will be

issued by the cognizant OCMI to the

owner, operator, or master of the OSV

and states the conditions under which

the vessel may proceed to another port.

The Permit will be issued only upon the

written application of the owner,

operator, or master, and only after the

surrender of the vessel’s Certificate of

Inspection to the cognizant OCMI.

(c) The Permit will state on its face

the conditions under which it is issued

and whether the OSV may carry cargo,

goods, supplies, equipment, or offshore

workers.

(d) The Permit must be readily

available aboard the OSV.

§ 126.130 Cranes.

(a) Except as provided by paragraph

(b) of this section, cranes, if installed,

must comply with §§ 107.258 through

107.260, 108.601, 109.437, 109.439,

109.521, 109.525, and 109.527 of this

chapter.

(b) The manufacturer of a crane may

have tests and inspections conducted in

compliance with § 107.259 of this

chapter, if the surveyor conducting

them for the American Bureau of

Shipping or the International Cargo Gear

Bureau certifies their conduct as

required by § 107.259(c) of this chapter.

§ 126.140 Drydocking.

(a) Unless one or more extensions are

authorized by the Commandant (G–

MOC), each OSV must be placed in

drydock or hauled out for examination

twice each 5 years with no interval

between examinations exceeding 3

years.

(b) The owner or operator shall notify

the cognizant OCMI whenever the OSV

is drydocked for any reason. This OCMI,

upon notification, will determine

whether to assign a marine inspector to

examine the underwater hull of the

vessel.

(c) The internal structural members of

an OSV must be examined at the same

intervals required for drydocking by

paragraph (a) of this section.

(d) At each drydocking required by

paragraph (a) of this section, for an OSV

of 100 or more gross tons, a tailshaft

survey must be conducted as required

by § 61.20–15 of this chapter.

(e) At each drydocking required by

paragraph (a) of this section, for an OSV

of less than 100 gross tons, the propeller

or tailshaft must be drawn for

examination if the cognizant OCMI

deems drawing it necessary.

§ 126.150 Repairs and alterations.

(a) Except in an emergency, no repairs

or alterations to the hull or machinery,

or to equipment that affects the safety of

the OSV, may be made without notice

to the cognizant OCMI in the inspection

zone where the repairs or alterations are

to be made. When the repairs or

alterations have been made, notice must

be given to this OCMI as soon as

practicable.

(b) When emergency repairs or

alterations have been made as permitted

under paragraph (a) of this section, the

master, owner, or operator must notify

this OCMI as soon as practicable after

the emergency.

(c) Except as provided by paragraphs

(b) and (e) of this section, drawings of

repairs or alterations must be approved,

before work starts, by the cognizant

OCMI or, when necessary, by the

Commanding Officer, Marine Safety

Center (CO, MSC). Drawings will not be

needed if deemed unnecessary by this

OCMI or by the CO, MSC.

(d) When the cognizant OCMI deems

inspection necessary, the repairs or

alterations must be inspected by a

marine inspector.

(e) Submission of drawings is not

required for repairs in kind, but the

applicable drawings approved under

subpart A of part 127 of this subchapter

must be made available to the marine

inspector upon request.

§ 126.160 Tests and inspections during

repairs or alterations, or during riveting,

welding, burning, or other hot work.

(a) NFPA 306 must be used as a guide

in conducting the examinations and

issuances of certificates required by this

section.

(b) Until an examination has

determined that work can proceed

safely, no riveting, welding, burning, or

other hot work may commence.

(c) Each examination must be

conducted as follows:

(1) At any port or site inside the

United States or its territories and

possessions, a marine chemist certified

by the NFPA must make the

examination. If the services of such a

chemist are not reasonably available, the

cognizant OCMI, upon the

recommendation of the contractor and

the owner or operator of the OSV, may

authorize another person to make the

examination. If this indicates that a

repair or alteration, or hot work, can be

undertaken safely, the person

performing the examination shall issue

a certificate, setting forth the spaces

covered and any necessary conditions to

be met, before the work starts. These

conditions must include any

requirements necessary to maintain safe

conditions in the spaces covered and

must include any necessary further

examinations and certificates. In

particular the conditions must include

precautions necessary to eliminate or

minimize hazards caused by protective

coatings or by cargo residues.

(2) At any port or site outside the

United States or its territories and

possessions, where the services of a

certified marine chemist or other person
49326 Federal Register / Vol. 62, No. 182 / Friday, September 19, 1997 / Rules and Regulations

authorized by the cognizant OCMI are

not reasonably available, the master,

owner, or operator of the vessel shall

make the examination and a proper

entry in the OSV’s logbook.

(d) The master shall obtain a copy of

each certificate issued by the person

making the examination described in

paragraph (c)(1) of this section. The

master, through and for the persons

under his control, shall maintain safe

conditions aboard the OSV by full

observance of each condition to be met,

listed in the certificate issued under

paragraph (c)(1) of this section.

§ 126.170 Carriage of offshore workers.

(a) Offshore workers may be carried

aboard an OSV in compliance with this

subchapter. The maximum number of

offshore workers authorized for carriage

will be endorsed on the vessel’s

Certificate of Inspection; but in no case

will the number of offshore workers

authorized for carriage exceed 36.

(b) No more than 12 offshore workers

may be carried aboard an OSV

certificated under this subchapter when

on an international voyage, unless the

vessel holds a valid passenger-shipsafety certificate (Form CG–968) issued

in compliance with the International

Convention for the Safety of Life at Sea,

1974, as amended (SOLAS 74/83).

§ 126.180 Carriage of passengers.

No passengers as defined by 46 U.S.C.

2101(21)(B) may be carried aboard an

OSV except in an emergency.

Subpart B—Certificate of Inspection

§ 126.210 When required.

Except as provided by §§ 126.120 and

126.260, no OSV may be operated

without a valid Certificate of Inspection.

§ 126.220 Description.

The Certificate of Inspection issued to

an OSV specifies the vessel, the route it

may travel, the minimum manning it

requires, the minimum fireextinguishing and lifesaving equipment

it must carry, the maximum number of

offshore workers and of total persons it

may carry, the name of its owner and

operator, and such other conditions as

the cognizant OCMI may determine.

§ 126.230 How to obtain or renew.

(a) A builder, owner, master, or

operator may begin to obtain or to renew

a Certificate of Inspection by submitting

an ‘‘Application for Inspection of U.S.

Vessel,’’ Form CG–3752, to the OCMI of

the marine inspection zone in which the

inspection is to be made. Form CG–3752

is available from any Marine Safety or

Marine Inspection Office of the U.S.

Coast Guard.

(b) The application for initial

inspection of an OSV being newly

constructed or undergoing a major

conversion must be submitted before the

start of construction or conversion.

(c) The construction, arrangement,

and equipment of each OSV must be

acceptable to the cognizant OCMI for

the issuance of the initial Certificate of

Inspection. Acceptance depends on the

information, specifications, drawings,

and calculations available to this OCMI,

and on the successful completion of the

initial inspection for certification.

(d) A Certificate of Inspection is

renewed by the issuance of a new

Certificate of Inspection.

(e) The condition of the OSV and its

equipment must be acceptable to the

cognizant OCMI for the renewal of the

Certificate of Inspection. Acceptance

depends on the condition of the vessel

as found at the periodic inspection for

certification.

§ 126.240 Posting.

The Certificate of Inspection must be

framed under glass or other suitable

transparent material and posted in a

conspicuous place aboard the OSV so

that each page is visible.

§ 126.250 Period of validity.

(a) A Certificate of Inspection is valid

for 2 years.

(b) A Certificate of Inspection may be

suspended and withdrawn or revoked

by the cognizant OCMI at any time for

noncompliance with the requirements

of this subchapter or other applicable

laws.

§ 126.260 Temporary Certificate.

If necessary to prevent delay of the

OSV, a ‘‘Temporary Certificate of

Inspection,’’ Form CG–854, containing

information listed by § 126.220 may be

issued pending the issuance and

delivery of the regular Certificate of

Inspection. A Temporary Certificate

must be carried in the same manner as

the regular Certificate.

§ 126.270 Amendment.

(a) An amended Certificate of

Inspection may be issued at any time by

any OCMI. The amended Certificate of

Inspection replaces the original, but the

expiration date remains the same as that

of the original. An amended Certificate

of Inspection may be issued to authorize

and record a change in the dimensions,

gross tonnage, owner, operator,

manning, offshore workers permitted,

route permitted, conditions of

operations, equipment, or the like from

that specified in the current Certificate

of Inspection.

(b) A request for an amended

Certificate of Inspection must be made

to the cognizant OCMI by the owner or

operator of the vessel at any time there

is a change in the character of a vessel

or in its route, equipment, ownership,

operation, or similar factors specified in

its current Certificate of Inspection.

(c) The cognizant OCMI may require

an inspection before issuing an

amended Certificate of Inspection.

Subpart C—Initial Inspection

§ 126.310 Prerequisite to Certificate of

Inspection.

The initial inspection is a prerequisite

to the issuance of the original Certificate

of Inspection.

§ 126.320 When made.

(a) No initial inspection occurs until

after receipt of the written application of

the owner or builder of the vessel to the

OCMI in whose zone the vessel is

located. The application must be on

Form CG–3752, ‘‘Application for

Inspection of U.S. Vessel.’’

(b) The initial inspection occurs at a

time and place agreed to by the party

requesting the inspection and by the

cognizant OCMI. The owner or the

builder, or a representative of either,

must be present during the inspection.

§ 126.330 Plans.

Before construction starts, the owner,

operator, or builder shall develop plans

indicating the proposed arrangement

and construction of the vessel. (The list

of plans to be developed and the

required disposition of these plans

appears in part 127 of this subchapter.)

§ 126.340 Scope.

The initial inspection normally

consists of a series of inspections

conducted during the construction of

the vessel. This inspection determines

whether the vessel was built to comply

with developed plans and in

compliance with applicable law. Items

normally included in this inspection are

all the items listed in § 126.430 and in

addition the marine inspector verifies

that the arrangement of the vessel

conforms to the approved plans, that

acceptable material is used in the

construction of the vessel, and that the

workmanship meets required standards

for marine construction. The owner or

builder shall make the vessel available

for inspection at each stage of

construction specified by the cognizant

OCMI.

§ 126.350 Specific tests and inspections.

(a) The applicable tests and

inspections set forth in subpart D of this

part must be made during the initial

inspection.
Federal Register / Vol. 62, No. 182 / Friday, September 19, 1997 / Rules and Regulations 49327

(b) The following specific tests and

inspections must also be conducted in

the presence of the marine inspector:

(1) Installation of piping for gaseous

fixed fire-extinguishing (see § 95.15–15

of this chapter).

(2) Hydraulic steering-systems. If

fitted with manual operation, these

systems must be tested in the manual

mode, with the hydraulic pumps

secured, for smooth, efficient operation

by one person.

Subpart D—Inspection for Certification

§ 126.410 Prerequisite to reissuance of

Certificate of Inspection.

An inspection for certification is a

prerequisite to the reissuance of a

Certificate of Inspection.

§ 126.420 When made.

No inspection for certification occurs

until after receipt of the written

application of the owner, builder,

master, or operator of the vessel by the

OCMI in whose zone the vessel is

located. The application must be on the

‘‘Application for Inspection of U.S.

Vessel’’, Form CG–3752.

§ 126.430 Scope.

The inspection for certification is

made by a marine inspector to

determine whether the vessel is in a safe

and seaworthy condition. The owner or

builder shall make the vessel and its

equipment available for inspection,

including the following items:

(a) Structure.

(b) Watertight integrity.

(c) Pressure vessels and their

appurtenances.

(d) Piping.

(e) Main and auxiliary machinery.

(f) Steering apparatus.

(g) Electrical installations.

(h) Lifesaving equipment.

(i) Work vests.

(j) Fire-detecting and fireextinguishing equipment.

(k) Pollution-prevention equipment.

(l) Sanitary condition.

(m) Fire hazards.

(n) Verification of validity of

certificates required and issued by the

Federal Communications Commission.

(o) Lights and signals as required by

the applicable navigational rules.

(p) Tests and inspections of cranes in

compliance with § 126.130.

§ 126.440 Lifesaving equipment.

At each inspection for certification,

the tests and inspections specified by

§ 91.25–15 of this chapter must occur in

the presence of a marine inspector, or as

otherwise directed by the cognizant

OCMI.

§ 126.450 Fire-extinguishing equipment.

At each inspection for certification,

the marine inspector determines

whether the tests and inspections

required by § 132.350 of this subchapter

have been performed.

§ 126.460 Tanks for dry bulk cargo.

The owner shall ensure that tanks for

dry bulk cargo that are pressure vessels

are inspected for compliance with

§ 61.10–5(b) of this chapter.

§ 126.470 Marine-engineering systems.

The inspection procedures for marineengineering systems contained in

subchapter F of this chapter apply.

Subpart E—Reinspection

§ 126.510 When made.

(a) Except as provided by § 126.530 of

this subpart, at least one reinspection

must be made of each vessel holding a

Certificate of Inspection. The owner,

master, or operator shall arrange for the

reinspection between the tenth and

fourteenth months of the period for

which the Certificate of Inspection is

valid.

(b) The owner, master, or operator

shall make the vessel available for the

reinspection at a time and place

acceptable to the cognizant OCMI, but

no written application is necessary.

§ 126.520 Scope.

In general, the reinspection goes into

less detail than that described by

§ 126.430 of this part for the inspection

for certification, unless the cognizant

OCMI or marine inspector determines

that a major change has occurred since

the last inspection.

§ 126.530 Alternative midperiod

examination.

(a) The owner, master, or operator of

an OSV of less than 400 gross tons may

ask the cognizant OCMI to arrange an

alternative midperiod examination. The

request must go to the cognizant OCMI

assigned responsibility for inspections

in the country in which the vessel is

operating and will be examined. To

qualify for the alternative midperiod

examination, the vessel must meet the

following requirements:

(1) The request must be in writing and

be received by this OCMI before the end

of the twelfth month of the period for

which the Certificate of Inspection is

valid.

(2) The vessel is likely to be

continuously employed outside of the

United States during the tenth through

the fourteenth month of validity of its

Certificate of Inspection.

(b) In determining whether to

authorize the alternative midperiod

examination, this OCMI considers the

following:

(1) Information contained in previous

examination reports on inspection and

drydock, including the

recommendation, if any, of the then

cognizant OCMI for participation in the

alternative midperiod examination.

(2) The nature, number, and severity

of marine casualties or accidents, as

defined by § 4.03–1 of this chapter,

involving the vessel in the 3 years

preceding the request.

(3) The nature, number, and gravity of

any outstanding inspection

requirements for the vessel.

(4) The owner’s or operator’s history

of compliance and cooperation in such

alternative midperiod examinations,

including:

(i) The prompt correction of

deficiencies.

(ii) The reliability of previously

submitted reports on such alternative

midperiod examinations.

(iii) The reliability of representations

that the vessel would be, and was,

employed outside of the United States

for the tenth through the fourteenth

month of validity of its Certificate of

Inspection.

(c) This OCMI provides the applicant

with written authorization, if any, to

proceed with the alternative midperiod

examination, including, when

appropriate, special instructions.

(d) The following conditions must be

met for the alternative midperiod

examination to be accepted instead of

the reinspection required by § 126.510

of this subpart:

(1) The alternative midperiod

examination must occur between the

tenth and fourteenth months of validity

of the Certificate of Inspection.

(2) The reinspection must be of the

scope detailed by § 126.520 of this

subpart and must be made by the

master, owner, or operator of the vessel,

or by a designated representative of the

owner or operator.

(3) Upon completion of the alternative

midperiod examination, the person or

persons making the examination shall

prepare a comprehensive report

describing the conditions found. This

report must contain sufficient detail to

let this OCMI determine whether the

vessel is fit for the service and route

specified on the Certificate of

Inspection. This report must include

subsidiary reports and receipts

documenting the servicing of lifesaving

and fire-protection equipment, and any

photographs or sketches necessary to

clarify unusual circumstances. Each

person preparing this report shall sign it

and certify that the information in it is

complete and accurate.
49328 Federal Register / Vol. 62, No. 182 / Friday, September 19, 1997 / Rules and Regulations

(4) Unless the master of the vessel

participated in the alternative

midperiod examination and the

preparation of the comprehensive

report, the master shall review the

report for completeness and accuracy.

The master shall sign the report to

indicate review and shall forward it to

the owner or operator of the vessel, who

asked for the examination.

(5) The owner or operator of a vessel

examined under this section shall

review and submit the comprehensive

report, required by paragraph (d)(3) of

this section, to this OCMI. The report

must reach this OCMI before the first

day of the sixteenth month of validity of

the Certificate of Inspection. The

forwarding letter or endorsement must

be certified and must contain the

following information:

(i) That the person or persons who

made the alternative midperiod

examination acted on behalf of the

vessel’s owner or operator.

(ii) That the report was reviewed by

the owner or operator.

(iii) That the discrepancies noted

during the reinspection have been

corrected, or will be within a stated

time.

(iv) That the owner or operator has

sufficient personal knowledge of

conditions aboard the vessel at the time

of the reinspection, or has conducted

inquiries necessary, to justify forming a

belief that the report is complete and

accurate.

(e) The form of certification required

under this section, for the alternative

midperiod examination, is as follows:

I certify that to the best of my knowledge

and belief the above is complete and

accurate.

(f) Deficiencies and hazards

discovered during the alternative

midperiod examination made pursuant

to this section must be corrected if

practicable, before the submittal of the

report to this OCMI in compliance with

paragraph (d)(5) of this section.

Deficiencies and hazards not corrected

by the time the report is submitted must

be noted in the report as ‘‘outstanding.’’

Upon receipt of a report indicating any

outstanding deficiency or hazard, this

OCMI will inform the owner or operator

of the OSV in writing of the time

allowed to correct each deficiency and

hazard and of the method for

establishing that each has been

corrected. When any deficiency or

hazard remains uncorrected or

uneliminated after this time allowed,

this OCMI will initiate appropriate

enforcement.

(g) Upon receipt of the report, this

OCMI will evaluate it and determine:

(1) Whether the cognizant OCMI

accepts the alternative midperiod

examination instead of the reinspection

required by § 126.510 of this subpart.

(2) Whether the vessel is in

satisfactory condition.

(3) Whether the vessel continues to be

reasonably fit for its intended service

and route.

(h) This OCMI may require further

information necessary for the

determinations required by this section.

He or she will inform the owner or

operator of the vessel in writing of these

determinations.

(i) If this OCMI, in compliance with

paragraph (g) of this section, does not

accept the alternative midperiod

examination instead of the reinspection

required by § 126.510 of this subpart, he

or she will require reinspection of the

vessel as soon as practicable. He or she

will inform the owner or operator of the

vessel in writing that the examination is

not acceptable and that a reinspection is

necessary. The owner, master, or

operator shall make the vessel available

for the reinspection at a time and place

agreeable to this OCMI.

PART 127—CONSTRUCTION AND

ARRANGEMENTS

Subpart A—Plan Approval

Sec.

127.100 General.

127.110 Plans and specifications required

for new construction.

127.120 Procedure for submittal of plans.

Subpart B—Particular Construction and

Arrangements

127.210 Structural standards.

127.220 General fire protection.

127.230 Subdivision and stability.

127.240 Means of escape.

127.250 Ventilation for enclosed spaces.

127.260 Ventilation for accommodations.

127.270 Location of accommodations and

pilothouse.

127.280 Construction and arrangement of

quarters for crew members and

accommodations for offshore workers.

Subpart C—Rails and Guards

127.310 Where rails required.

127.320 Storm rails.

127.330 Guards in dangerous places.

Subpart D—Construction of Windows,

Visibility, and Operability of Coverings

127.410 Safety-glazing materials.

127.420 Strength.

127.430 Visibility from pilothouse.

127.440 Operability of window coverings.

Authority: 46 U.S.C. 3306; 49 CFR 1.46.

Subpart A—Plan Approval

§ 127.100 General.

Plans listed by § 127.110 of this

subpart must be submitted for approval

after the owner or builder applies for

inspection in compliance with § 126.320

of this subchapter.

§ 127.110 Plans and specifications

required for new construction.

Each applicant for approval of plans

and for an original Certificate of

Inspection shall submit three copies of

the following:

(a) General.

(1) Specifications (information only).

(2) General Arrangement Plans.

(3) Safety Plan (Fire-Control Plan), for

OCMI review and approval.

(b) Hull structure.

(1) Midship Section.

(2) Booklet of Scantling Plans.

(c) Subdivision and stability. [For

plans required for subdivision and

stability, see subchapter S of this

chapter.]

(d) Marine engineering.

(1) Piping diagrams of each Class I

systems.

(2) Piping diagrams of the following

Class II systems (the builder’s

certification of Class II non-vital piping

systems must accompany the piping

diagrams in compliance with

§ 128.220(c) of this subchapter):

(i) Systems for fill, transfer, and

service of fuel oil.

(ii) Fire-main and fixed gaseous fireextinguishing systems.

(iii) Bilge systems.

(iv) Ballast systems.

(v) Fluid-driven power and control

systems.

(vi) Through-hull penetrations and

shell connections.

(vii) Sanitary systems.

(viii) Vents, sounding tubes, and

overflows.

(ix) Compressed-air systems.

(3) Steering and steering-control

systems.

(4) Propulsion and propulsion-control

systems.

(5) Piping diagrams of each system

containing any flammable, combustible,

or hazardous liquid including—

(i) Cargo-oil systems;

(ii) Systems for combustible drillingfluid (such as oil-based liquid mud);

and

(iii) Cargo-transfer systems for fixed

independent or portable tanks.

(e) Electrical engineering.

(1) For each vessel of less than 100

gross tons, the following plans must be

submitted:

(i) Arrangement of electrical

equipment (plan and profile) with

equipment identified as necessary to

show compliance with this subchapter.

(ii) Electrical one-line diagram that

includes wire types and sizes,

overcurrent-device rating and setting,

and type of electrical-equipment
Federal Register / Vol. 62, No. 182 / Friday, September 19, 1997 / Rules and Regulations 49329

enclosure (drip-proof, watertight, or the

like).

(iii) Switchboard plans required by

paragraphs (e) and (f) of § 110.25–1 of

this chapter.

(2) For each vessel of 100 or more

gross tons, the plans required by

§ 110.25 of this chapter must be

submitted.

(f) Automation. For each vessel of 100

or more gross tons, where automated

systems are provided to replace specific

personnel in the control and observation

of the propulsion systems and

machinery spaces, or to reduce the level

of crew associated with the engine

department, the following plans must be

submitted:

(1) Plans necessary to demonstrate

compliance with subpart D of part 130

of this subchapter.

(2) Automation-test procedure.

(3) Operations manual.

§ 127.120 Procedure for submittal of plans.

If a vessel is to be constructed,

altered, or repaired, the plans,

information, and calculations required

by this part must be submitted to—

(a) The OCMI in the zone where the

vessel is to be constructed, altered, or

repaired; or

(b) The Commanding Officer, Marine

Safety Center, 400 Seventh Street SW.,

Washington, DC 20590–0001.

Subpart B—Particular Construction

and Arrangements

§ 127.210 Structural standards.

(a) Except as provided by paragraphs

(b) and (c) of this section, compliance

with the construction and structural

rules established by the American

Bureau of Shipping and incorporated by

reference in § 125.180 is acceptable for

the design and construction of an OSV.

(b) The current standards of other

recognized classification societies, or

any other established current standard,

may also be used upon approval by the

Commandant (G–MSE).

(c) If no established current standard

for design is used, detailed design

calculations must be submitted with the

plans required by § 127.110 of this part.

(d) The plans required by § 127.110 of

this part should specify their standard

for design.

§ 127.220 General fire protection.

(a) Each vessel must be designed and

constructed to minimize fire hazards, as

far as reasonable and practicable.

(b) Exhausts of internal-combustion

engines, galley uptakes, and similar

sources of ignition must be kept clear of

and insulated from woodwork and other

combustible matter.

(c) Paint lockers and similar

compartments must be constructed of

steel or be wholly lined with steel.

(d) Except as provided by paragraph

(e) of this section, when a compartment

containing the emergency source of

electric power, or vital components of

that source, adjoins a space containing

either the ship’s service generators or

machinery necessary for the operation

of the ship’s service generators, each

common bulkhead and deck must be of

‘‘A–60’’ Class construction as defined by

§ 72.05–10 of this chapter.

(e) The ‘‘A–60’’ Class construction

required by paragraph (d) of this section

is unnecessary if the emergency source

of electric power is in a ventilated

battery locker that—

(1) Is located above the main deck;

(2) Is located in the open; and

(3) Has no boundaries contiguous

with other decks or bulkheads.

§ 127.230 Subdivision and stability.

Each vessel must meet the applicable

requirements in subchapter S of this

chapter.

§ 127.240 Means of escape.

(a) Except as provided by paragraphs

(l) and (m) of this section, there must be

at least two means of escape, exclusive

of windows and portholes, from each of

the following spaces:

(1) Each space accessible to offshore

workers.

(2) Crew accommodations and each

space where the crew may normally be

employed.

(b) At least one of the two means of

escape must—

(1) Be independent of watertight

doors in bulkheads required by part 174

of this chapter to be watertight; and

(2) Lead as directly to the open deck

as practicable.

(c) The two means of escape required

by paragraph (a) of this section must be

widely separated and, if possible, at

opposite ends or sides of the space, to

minimize the possibility that one

incident will block both escapes.

(d) Except as provided by paragraph

(e) of this section, a vertical ladder

ending at a deck scuttle may not be

either of the means of escape required

by paragraph (a) of this section.

(e) A vertical ladder ending at a deck

scuttle may be the second means of

escape if the—

(1) Primary means of escape is a

stairway or passageway;

(2) Installation of another stairway or

passageway is impracticable;

(3) Scuttle is located where stowed

deck cargo could not interfere;

(4) Scuttle is fitted with a quick-acting

release, and with a hold-back device to

hold it open; and

(5) Scuttle meets the requirements for

location, strength, and height of

coaming in subchapter E of this chapter.

(f) Each vertical ladder must—

(1) Have rungs that are—

(i) At least 410 millimeters (16 inches)

long;

(ii) At most 300 millimeters (12

inches) apart, uniform for the length of

the ladder; and

(iii) At least 180 millimeters (7

inches) from the nearest permanent

object in back of the ladder;

(2) Have at least 115 millimeters (41⁄2

inches) of clearance above each rung;

(3) Be made of incombustible

materials; and

(4) Have an angle of inclination with

the horizontal, greater than 70 degrees

but not more than 90 degrees.

(g) No means may be provided for

locking any interior door giving access

to either of the two required means of

escape, except that a crash door or

locking-device, capable of being easily

forced in an emergency, may be

employed if a permanent and

conspicuous notice to this effect is

attached to both sides of the door. A

means may be provided for locking an

exterior door to a deckhouse if the door

is—

(1) Locked only by a key under the

control of one of the OSV’s officers; and

(2) Always operable from the inside.

(h) Each passageway or stairway must

be wide enough to provide an effective

means of escape for the number of

persons having access to it even if each

person is wearing a lifejacket. There

must be no protrusions in the means of

escape that could cause injury, ensnare

clothing, or damage lifejackets.

(i) No interior stairway, other than

within the machinery spaces or cargo

holds, may be less than 710 millimeters

(28 inches) wide. The angle of

inclination of each stairway with the

horizontal must not exceed 50 degrees.

(j) No dead-end passageway, or

equivalent, may be more than 13.1

meters (40 feet) in length.

(k) Vertical access must be provided

between the various weather decks by

means of vertical or permanently

inclined ladders. The angles of

inclination of the inclined ladders with

the horizontal must not exceed 70

degrees, except that vertical ladders may

be used for access to pilot-house tops

and other house tops used only for

weather protection.

(l) Only one means of escape need be

provided from each of the spaces

stipulated in paragraph (a) of this

section, provided the maximum area of

each space is less than 28 square meters

(300 square feet) and the maximum

dimension (length, breadth, or depth) of
49330 Federal Register / Vol. 62, No. 182 / Friday, September 19, 1997 / Rules and Regulations

each space is less than 6 meters (20

feet).

(m) Alternative means of escape from

spaces may be provided if acceptable to

the cognizant OCMI.

§ 127.250 Ventilation for enclosed spaces.

(a) Each enclosed space within the

vessel must be properly vented or

ventilated. Means must be provided for

closing each vent and ventilator.

(b) Means must be provided for

stopping each fan in a ventilation

system serving machinery and cargo

spaces and for closing, in case of fire,

each doorway, ventilator, and annular

space around funnels and other

openings into such spaces.

§ 127.260 Ventilation for accommodations.

(a) Each accommodation space must

be adequately ventilated in a manner

suitable for the purpose of the space.

(b) Each vessel of 100 or more gross

tons must be provided with a

mechanical ventilation system unless

the cognizant OCMI is satisfied that a

natural system, such as opening

windows, portholes, or doors, will

accomplish adequate ventilation in

ordinary weather.

§ 127.270 Location of accommodations

and pilothouse.

(a) Neither quarters for crew members

or offshore workers nor the pilothouse

may be located forward of the collision

bulkhead required by § 174.190 of this

chapter.

(b) Except as provided in paragraph

(c) of this section, no part of any deck

with accommodations for crew members

or offshore workers may be below the

deepest load waterline.

(c) Any deck with accommodations

for crew members or offshore workers

may be below the deepest load

waterline if—

(1) The vessel complies with the

damage-stability requirements in

§ 174.205 of this chapter; and

(2) The deck head of the space is not

below the deepest load waterline.

(d) No hawse pipe or chain pipe may

pass through accommodations for crew

members or offshore workers.

(e) There must be no direct access,

except through solid, close-fitted doors

or hatches, between accommodations

and chain lockers, cargo spaces, or

machinery spaces.

(f) No sounding tubes, or vents from

fuel-oil or cargo-oil tanks may open into

accommodations for crew members or

offshore workers, except that sounding

tubes may open into passageways.

(g) No access openings from fuel-oil or

cargo-oil tanks may open into quarters

for crew members or offshore workers.

(h) Quarters for crew members must

be separate from and independent of

those for offshore workers unless the

cognizant OCMI approves an alternative

arrangement.

§ 127.280 Construction and arrangement

of quarters for crew members and

accommodations for offshore workers.

(a) The following requirements apply

to quarters for crew members on each

vessel of 100 or more gross tons:

(1) Quarters for crew members must

be divided into staterooms none of

which berths more than four members.

(2) Each stateroom for use by crew

members must—

(i) Have clear headroom of at least 1.9

meters (6 feet, 3 inches); and

(ii) Contain at least 2.8 square meters

(30 square feet) of deck and at least 6

cubic meters (210 cubic feet) of space

for each member accommodated. The

presence in a stateroom of equipment

for use by the occupants does not

diminish the area or volume of the

room.

(3) There must be at least one toilet,

one washbasin, and one shower or

bathtub for every eight or fewer crew

members who do not occupy a

stateroom to which a private or a

semiprivate facility is attached.

(b) The following requirements apply

to accommodations for offshore workers

on each vessel of 100 or more gross tons:

(1) Each offshore worker aboard must

be provided with adequate fixed seating.

The width of each seat should be at least

460 millimeters (18 inches). The spacing

of fixed seating must be sufficient to

allow ready escape in case of fire or

other emergency. The following are

minimal requirements:

(i) Aisles 4.6 meters (15 feet) in length

or less must not be less than 610

millimeters (24 inches) wide.

(ii) Aisles more than 4.6 meters (15

feet) in length must not be less than 760

millimeters (30 inches) wide.

(iii) Where the seating is in rows, the

distance from seat front to seat front

must not be less than 760 millimeters

(30 inches).

(2) If the intended operation of a

vessel is to carry offshore workers

aboard for more than 24 hours, quarters

for them must be provided. Each

stateroom for use by them must—

(i) Berth no more than six workers;

(ii) Have clear headroom of at least 1.9

meters (6 feet, 3 inches); and

(iii) Contain at least 1.9 square meters

(20 square feet) of deck and at least 4

cubic meters (140 cubic feet) of space

for each worker accommodated. The

presence in a stateroom of equipment

for use by the occupants does not

diminish the area or volume of the

room.

(3) Toilets and washbasins for use by

offshore workers must meet the

requirements of paragraph (a)(3) of this

section.

(c) Each crew member and offshore

worker aboard a vessel of less than 100

gross tons must be provided with

accommodations of adequate size and

construction, and with equipment for

his or her protection and convenience

suitable to the size, facilities, and

service of the vessel.

(d) For each vessel of 100 or more

gross tons, the bulkheads and decks

separating accommodations for crew

members and offshore workers from

machinery spaces must be of ‘‘A’’ Class

construction as defined by § 92.07–5 of

this chapter.

(e) After reviewing the arrangement

drawings required by § 127.110 of this

part, the cognizant OCMI will

determine, and record on the vessel’s

Certificate of Inspection, the number of

offshore workers that the vessel may

carry.

Subpart C—Rails and Guards

§ 127.310 Where rails required.

(a) Each vessel must have

permanently installed efficient guard

rails or bulwarks on decks and bridges.

Each rail or bulwark must stand at least

1 meter (39–1⁄2 inches) from the deck

except that, where this height would

interfere with the normal operation of

the vessel, the cognizant OCMI may

approve a lesser height.

(b) At exposed peripheries of the

freeboard and superstructure decks,

each rail must consist of at least three

courses, including the top. The opening

below the lowest course must be no

more than 230 millimeters (9 inches)

with courses no more than 380

millimeters (15 inches) apart. On other

decks and bridges each rail must consist

of at least two courses, including the

top, approximately evenly spaced.

(c) If satisfied that the installation of

any rail of the required height would be

impracticable, the cognizant OCMI may

accept hand grabs or a rail of a lesser

height in its place.

§ 127.320 Storm rails.

Suitable storm rails must be installed

in each passageway and at the

deckhouse sides, including in way of

inclined ladders, where persons aboard

have normal access. They must be

installed on both sides of passageways

which are more than 1.8 meters (6 feet)

wide.

§ 127.330 Guards in dangerous places.

Suitable hand covers, guards, or rails

must be installed on each exposed and
Federal Register / Vol. 62, No. 182 / Friday, September 19, 1997 / Rules and Regulations 49331

dangerous place, such as gears of

rotating machinery, and hot surfaces.

Subpart D—Construction of Windows,

Visibility, and Operability of Coverings

§ 127.410 Safety-glazing materials.

Glass and other glazing material used

in windows must be material that will

not break into dangerous fragments if

fractured.

§ 127.420 Strength.

Each window or porthole, and its

means of attachment to the hull or the

deckhouse, must be capable of

withstanding the maximum expected

load from wind and waves, due to its

location on the vessel’s and the

authorized route of the vessel.

§ 127.430 Visibility from pilothouse.

(a) Windows and other openings at

the pilothouse must be of sufficient size

and properly located to provide

adequate view for safe operation in any

condition.

(b) Glass or other glazing material

used in windows at the pilothouse must

have a light transmission of at least 70

percent according to Test 2 of ANSI

Z26.1, ‘‘Code for Safety Glazing

Materials for Glazing Motor Vehicles

Operating on Land Highways,’’ and

must comply with Test 15 of ANSI

Z26.1 for Class I Optical Deviation.

§ 127.440 Operability of window coverings.

Any covering or protection placed

over a window or porthole that could be

used as a means of escape must be able

to be readily removed or opened. It must

be possible to open or remove the

covering or protection without anyone’s

having to go onto a weather deck. It may

be necessary to break the glass of a

window or porthole before removing or

opening the covering or protection.

PART 128—MARINE ENGINEERING:

EQUIPMENT AND SYSTEMS

Subpart A—General

Sec.

128.110 Equipment and systems.

128.120 Plan approval.

128.130 Vital systems.

Subpart B—Materials and Pressure Design

128.210 Class II vital systems—materials.

128.220 Class II non-vital systems—

materials and pressure design.

128.230 Penetrations of hulls and

watertight bulkheads—materials and

pressure design.

128.240 Hydraulic or pneumatic power and

control-materials and pressure design.

Subpart C—Main and Auxiliary Machinery

128.310 Fuel.

128.320 Exhaust systems.

Subpart D—Design Requirements for

Specific Systems

128.410 Ship’s service refrigeration

systems.

128.420 Keel-cooler installations.

128.430 Grid-cooler installations.

128.440 Bilge systems.

128.450 Liquid-mud systems.

Authority: 46 U.S.C. 3306; 49 CFR 1.46.

Subpart A—General

§ 128.110 Equipment and systems.

(a) Except as provided by this part,

the design, installation, testing, and

inspection of materials, machinery,

pressure vessels, and piping must

comply with subchapter F of this

chapter.

(b) This part contains requirements

for equipment and systems commonly

found on an OSV. If additional or

unique systems, such as for lowtemperature cargoes, are to be installed,

they too must comply with subchapter

F of this chapter.

§ 128.120 Plan approval.

The plans required by subchapter F of

this chapter need not be submitted if the

plans required by § 127.110(d) of this

subchapter have been.

§ 128.130 Vital systems.

(a) Vital systems are those systems

that are vital to a vessel’s survivability

and safety. For the purpose of this

subchapter, the following are vital

systems:

(1) Systems for fill, transfer, and

service of fuel oil.

(2) Fire-main systems.

(3) Fixed gaseous fire-extinguishing

systems.

(4) Bilge systems.

(5) Ballast systems.

(6) Steering systems and steeringcontrol systems.

(7) Propulsion systems and their

necessary auxiliaries and control

systems.

(8) Systems for transfer and control of

cargo, for integral tanks or fixed

independent tanks, in compliance with

§ 125.110 of this subchapter.

(9) Ship’s service and emergency

electrical-generation systems and their

auxiliaries vital to the vessel’s

survivability and safety.

(10) Any other marine-engineering

system identified by the cognizant

OCMI as crucial to the survival of the

vessel or to the protection of the

personnel aboard.

(b) For the purpose of this subchapter,

a system not identified by paragraph (a)

of this section is a non-vital system.

Subpart B—Materials and Pressure

Design

§ 128.210 Class II vital systems—

materials.

Except as provided by §§ 128.230 and

128.240 of this subpart, instead of

complying with part 56 of this chapter,

materials used in Class II vital pipingsystems may be accepted by the

cognizant OCMI or the Commanding

Officer, Marine Safety Center, if shown

to provide a level of safety equivalent to

materials in subpart 56.60 of this

chapter.

§ 128.220 Class II non-vital systems—

materials and pressure design.

(a) Except as provided by §§ 128.230,

128.240, and 128.320 of this subpart, a

Class II non-vital piping-system need

not meet the requirements for materials

and pressure design of subchapter F of

this chapter.

(b) Piping for salt-water service must

be of a corrosion-resistant material and,

if ferrous, be hot-dip galvanized or be at

least of extra-heavy schedule in wall

thickness.

(c) Each Class II non-vital pipingsystem must be certified by the builder

as suitable for its intended service. A

written certificate to this effect must be

submitted with the plans required by

§ 127.110(d) of this subchapter.

(d) The cognizant OCMI will review

the particular installation of each

system for the safety hazards identified

in paragraphs (a), (b)(1), and (c) through

(k) of § 56.50–1 of this chapter, and will

add requirements as appropriate.

§ 128.230 Penetrations of hulls and

watertight bulkheads— materials and

pressure design.

(a) Each piping penetration, in each

bulkhead required by this subchapter to

be watertight, must meet the

requirements for materials and pressure

design of subchapter F of this chapter.

(b) Each overboard discharge and

shell connection, up to and including

required shut-off valves, must meet the

requirements for materials and pressure

design of subchapter F of this chapter.

§ 128.240 Hydraulic or pneumatic power

and control—materials and pressure

design.

(a) Each standard piping component

(such as pipe runs, fittings, flanges, and

standard valves) for hydraulic or

pneumatic power and control systems

must meet the requirements for

materials and pressure design of

§ 128.110, 128.210, or 128.220 of this

part, as appropriate.

(b) Any non-standard hydraulic or

pneumatic component (such as control

valves, check valves, relief valves, and
49332 Federal Register / Vol. 62, No. 182 / Friday, September 19, 1997 / Rules and Regulations

regulators) may be accepted by the

cognizant OCMI or the Commanding

Officer, Marine Safety Center, if the

component is certified by the

manufacturer as suitable for marine

service and if—

(1) The component meets each of the

requirements for materials and pressure

design of subparts 56.60 and 58.30 of

this chapter and if its service is limited

to the manufacturer’s rated pressure; or

(2) The service of the component is

limited to 1⁄2 the manufacturer’s

recommended maximum allowable

working pressure (MAWP) or 1⁄10 the

component’s burst pressure. Burstpressure testing is described in ANSI B

31.1, Paragraph 104.7.A, and must be

conducted to comply with Paragraph A–

22, Section I, ASME Boiler and Pressure

Vessel Code. Written certification of

results of burst-pressure testing must be

submitted with the plans required by

§ 127.110(d) of this subchapter.

Subpart C—Main and Auxiliary

Machinery

§ 128.310 Fuel.

(a) Except as provided by paragraph

(b) of this section, each internalcombustion engine installed on an OSV,

whether for main propulsion or for

auxiliaries, must be driven by a fuel

having a flashpoint of not lower than 43

°C (110 °F) as determined by ASTM

D93.

(b) The use of a fuel with a flashpoint

of lower than 43 °C (110 °F) must be

specifically approved by the

Commandant (G–MSE), except in an

engine for a gasoline-powered rescue

boat.

§ 128.320 Exhaust systems.

No diesel-engine exhaust system need

meet the material requirements in

§ 58.10–5(d)(1)(i) of this chapter if the

installation is certified as required by

§ 128.220(c) of this part.

Subpart D—Design Requirements for

Specific Systems

§ 128.410 Ship’s service refrigeration

systems.

No self-contained unit either for airconditioning or for refrigerated spaces

for ship’s stores need comply with

§ 58.20–5, 58.20–10, 58.20–15, 58.20–

20(a), or 58.20–20(b) of this chapter if—

(a) The unit uses a fluorocarbon

refrigerant allowed by part 147 of this

chapter;

(b) The manufacturer certifies that the

unit is suitable for its intended purpose;

and

(c) Electrical wiring meets the

applicable requirements in subchapter J

of this chapter.

§ 128.420 Keel-cooler installations.

(a) Except as provided by this section,

each keel-cooler installation must

comply with § 56.50–96 of this chapter.

(b) Approved metallic flexible

connections may be located below the

deepest-load waterline if the system is

a closed loop below the waterline and

if its vent is located above the waterline.

(c) Fillet welds may be used in the

attachment of channels and half-round

pipe sections to the bottom of the vessel.

(d) Short lengths of approved nonmetallic flexible hose fixed by metallic

or non-metallic hose-clamps may be

used at machinery connections if—

(1) The clamps are of a corrosionresistant material;

(2) The clamps do not depend on

spring tension for their holding power;

and

(3) Two of the clamps are used on

each end of the hose, except that one

clamp may be used on an end expanded

or beaded to provide a positive stop

against hose slippage.

(4) The clamps are resistant to

vibration, high temperature, and

brittleness.

§ 128.430 Grid-cooler installations.

(a) Each hull penetration for a gridcooler installation must be made

through a cofferdam or at a seachest and

must be provided with isolation valves

fitted as close to the sea inlet as

possible.

(b) Each grid cooler must be protected

against damage from debris and

grounding by protective guards or by

recessing the cooler into the hull.

§ 128.440 Bilge systems.

(a) Except as provided by this section,

each bilge system must comply with

§§ 56.50–50 and 56.50–55 of this

chapter.

(b) If the steering room, engine room,

centerline passageway, forward

machinery space, and compartment

containing the dry-mud tanks are the

only below-deck spaces that must be

fitted with bilge suctions, the vessel

may be equipped to the standards of

§§ 56.50–50 and 56.50–57 of this

chapter applicable to a dry-cargo vessel

of less than 55 meters (180 feet) in

length.

§ 128.450 Liquid-mud systems.

(a) Liquid-mud piping systems may

use resiliently seated valves of Category

A to comply with §§ 56.20–15 and

56.50–60 of this chapter.

(b) Tanks for oil-based liquid mud

must be fitted with tank vents equipped

with flame screens. Vents must not

discharge to the interior of the vessel.

PART 129—ELECTRICAL

INSTALLATIONS

Subpart A—General Provisions

Sec.

129.100 General.

129.110 Applicability.

129.120 Alternative standards.

Subpart B—General Requirements

129.200 Design, installation, and

maintenance.

129.210 Protection from wet and corrosive

environments.

129.220 Basic safety.

Subpart C—Power Sources and Distribution

Systems

129.310 Power sources.

129.315 Power sources for OSVs of 100 or

more gross tons.

129.320 Generators and motors.

129.323 Multiple generators.

129.326 Dual-voltage generators.

129.330 Distribution panels and

switchboards.

129.340 Cable and wiring.

129.350 Batteries—general.

129.353 Battery categories.

129.356 Battery installations.

129.360 Semiconductor-rectifier systems.

129.370 Equipment grounding.

129.375 System grounding.

129.380 Overcurrent protection.

129.390 Shore power.

129.395 Radio installations.

Subpart D—Lighting Systems

129.410 Lighting fixtures.

129.420 Branch circuits for lighting on

OSVs of 100 or more gross tons.

129.430 Navigational lighting.

129.440 Emergency lighting.

129.450 Portable lighting.

Subpart E—Miscellaneous Electrical

Systems

129.510 Lifeboat winches.

129.520 Hazardous areas.

129.530 General alarm.

129.540 Remote stopping-systems on OSVs

of 100 or more gross tons.

129.550 Power for cooking and heating.

129.560 Engine-order telegraphs.

Authority: 46 U.S.C. 3306; 49 CFR 1.46.

Subpart A—General Provisions

§ 129.100 General.

This part contains requirements for

the design, construction, and

installation of electrical equipment and

systems including power sources,

lighting, motors, miscellaneous

equipment, and safety systems.

§ 129.110 Applicability.

Except as specifically provided in this

part, electrical installations on OSVs

must comply with subchapter J of this

chapter.

§ 129.120 Alternative standards.

(a) An OSV of 19.8 meters (65 feet) in

length or less may meet the following
Federal Register / Vol. 62, No. 182 / Friday, September 19, 1997 / Rules and Regulations 49333

requirements of the American Yacht and

Boat Council Projects, where applicable,

instead of § 129.340 of this part:

(1) E–1, Bonding of Direct Current

Systems.

(2) E–8, AC Electrical Systems on

Boats.

(3) E–9, DC Electrical Systems on

Boats.

(b) An OSV with an electrical

installation operating at a potential of

less than 50 volts may comply with 33

CFR 183.430 instead of § 129.340 of this

part.

Subpart B—General Requirements

§ 129.200 Design, installation, and

maintenance.

Electrical equipment on a vessel must

be designed, installed, and maintained

to—

(a) Provide services necessary for

safety under normal and emergency

conditions;

(b) Protect crew members, offshore

workers, and the vessel from electrical

hazards, including fire, caused by or

originating in electrical equipment and

electrical shock;

(c) Minimize accidental personal

contact with energized parts; and

(d) Prevent electrical ignition of

flammable vapors.

§ 129.210 Protection from wet and

corrosive environments.

(a) Electrical equipment used in the

following spaces must be drip-proof:

(1) A machinery space.

(2) A space normally exposed to

splashing, water wash-down, or other

wet conditions within a galley, a

laundry, or a public washroom or toilet

room that has a bath or shower.

(3) Every other space with similar wet

conditions.

(b) Electrical equipment exposed to

the weather must be watertight.

(c) Electrical equipment exposed to

corrosive environments must be of

suitable construction and must be

resistant to corrosion.

§ 129.220 Basic safety.

(a) Electrical equipment and

installations must be suitable for the

roll, pitch, and vibration of the vessel

under way.

(b) All equipment, including

switches, fuses, and lampholders, must

be suitable for the voltage and current

used.

(c) Receptacle outlets of the type

providing a grounded pole or a specific

direct-current polarity must be of a

configuration that does not permit

improper connection.

(d) Electrical equipment and circuits

must be clearly marked and identified.

(e) Any cabinet, panel, box, or other

enclosure containing more than one

source of power must be fitted with a

sign warning persons of this condition

and identifying the circuits to be

disconnected.

Subpart C—Power Sources and

Distribution Systems

§ 129.310 Power sources.

(a)(1) Each vessel that relies on

electricity to power the following loads

must be arranged so that the loads can

be energized from at least two sources

of electricity:

(i) Any system identified as a vital

system in § 128.130(a) of this

subchapter.

(ii) Interior lights.

(iii) Communication systems.

(iv) Navigational equipment and

lights.

(v) Fire-protection equipment.

(2) A vessel with batteries of enough

capacity for 3 hours of continuous

operation to supply the loads specified

in paragraph (a)(1) of this section, and

with a generator or alternator driven by

a propulsion engine, complies with

paragraph (a)(1) of this section.

(b) Where a generator driven by a

propulsion engine is used as a source of

electrical power, no speed change,

throttle movement, or change in

direction of the propeller shaft of the

vessel may interrupt power to any of the

loads specified in paragraph (a)(1) of

this section.

§ 129.315 Power sources for OSVs of 100

or more gross tons.

(a) The requirements of this section

apply instead of those in subpart 111.10

of this chapter.

(b) If a generator provides electrical

power for any system identified as a

vital system by § 128.130(a) of this

subchapter, at least two powergenerating sets must be provided. At

least one set must be independent of the

main propulsion plant. A generator not

independent of the main propulsion

plant must comply with § 111.10–4(d) of

this chapter. With any one generating

set stopped, the remaining set or sets

must provide the power necessary for

the loads required by this section.

§ 129.320 Generators and motors.

(a) Each generator and motor, except

a submersible-pump motor, must be—

(1) In an accessible space, adequately

ventilated and as dry as practicable; and

(2) Mounted above the bilges to avoid

damage by splash and to avoid contact

with low-lying vapors.

(b) Each generator and motor must be

designed for an ambient temperature of

50 °C (122 °F), except that—

(1) If the ambient temperature, in the

space where a generator or motor is,

does not exceed 40 °C (104 °F) under

normal operating conditions, the

generator or motor may be designed for

an ambient temperature of 40 °C (104

°F); and

(2) A generator or motor designed for

an ambient temperature of 40 °C (104

°F) may be used in a location where the

ambient temperature is 50 °C (122 °F),

if the generator or motor is derated to 80

percent of the full-load rating and if the

rating or setting of the overcurrent

devices of the generator or motor is

reduced accordingly.

(c) For each generator rated at 50 volts

or more, a voltmeter and an ammeter

used for measuring voltage and current

while the generator is in operation must

be provided. For each alternatingcurrent generator, a means for

measuring frequency must also be

provided. To ensure satisfactory

operation of each generator, additional

control equipment and measuring

instruments, if needed, must also be

provided.

(d) Each generator must have a

nameplate attached to it indicating—

(1) Name of manufacturer, type of

generator, and designation of frame;

(2) Output in kilowatts, or horsepower

rating;

(3) Kind of rating (continuous,

overload, or other);

(4) Amperes at rated load, voltage,

and frequency;

(5) Number of phases, if applicable;

(6) Type of windings, if DC;

(7) When intended for connection in

a normally grounded configuration, the

grounding polarity; and

(8) For a generator derated to comply

with paragraph (b)(2) of this section, the

derated capacity.

(e) Each motor must have attached to

it a nameplate containing the

information required by Article 430 of

NFPA 70.

§ 129.323 Multiple generators.

If an OSV uses two or more generators

to supply electricity for the ship’s

service loads, to comply with

§ 129.310(a) of this subpart, the

following requirements must be met:

(a) Each generator must have an

independent prime mover.

(b) The circuit breaker of a generator

to be operated in parallel with another

generator must comply with §§ 111.12–

11(f), 111.30–19(a), and 111.30–25(d) of

this chapter.

(c) The circuit breaker of a generator

not to be operated in parallel with

another generator must be interlocked to

prevent that generator from being

connected to the switchboard

simultaneously with another.
49334 Federal Register / Vol. 62, No. 182 / Friday, September 19, 1997 / Rules and Regulations

§ 129.326 Dual-voltage generators.

If a dual-voltage generator is installed

on an OSV—

(a) The neutral of the dual-voltage

system must be solidly grounded at the

switchboard’s neutral bus and be

accessible for checking the insulation

resistance of the generator; and

(b) Ground detection must be

provided that—

(1) For an alternating-current system,

complies with § 111.05–27 of this

chapter; and

(2) For a direct-current system,

complies with § 111.05–29 of this

chapter.

§ 129.330 Distribution panels and

switchboards.

(a) Each distribution panel or

switchboard must be in a location as dry

as practicable, accessible, adequately

ventilated, and protected from falling

debris and dripping or splashing water.

(b) Each distribution panel or

switchboard must be totally enclosed

and of the dead-front type.

(c) Each switchboard must have

nonconductive handrails.

(d) Each switchboard or main

distribution panel must be fitted with a

dripshield, unless the switchboard or

distribution panel is of a type mounted

deck-to-overhead and is not subject to

falling objects or liquids from above.

(e) Each distribution panel and

switchboard accessible from the rear

must be constructed to prevent a

person’s accidental contact with

energized parts.

(f) Working space must be provided

around each main distribution panel

and switchboard of at least 610

millimeters (24 inches) in front of the

switchboard and, of at least 460

millimeters (18 inches) from the nearest

bulkhead, stiffener, or frame behind the

switchboard. Rear access is prohibited

when the working space behind the

switchboard is less than 460 millimeters

(18 inches).

(g) Nonconductive mats or grating

must be provided on the deck in front

of each switchboard and, if the

switchboard is accessible from the rear,

on the deck behind the switchboard.

(h) Each uninsulated current-carrying

part must be mounted on

noncombustible, nonabsorbent, highdielectric insulating material.

(i) Equipment mounted on a hinged

door of an enclosure must be

constructed or shielded so that no

person will come into accidental contact

with energized parts of the doormounted equipment when the door is

open and the circuit energized.

(j) Bus capacity of switchboards and

main distribution panels must be sized

in accordance with § 111.30–19(a) of

this chapter. Panelboards must have

current rating of not less than the

feeder-circuit capacity.

§ 129.340 Cable and wiring.

(a) If individual wires, rather than

cables, are used in systems operating at

a potential of greater than 50 volts, the

wire and associated conduit must be run

in a protected enclosure. The protected

enclosure must have drain holes to

prevent the buildup of condensation.

(b) Each cable and wire must—

(1) Have stranded copper conductors

with sufficient current-carrying capacity

for the circuit in which it is used;

(2) Be installed so as to avoid or

reduce interference with radio reception

and compass indication;

(3) Be protected from the weather;

(4) Be supported so as to avoid

chafing or other damage;

(5) Be installed without sharp bends;

(6) Be protected by metal coverings or

other suitable means, if in areas subject

to mechanical abuse;

(7) Be suitable for low temperature

and high humidity, if installed in

refrigerated compartments;

(8) Be located outside a tank, unless

it supplies power to equipment in the

tank; and

(9) Have sheathing or wire insulation

compatible with the fluid in a tank,

when installed to comply with

paragraph (b)(8) of this section.

(c) Cable and wire in power and

lighting circuits must be #14 AWG or

larger. Cable and wire in control and

indicator circuits must be #22 AWG or

larger, or be ribbon cable or similar,

smaller, conductor-size cable

recommended by the equipment

manufacturer for use in circuits for lowpower instrumentation, monitoring, or

control.

(d) Cable and wire for power and

lighting circuits must—

(1) Comply with Section 310–13 of

the NEC (NFPA 70), except that no

asbestos-insulated cable or dry-location

cable may be used;

(2) Be listed by Underwriters

Laboratories, Inc. as UL Boat or UL

Marine Shipboard cable; or

(3) Comply with § 111.60–1 of this

chapter for cable, and § 111.60–11 of

this chapter for wire.

(e) Cable and wire serving vital

systems listed in § 128.130(a) of this

subchapter or serving emergency loads

must be routed as far as practicable from

areas at high risk for fire, such as

galleys, laundries, and machinery

spaces.

(f) Cable or wire serving duplicated

equipment must be separated so that a

casualty that affects one cable does not

affect the other.

(g) Each connection to a conductor or

a terminal part of a conductor must be

made within an enclosure and—

(1) Have a pressure-type connector on

each conductor;

(2) Have a solder lug on each

conductor;

(3) Have a splice made with a

pressure-type connector to a flexible

lead or conductor; or

(4) Be splice-soldered, brazed, or

welded to a flexible lead or conductor.

(h) A connector or lug of the set-screw

type must not be used with a stranded

conductor smaller than No. 14 AWG,

unless there is a nonrotating follower

that travels with the set screw and

makes pressure contact with the

conductor.

(i) Each pressure-type wire connector

and lug must comply with UL 486A. No

wire nuts may be used.

(j) Each terminal block must have

terminal screws 6–32 or larger.

(k) Each wire connector used in

conjunction with screw-type terminal

blocks must be of the captive type such

as the ring or the flanged-spade type.

(l) No cable may be spliced in—

(1) A hazardous location; or

(2) Another location, except—

(i) A cable installed in a subassembly

may be spliced to a cable installed in

another subassembly;

(ii) For a vessel receiving alterations,

a cable may be spliced to extend a

circuit;

(iii) A cable of large diameter or

exceptional length may be spliced to

facilitate its installation.

(iv) A cable may be spliced to replace

a damaged section of itself if, before

replacement of the damaged section, the

insulation resistance of the remainder of

the cable is measured, and the condition

of the insulation is unimpaired.

(m) All material in a cable splice must

be chemically compatible with other

material in the splice and with the

materials in the cable.

(n) Ampacities for conductors must

comply with Section 310–15 of the NEC

(NFPA 70), or with IEEE Standard 45, as

appropriate.

(o) Each conductor must be sized so

that the voltage drop at the load

terminals does not exceed 10 percent.

(p) Each metallic covering of armored

cable must—

(1) Be electrically continuous; and

(2) Be grounded at each end of the run

to the—

(i) Hull (on a metallic vessel); or

(ii) Common ground plate (on a

nonmetallic vessel); and

(3) Have final sub-circuits grounded at

the supply end only.

(q) Each portable or temporary electric

cord or cable must be constructed and
Federal Register / Vol. 62, No. 182 / Friday, September 19, 1997 / Rules and Regulations 49335

used in compliance with the

requirements of § 111.60–13 of this

chapter for flexible electric cord or

cable.

§ 129.350 Batteries—general.

(a) Wherever a battery is charged,

there must be natural or induced

ventilation to dissipate the gases

generated.

(b) Each battery must be located as

high above the bilge as practicable

within the space the battery is located

in and be secured to protect against

shifting due to roll, pitch, and heave

motions or vibration of the vessel, and

free from exposure to splash or spray of

water.

(c) Each battery must be accessible for

maintenance and removal.

(d) Each connection to a battery

terminal must be made with a

permanent connector, rather than with

spring clips or other temporary clamps.

(e) Each battery must be mounted in

a tray lined with, or constructed of, lead

or other material resistant to damage by

the electrolyte.

(f) Each battery charger must have an

ammeter connected in the charging

circuit.

(g) Unless the battery is adjacent to its

distribution panel or switchboard that

distributes power to the lighting, motor,

and appliance circuits, the battery leads

must have fuses in series with and as

close as practicable to the battery.

(h) Each battery used for starting an

engine must be located as close as

possible to the engine or engines served.

§ 129.353 Battery categories.

This section applies to batteries

installed to meet the requirements of

§ 129.310(a) for secondary sources of

power to vital loads.

(a) Large. A large battery-installation

is one connected to a battery charger

having an output of more than 2 kW,

computed from the highest possible

charging current and rated voltage of the

battery installed.

(b) Small. A small battery-installation

is one connected to a battery charger

having an output of 2 kW or less,

computed from the highest possible

charging current and rated voltage of the

battery installed.

§ 129.356 Battery installations.

(a) Large. Each large batteryinstallation must be located in a locker,

room, or enclosed box dedicated solely

to the storage of batteries. Ventilation

must be provided in accordance with

§ 111.15–10 of this chapter. Electrical

equipment located within the battery

enclosure must be approved by an

independent laboratory for hazardous

locations of Class I, Division 1, Group B,

and must meet subpart 111.105 of this

chapter.

(b) Small. Each small batteryinstallation must be located in a wellventilated space and protected from

falling objects. No small batteryinstallation may be in a closet,

storeroom, or similar space.

§ 129.360 Semiconductor-rectifier

systems.

(a) Each semiconductor-rectifier

system must have an adequate heatremoval system to prevent overheating.

(b) If a semiconductor-rectifier system

is used in a propulsion system or in

another vital system, it must—

(1) Have a current-limiting circuit;

(2) Have external overcurrent

protection; and

(3) Comply with Sections 4/5.84.2 and

4/5.84.4 of the ‘‘Rules for Building and

Classing Steel Vessels’’ of the American

Bureau of Shipping.

§ 129.370 Equipment grounding.

(a) On a metallic vessel each metallic

enclosure and frame of electrical

equipment must be permanently

grounded to the hull. On a nonmetallic

vessel each enclosure and frame of

electrical equipment must be bonded to

each other and to a common ground by

a conductor not normally carrying

current.

(b) Each metallic case of instruments

must be grounded. So must each

secondary winding of instrument

transformers.

(c) Each equipment grounding

conductor must be sized to comply with

section 250–95 of NEC (NFPA 70).

(d) Each nonmetallic mast and

topmast must have a lightning-ground

conductor.

§ 129.375 System grounding.

(a) If a grounded distribution system

is provided, there must be only one

connection to ground, regardless of the

number of power sources. This

connection must be at the main

switchboard.

(b) On each metallic vessel, a

grounded distribution system must be

grounded to the hull. On each

nonmetallic vessel, the neutral of a

grounded system must be connected to

a common ground plate, except that no

aluminum grounding conductors may

be used.

(c) On each nonmetallic vessel with a

grounded distribution system, the

common ground plate must have—

(1) Only one connection to the main

switchboard; and

(2) The connection to itself readily

accessible for checking.

(d) On each nonmetallic vessel with a

ground plate provided for radio

equipment, the plate must be connected

to the common ground plate.

(e) Each insulated groundingconductor of a cable must be identified

by one of the following means:

(1) Wrapping of the cable with green

braid or green insulation.

(2) Stripping of the insulation from

the entire exposed length of the

grounding-conductor.

(3) Marking of the exposed insulation

of the grounding-conductor with green

tape or green adhesive labels.

(f) No vessel’s hull may carry current

as a conductor except for—

(1) An impressed-current cathodicprotection system; or

(2) A battery system to start an engine.

(g) No cable armor may be used to

ground electrical equipment or systems.

(h) Each receptacle outlet and

attachment plug, for a portable lamp,

tool, or similar apparatus operating at

100 or more volts, must have a

grounding-pole and a groundingconductor in the portable cord.

§ 129.380 Overcurrent protection.

(a) Overcurrent protection must be

provided for each ungrounded

conductor, to open the electric circuit if

the current reaches a value that causes

an excessive or dangerous temperature

in the conductor or its insulation.

(b) Each conductor of a control,

interlock, or indicator circuit, such as a

conductor for an instrument, pilot light,

ground-detector light, or potential

transformer, must be protected by an

overcurrent device.

(c) Each generator must be protected

by an overcurrent device set at a value

not exceeding 115 percent of the

generator’s full-load rating.

(d) Circuits of control systems for

steering gear must be protected against

short circuit.

(e) Each feeder circuit for steering gear

must be protected by a circuit breaker

that complies with §§ 58.25–55(a) and

(b) of this chapter.

(f) Each branch circuit for lighting

must be protected against overcurrent

by either fuses or circuit breakers.

Neither the fuses nor the circuit

breakers may be rated at more than 30

amperes.

(g) Each conductor must be protected

in accordance with its current-carrying

capacity. If the allowable currentcarrying capacity does not correspond to

a standard size of device, the next larger

overcurrent device may be used,

provided it is less than 150 percent of

the conductor’s current-carrying

capacity.

(h) An overcurrent device must be

installed to protect each motor
49336 Federal Register / Vol. 62, No. 182 / Friday, September 19, 1997 / Rules and Regulations

conductor and control apparatus against

overcurrent due to short circuit or

ground fault. Each overcurrent device

must be capable of carrying the starting

current of the motor.

(i) An emergency switch must be

provided in each normally ungrounded

main supply conductor from a battery.

The switch must be accessible from the

battery and located as close as

practicable to it.

(j) No grounded conductor of a circuit

may be disconnected by a switch or

circuit breaker unless the ungrounded

conductors are all simultaneously

disconnected.

(k) A means of disconnect must be

provided on the supply side of and

adjacent to each fuse, to de-energize the

fuse for inspection and maintenance.

(l) A way for locking the means of

disconnect open must be provided

unless the means of disconnect for a

fused circuit is within sight of the

equipment that the circuit supplies.

(m) Each fuse must be of the cartridge

type and be listed by Underwriters

Laboratories (UL) or another

independent laboratory recognized by

the Commandant.

(n) Each circuit breaker must meet UL

489 and be of the manually-reset type

designed for—

(1) Inverse delay;

(2) Instantaneous short-circuit

protection; and

(3) Switching duty if the breaker is

used as a switch.

(o) Each circuit breaker must indicate

whether it is open or closed.

§ 129.390 Shore power.

Each vessel that has an electrical

system operating at more than 50 volts

and has provisions for receiving shore

power must meet the requirements of

this section:

(a) A shore-power-connection box or

receptacle must be permanently

installed at a convenient location.

(b) A cable connecting the shorepower-connection box or receptacle to

the switchboard or main distribution

panel must be permanently installed.

(c) A circuit breaker must be provided

at the switchboard or main distribution

panel for the shore-power connection.

(d) The circuit breaker, required by

paragraph (c) of this section, must be

interlocked with the feeder circuit

breakers for the vessel’s power sources

to preclude the vessel’s power sources

and shore power from energizing the

vessel’s switchboard simultaneously,

except in cases where system devices

permit safe momentary paralleling of

OSV power with shore power.

§ 129.395 Radio installations.

A separate circuit, with overcurrent

protection at the switchboard, must be

provided for at least one radio

installation. Additional radios, if

installed, may be powered from a local

lighting power source, such as the

pilothouse lighting panel, provided each

radio power source has a separate

overcurrent protection device.

Subpart D—Lighting Systems

§ 129.410 Lighting fixtures.

(a) Each globe, lens, or diffuser of a

lighting fixture must have a highstrength guard or be made of highstrength material, except in

accommodations, the pilothouse, the

galley, or similar locations where the

fixture is not subject to damage.

(b) No lighting fixture may be used as

a connection box for a circuit other than

the branch circuit supplying the fixture.

(c) Each lighting fixture must be

installed as follows:

(1) Each lighting fixture and

lampholder must be fixed. No fixture

may be supported by the screw shell of

a lampholder.

(2) Each pendant-type lighting fixture

must be suspended by and supplied

through a threaded rigid-conduit stem.

(3) Each tablelamp, desklamp,

floorlamp, or similar equipment must be

so secured in place that it cannot be

displaced by the roll, pitch, or heave or

by the vibration of the vessel.

(d) Each lighting fixture in an

electrical system operating at more than

50 volts must comply with UL 595,

‘‘Marine Type Electric Lighting

Fixtures.’’ A lighting fixture in an

accommodation space, radio room,

galley, or similar interior space may

comply with UL 57, ‘‘Electric Lighting

Fixtures,’’ UL 1570, ‘‘Fluorescent

Lighting Fixtures,’’ UL 1571,

‘‘Incandescent Lighting Fixtures,’’ UL

1572, ‘‘High Intensity Discharge

Lighting Fixtures,’’ UL 1573, ‘‘Stage and

Studio Lighting Units,’’ or UL 1574,

‘‘Track Lighting Systems,’’ as long as the

general marine requirements of UL 595

are satisfied.

§ 129.420 Branch circuits for lighting on

OSVs of 100 or more gross tons.

On each vessel of 100 or more gross

tons, each branch circuit for lighting

must comply with § 111.75–5 of this

chapter, except that—

(a) Appliance loads, electric-heater

loads, and isolated small-motor loads

may be connected to a lightingdistribution panelboard; and

(b) Branch circuits, other than for

lighting, connected to the lightingdistribution panelboard permitted by

paragraph (a) of this section may have

fuses or circuit breakers rated at more

than 30 amperes.

§ 129.430 Navigational lighting.

(a) Each vessel of less than 100 gross

tons and less than 19.8 meters (65 feet)

in length must have navigational

lighting in compliance with the

applicable navigation rules.

(b) Each vessel of 100 or more gross

tons, or 19.8 meters (65 feet) or more in

length, must have navigational lighting

in compliance with the applicable

navigation rules and with § 111.75–

17(d) of this chapter.

§ 129.440 Emergency lighting.

(a) A vessel of less than 100 gross tons

must have adequate emergency lighting

fitted along the line of escape to the

main deck from accommodations and

working (machinery) spaces below the

main deck.

(b) The emergency lighting required

by paragraph (a) of this section must

automatically actuate upon failure of the

main lighting. Unless a vessel is

equipped with a single source of power

for emergency lighting, it must have

individual battery-powered lighting that

is—

(1) Automatically actuated upon loss

of normal power;

(2) Not readily portable;

(3) Connected to an automatic batterycharger; and

(4) Of enough capacity for 6 hours of

continuous operation.

§ 129.450 Portable lighting.

Each vessel must be equipped with at

least two operable, portable, batterypowered lights. One of these lights must

be located in the pilothouse, another at

the access to the engine room.

Subpart E—Miscellaneous Electrical

Systems

§ 129.510 Lifeboat winches.

Each lifeboat winch operated by

electric power must comply with

subparts 111.95 and be approved under

approval series in subparts 160.015 or

160.115 of this chapter.

§ 129.520 Hazardous areas.

(a) No OSV that carries flammable or

combustible liquid with a flashpoint of

below 140 °F (60 °C), or carries

hazardous cargoes on deck or in integral

tanks, or is involved in servicing wells,

may have electrical equipment installed

in pump rooms, in hose-storage spaces,

or within 3 meters (10 feet) of a source

of vapor on a weather deck unless the

equipment is explosion-proof or

intrinsically safe under § 111.105–9 or

111.105–11 of this chapter.
Federal Register / Vol. 62, No. 182 / Friday, September 19, 1997 / Rules and Regulations 49337

(b) No electrical equipment may be

installed in any locker used to store

paint, oil, turpentine, or other

flammable liquid unless the equipment

is explosion-proof or intrinsically safe

under § 111.105–9 or § 111.105–11 of

this chapter.

(c) Equipment that is explosion-proof

and intrinsically safe must comply with

subpart 111.105 of this chapter.

§ 129.530 General alarm.

Each vessel must be fitted with a

general alarm that complies with

subpart 113.25 of this chapter.

§ 129.540 Remote stopping-systems on

OSVs of 100 or more gross tons.

(a) Except as provided by paragraph

(b) of this section, each vessel must be

fitted with remote stopping-systems that

comply with subpart 111.103 of this

chapter.

(b) The following remote stoppingsystems may substitute for remote

stopping-systems that must comply with

subpart 111.103 of this chapter:

(1) For each propulsion unit, in the

pilothouse.

(2) For each discharge pump for bilge

slop or dirty oil, at the deck discharge.

(3) For each powered ventilation

system, outside the space ventilated.

(4) For each fuel-oil pump, outside

the space containing the pump.

(5) For each cargo-transfer pump for

combustible and flammable liquid, at

each transfer-control station.

(c) Remote stopping-systems required

by this section may be combined.

§ 129.550 Power for cooking and heating.

(a) Equipment for cooking and heating

must be suitable for marine use.

Equipment designed and installed to

comply with ABYC Standards A–3 and

A–7 or Chapter 6 of NFPA 302 meets

this requirement.

(b) The use of gasoline for cooking,

heating, or lighting is prohibited.

(c) The use of liquefied petroleum gas

for cooking, heating, or other purposes

must comply with subpart 58.16 of this

chapter.

(d) Each electric space-heater must be

provided with a thermal cut-out to

prevent overheating.

(e) Each element of an electric spaceheater must be enclosed, and the case or

jacket of the element made of a

corrosion-resistant material.

(f) Each electrical connection for a

cooking appliance must be drip-proof.

§ 129.560 Engine-order telegraphs.

No OSV need carry an engine-order

telegraph, provided the vessel meets the

requirements of § 113.35–3(d) of this

chapter.

PART 130—VESSEL CONTROL, AND

MISCELLANEOUS EQUIPMENT AND

SYSTEMS

Subpart A—Vessel Control

Sec.

130.110 Internal communications on OSVs

of less than 100 gross tons.

130.120 Propulsion control.

130.130 Steering on OSVs of less than 100

gross tons.

130.140 Steering on OSVs of 100 or more

gross tons.

Subpart B—Miscellaneous Equipment and

Systems

130.210 Radiotelegraph and

radiotelephone.

130.220 Design of equipment for cooking

and heating.

130.230 Protection from refrigerants.

130.240 Anchors and chains for OSVs of

100 or more gross tons.

130.250 Mooring and towing equipment for

OSVs of less than 100 gross tons.

Subpart C—Navigational Equipment

130.310 Radar.

130.320 Electronic position-fixing device.

130.330 Charts and nautical publications.

130.340 Compass.

Subpart D—Automation of Unattended

Machinery Spaces

130.400 Applicability.

130.410 General.

130.420 Controls.

130.430 Pilothouse control.

130.440 Communications system.

130.450 Machinery alarms.

130.460 Placement of machinery alarms.

130.470 Fire alarms.

130.480 Test procedure and operations

manual.

Authority: 46 U.S.C. 3306; 49 CFR 1.46.

Subpart A—Vessel Control

§ 130.110 Internal communications on

OSVs of less than 100 gross tons.

Each vessel of less than 100 gross tons

equipped with an independent auxiliary

means of steering, as required by

§ 130.130(b) of this subpart, must have

a fixed means of communication

between the pilothouse and the place

where the auxiliary means of steering is

controlled.

§ 130.120 Propulsion control.

(a) Each vessel must have—

(1) A propulsion-control system

operable from the pilothouse; and

(2) A means at each propulsion engine

of readily disabling the propulsioncontrol system to permit local operation.

(b) Each propulsion-control system

operable from the pilothouse must

enable—

(1) Control of the speed of each

propulsion engine;

(2) Control of the direction of

propeller-shaft rotation;

(3) Control of propeller pitch, if a

controllable-pitch propeller is fitted;

and

(4) Shutdown of each propulsion

engine.

(c) The propulsion-control system

operable from the pilothouse may

constitute the remote stopping-system

required by § 129.540 of this subchapter.

(d) Each propulsion-control system,

including one operable from the

pilothouse, must be designed so that no

one complete or partial failure of an

easily replaceable component of the

system allows the propulsion engine to

overspeed or the pitch of the propeller

to increase.

§ 130.130 Steering on OSVs of less than

100 gross tons.

(a) Each OSV of less than 100 gross

tons must have a steering system that

complies with—

(1) Section 130.140 of this subpart; or

(2) This section.

(b) Except as provided by paragraph

(i) of this section, each vessel must have

a main and an independent auxiliary

means of steering.

(c) The main means of steering (main

steering gear) must be—

(1) Of adequate strength for, and

capable of, steering the OSV at each

service speed;

(2) Designed to operate at maximum

astern speed without being damaged;

and

(3) Capable of moving the rudder from

35 degrees on one side to 30 degrees on

the other side in no more than 28

seconds with the vessel moving ahead at

maximum service speed.

(d) Control of the main steering gear

must be available from the pilothouse,

including control of any necessary

ancillary device (motor, pump, valve, or

the like). If a power-driven main

steering gear is used, a pilot light must

be installed in the pilothouse to indicate

operation of the power units.

(e) The auxiliary means of steering

(auxiliary steering gear) must be—

(1) Of adequate strength for steering

the OSV at navigable speed;

(2) Capable of steering the vessel at

navigable speed; and

(3) Controlled from a place that—

(i) Can communicate with the

pilothouse; or

(ii) Enables the master to safely

maneuver the vessel.

(f) The steering gear must be designed

so that transfer from the main steering

gear or its control to the auxiliary

steering gear or its control can be

achieved rapidly. Any tools or

equipment necessary for transfer must

be readily available. Instructions for

transfer must be posted.
49338 Federal Register / Vol. 62, No. 182 / Friday, September 19, 1997 / Rules and Regulations

(g) Each vessel must have

instantaneous protection against short

circuit for electrical-power circuits and

control circuits, the protection sized and

located to comply with §§ 58.25–55 (d)

and (e) of this chapter.

(h) A rudder-angle indicator

independent of the control of the main

steering gear must be installed at the

steering-control station in the

pilothouse.

(i) No auxiliary steering gear need be

installed if—

(1) The main steering gear, including

power systems, is installed in duplicate;

or

(2) Multiple-screw propulsion—with

independent control of propulsion from

the pilothouse for each screw and with

a means to restrain and center the

rudder—is installed, and if that control

is capable of steering the OSV.

(j) Each vessel with duplicate (parallel

but cross-connected) power systems for

the main steering gear by way of

compliance with paragraph (i)(1) of this

section may use one of the systems for

other purposes if—

(1) Control of the subordinate parallel

system is located at the steering-control

station in the pilothouse;

(2) Full power is available to the main

steering gear when the subordinate

parallel system is not in operation;

(3) The subordinate parallel system

can be isolated from the means of

steering, and instructions on procedures

for isolating it are posted; and

(4) The subordinate parallel system is

materially equivalent to the steering

system.

§ 130.140 Steering on OSVs of 100 or more

gross tons.

(a) Each OSV of 100 or more gross

tons must have a means of steering that

meets the—

(1) Applicable requirements of

subchapters F and J of this chapter; or

(2) Requirements for a hydraulic-helm

steering-system in paragraph (b) of this

section.

(b) Each hydraulic-helm steeringsystem must have the following:

(1) A main steering gear of adequate

strength for, and capable of, steering the

vessel at every service speed without

being damaged at maximum astern

speed.

(2) A hydraulic system with a

maximum allowable working pressure

of not more than 12,411 kPa (1,800 psi),

dedicated to steering.

(3) Piping materials that comply with

subchapter F of this chapter, and piping

thickness of at least schedule 80.

(4) Each fore-and-aft run of piping

located as far inboard as practicable.

(5) Rudder stops.

(6) Either—

(i) Two steering pumps in accordance

with § 130.130(c)(3) of this part; or

(ii) A single hydraulic sump of the

‘‘cascading overflow’’ type with a

centerline bulkhead open only at the

top, if each half has enough capacity to

operate the system.

(7) Control of the main steering gear

from the pilothouse, including—

(i) Control from the helm;

(ii) Control of any necessary ancillary

device (motor, pump, valve, or the like);

and

(iii) Adequate visibility when going

astern.

(8) Multiple-screw propulsion with

independent control of propulsion from

the pilothouse, complying with

§ 130.120 of this part and being capable

of steering the vessel.

(9) Dual hydraulic cylinders arranged

so that either cylinder can be readily

isolated, permitting the other cylinder to

remain in service and move each

rudder.

(10) The steering alarms and

indicators required by § 58.25–25 of this

chapter, located in the pilothouse.

(11) Instantaneous protection against

short circuit for electrical power, and

control circuits sized and located as

required by §§ 58.25–55 (d) and (e) of

this chapter.

(12) A rudder-angle indicator, at the

steering-control station in the

pilothouse, that is independent of the

control of the main steering gear.

(13) Means to locally start and stop

the steering pumps.

(14) Means to isolate any auxiliary

means of steering so as not to impair the

reliability and availability of the control

required by paragraph (b)(7) of this

section.

(15) Manual capability to center and

steady the rudder if the vessel loses

normal steering power.

(c) For compliance with paragraph (b)

of this section, a common piping system

for pumps, helm, and cylinders is

acceptable.

Subpart B—Miscellaneous Equipment

and Systems

§ 130.210 Radiotelegraph and

radiotelephone.

Each vessel must comply with 47 CFR

part 80 as applicable.

§ 130.220 Design of equipment for cooking

and heating.

(a) Doors on each cooking appliance

must be provided with heavy-duty

hinges and locking-devices to prevent

accidental opening in heavy weather.

(b) Each cooking appliance must be

installed so as to prevent its movement

in heavy weather.

(c) Each grill or similar cooking

appliance must have means to collect

grease or fat and to prevent its spillage

onto wiring or the deck.

(d) On each cooking appliance, grab

rails must be installed when determined

by the cognizant OCMI to be necessary

for safety.

(e) On each cooking appliance, sea

rails, with suitable barriers to prevent

accidental movement of cooking pots,

must be installed.

(f) Each heater must be constructed

and installed so as to prevent the

hanging from it of items such as towels

and clothing.

§ 130.230 Protection from refrigerants.

(a) For each refrigeration system that

exceeds 0.6 cubic meters (20 cubic feet)

of storage capacity if using ammonia or

other hazardous gas, or exceeds 28.3

cubic meters (1,000 cubic feet) of storage

capacity if using a fluorocarbon, as a

refrigerant, there must be available one

pressure-demand, open-circuit, selfcontained breathing apparatus,

approved by the National Institute for

Occupational Safety and Health

(NIOSH) and having at a minimum a 30-

minute air supply, and a full facepiece.

(b) Each self-contained breathing

apparatus must be stowed convenient

to, but outside, the space containing the

refrigeration equipment.

(c) A complete recharge in the form of

a spare charge must be carried for each

self-contained breathing apparatus. The

spare charge must be stowed with the

equipment it is to reactivate.

(d) The self-contained breathing

apparatus in a fireman’s outfit, if fitted,

complies with this section.

§ 130.240 Anchors and chains for OSVs of

100 or more gross tons.

(a) Each OSV of 100 or more gross

tons must be fitted with anchors and

chains meeting the applicable standards

set by the ABS for classed vessels,

including equipment, except as

permitted by paragraphs (b) and (c) of

this section.

(b) As well as the standards

incorporated by paragraph (a) of this

section, each vessel of under 61 meters

(200 feet) in length and with an

equipment number from the ABS of less

than 150 may be equipped with either—

(1) One anchor of the tabular weight

and one-half the tabulated length of

anchor chain listed in the applicable

standard; or

(2) Two anchors of one-half the

tabular weight with the total length of

anchor chain listed in the applicable

standard, if both anchors are ready for

use at any time and if the windlass is

capable of heaving in either anchor.
Federal Register / Vol. 62, No. 182 / Friday, September 19, 1997 / Rules and Regulations 49339

(c) Standards of classification

societies other than the ABS may be

used, upon approval of the

Commandant.

§ 130.250 Mooring and towing equipment

for OSVs of less than 100 gross tons.

Each OSV of less than 100 gross tons

must be fitted with mooring and towing

equipment meeting the applicable

requirements for small passenger vessels

in § 184.300 of this chapter.

Subpart C—Navigational Equipment

§ 130.310 Radar.

Each vessel of 100 or more gross tons

must be fitted with a general marine

radar in the pilothouse.

§ 130.320 Electronic position-fixing device.

Each vessel must be equipped with an

electronic position-fixing device

satisfactory for the area in which the

vessel operates.

§ 130.330 Charts and nautical

publications.

(a) Except as provided by paragraph

(b) or (c) of this section, as appropriate

for the intended voyage, each vessel

must carry adequate and up-to-date—

(1) Charts of large enough scale to

make safe navigation possible;

(2) U.S. Coast Pilot or similar

publication;

(3) Coast Guard Light List;

(4) Tide Tables published by the

National Ocean Service;

(5) Local Notice or Notices to

Mariners; and

(6) Current Tables published by the

National Ocean Service, or a rivercurrent publication issued by the U.S.

Army Corps of Engineers or by a river

authority, or both.

(b) Any vessel may carry, instead of

the complete publications listed in

paragraph (a) of this section, extracts

from them for areas it will transit.

(c) When operating in foreign waters,

a vessel may carry an appropriate

foreign equivalent of any item required

by paragraph (a) of this section.

§ 130.340 Compass.

Each vessel must be fitted with a

compass suitable for the intended

service of the vessel. Except aboard a

vessel limited to daytime operation, the

compass must be illuminated.

Subpart D—Automation of Unattended

Machinery Spaces

§ 130.400 Applicability.

This subpart applies to each vessel of

100 or more gross tons where automated

systems either replace specific

personnel in the control and observation

of the propulsion system and machinery

spaces or reduce the level of crew

associated with the vessel’s engine

department.

§ 130.410 General.

(a) Arrangements must be such that

under any operating condition,

including maneuvering, the safety of the

vessel is equivalent to that of the same

vessel with the machinery spaces fully

tended and under direct manual

supervision.

(b) Acceptance by the Coast Guard of

automated systems to replace specific

crew members or to reduce overall

requirements for crew members

depends upon the—

(1) Capabilities of the automated

system;

(2) Combination of crew members,

equipment, and systems necessary to

ensure the safety of the vessel,

personnel, and environment in each

operating condition, including

maneuvering; and

(3) Ability of the crew members to

perform each operational evolution,

including to cope with emergencies

such as fire and failure of control or

monitoring systems.

§ 130.420 Controls.

Each piece of machinery under

automatic control must have an

alternative manual means of control.

§ 130.430 Pilothouse control.

Each OSV must have, at the

pilothouse, controls to start a fire pump,

charge the fire main, and monitor the

pressure in the fire main.

§ 130.440 Communications system.

(a) Each OSV must have a

communications system to immediately

summon a crew member to the

machinery space wherever one of the

alarms required by § 130.460 of this

subpart is activated.

(b) The communications system must

be either—

(1) An alarm that—

(i) Is dedicated for this purpose;

(ii) Sounds in the crew

accommodations and the normally

manned spaces; and

(iii) Is operable from the pilothouse;

or

(2) A telephone operated from the

pilothouse that reaches the master’s

stateroom, engineer’s stateroom, engine

room, and crew accommodations that

either—

(i) Is a sound-powered telephone; or

(ii) Gets its power from the emergency

switchboard or from an independent

battery continuously charged by its own

charger.

§ 130.450 Machinery alarms.

(a) Each alarm required by § 130.460

of this subpart must be of the selfmonitoring type that will both show

visibly and sound audibly upon an

opening or break in the sensing circuit.

(b) The visible alarm must show until

it is manually acknowledged and the

condition is corrected.

(c) The audible alarm must sound

until it is manually silenced.

(d) No silenced alarm may prevent

any other audible alarm from sounding.

(e) Each OSV must be provided with

means for testing each visible and

audible alarm.

(f) Each OSV must provide battery

power for the alarm required by

§ 130.460(a)(8) of this subpart.

§ 130.460 Placement of machinery alarms.

(a) Visible and audible alarms must be

installed at the pilothouse to indicate

the following:

(1) Loss of power for propulsion

control.

(2) Loss of power to the steering motor

or for control of the main steering gear.

(3) Engine-room fire.

(4) High bilge-level.

(5) Low lube-oil pressure for each

main propulsion engine and each prime

mover of a generator.

(6) For each main propulsion engine

and each prime mover of a generator—

(i) High lube-oil temperature; and

(ii) High jacket-water temperature.

(7) For each reduction gear and each

turbocharger with a pressurized oil

system—

(i) Low lube-oil pressure; and

(ii) High lube-oil temperature.

(8) Loss of normal power for the

alarms listed in paragraphs (a)(1)

through (a)(7) of this section.

(b) Sensors for the high-bilge-level

alarm required by paragraph (a)(4) of

this section must be installed in—

(1) Each space below the deepest load

waterline that contains pumps, motors,

or electrical equipment; and

(2) The compartment that contains the

rudder post.

(c) Centralized displays must be

installed in the machinery spaces to

allow rapid evaluation of each problem

detected by the alarms required by

paragraph (a) of this section.

Equipment-mounted gauges or meters

are acceptable for this purpose, if they

are grouped at a central site.

§ 130.470 Fire alarms.

(a) Each fire detector and control unit

must be of a type specifically approved

by the Commandant (G–MSE).

(b) No fire-alarm circuit for the engine

room may contain a fire detector for any

other space.
49340 Federal Register / Vol. 62, No. 182 / Friday, September 19, 1997 / Rules and Regulations

(c) The number and placement of fire

detectors must be approved by the

cognizant OCMI.

§ 130.480 Test procedure and operations

manual.

(a) A procedure for tests to be

conducted on automated equipment by

the operator and the Coast Guard must

be submitted to comply with § 127.110

of this subchapter.

(b) The procedure for tests must—

(1) Be in a sequential-checkoff format;

(2) Include the required alarms,

controls, and communications; and

(3) Set forth details of the tests.

(c) Details of the tests must specify

status of equipment, functions necessary

to complete the tests, and expected

results.

(d) No tests may simulate conditions

by misadjustments, artificial signals, or

improper wiring.

(e) A detailed operations manual that

describes the operation and indicates

the location of each system installed to

comply with this part must be

submitted to comply with § 127.110 of

this subchapter.

PART 131—OPERATIONS

Subpart A—Notice of Casualty and Records

of Voyage

Sec.

131.110 Notice and records.

Subpart B—Markings on Vessels

131.210 Hulls.

131.220 Drafts.

131.230 Loadlines and decklines.

Subpart C—Preparation for Emergencies

131.310 List of crew members and offshore

workers.

131.320 Safety orientation for offshore

workers.

131.330 Emergency instructions.

131.340 Recommended placard for

emergency instructions.

131.350 Station bill.

131.360 Responsibilities of licensed or

certificated individuals.

Subpart D—Sufficiency and Supervision of

Crew of Survival Craft

131.410 Certificate of proficiency.

131.420 Manning and supervision.

Subpart E—Tests, Drills, and Inspections

131.505 Steering gear, whistle, and means

of communication.

131.510 Draft and loadline markings.

131.513 Verification of compliance with

applicable stability requirements.

131.515 Periodic sanitary inspections.

131.520 Hatches and other openings.

131.525 Emergency lighting and power.

131.530 Abandon-ship training and drills.

131.535 Firefighting training and drills.

131.540 Operational readiness.

131.545 Maintenance in general.

131.550 Maintenance of falls.

131.555 Spare parts and repair equipment.

131.560 Weekly tests and inspections.

131.565 Monthly tests and inspections.

131.570 Quarterly inspections.

131.575 Yearly inspections and repair.

131.580 Servicing of inflatable liferafts,

inflatable lifejackets, inflatable buoyant

apparatus, and inflatable rescue boats.

131.585 Periodic servicing of hydrostaticrelease units.

131.590 Firefighting equipment.

Subpart F—Logs

131.610 Logbooks and records.

131.620 Matters that must be logged.

131.630 Entries in official logbooks.

Subpart G—Work Vests

131.710 Approved work vests.

131.720 Use.

131.730 Shipboard stowage.

131.740 Shipboard inspections.

Subpart H—Markings for Fire Equipment

and Emergency Equipment

131.800 General.

131.805 General alarm bell, switch.

131.810 General alarm bell.

131.815 Alarm for fixed gaseous fireextinguishing systems.

131.820 Branch lines of fire-extinguishing

system.

131.825 Controls of fire-extinguishing

system.

131.830 Fire-hose stations.

131.835 Portable fire extinguishers.

131.840 Emergency lighting.

131.845 Instructions for shift of steering

gear.

131.850 Rudder orders.

131.855 Lifeboats and rescue boats.

131.860 Rigid liferafts.

131.865 Inflatable liferafts and inflatable

buoyant apparatus.

131.870 Lifefloats and buoyant apparatus.

131.875 Lifejackets, immersion suits, and

ring buoys.

131.880 Fire hoses and axes.

131.890 EPIRBs and SARTs.

131.893 Watertight doors and watertight

hatches.

131.896 Remote stopping-systems.

131.899 Fire dampers.

Subpart I—Miscellaneous

131.905 Statutory penalties.

131.910 Notices to mariners and aids to

navigation.

131.915 Persons allowed in pilothouse and

on navigational bridge.

131.920 Level of manning.

131.925 Compliance with provisions of

Certificate of Inspection.

131.930 Display of stability letter.

131.935 Prevention of oil pollution.

131.940 Marine sanitation device.

131.945 Display of plans.

131.950 Placard on lifesaving signals and

helicopter recovery.

131.955 Display of license.

131.960 Use of auto-pilot.

131.965 Sounding of whistle.

131.970 Unauthorized lighting.

131.975 Searchlights.

131.980 Lookouts and watches.

Authority: 33 U.S.C. 1321(j); 46 U.S.C.

3306, 6101, 10104; E.O. 12234, 3 CFR, 1980

Comp., p. 277; E.O. 12777, 3 CFR, 1991

Comp., p. 351; 49 CFR 1.46.

Subpart A—Notice of Casualty and

Records of Voyage

§ 131.110 Notice and records.

Each vessel must meet the

requirements of part 4 of this chapter for

reporting marine casualties and

retaining voyage records.

Subpart B—Markings on Vessels

§ 131.210 Hulls.

The hull of each vessel must be

marked as required by parts 67 and 69

of this chapter.

§ 131.220 Drafts.

(a) Each vessel must have the drafts of

the vessel plainly and legibly marked

upon the stem and upon the sternpost

or rudderpost, or at any place at the

stern of the vessel that may be necessary

for easy observance. The bottom of each

mark must indicate the draft.

(b) Each draft must be taken from the

bottom of the keel to the surface of the

water at the location of the marks.

(c) When, because of raked stem or

cutaway skeg, the keel does not extend

forward or aft to the draft markings, the

datum line from which the draft is taken

must be the line of the bottom of the

keel projected forward or aft, as the case

may be, to where the line meets that of

the draft markings projected downward.

(d) When a skeg or other appendage

extends below the line of the keel, the

draft at the end of the vessel adjacent to

that appendage must be measured to a

line tangent to the lowest part of the

appendage and parallel to the line of the

bottom of the keel.

(e) Drafts must be separated so that

the projections of the marks onto a

vertical plane are of uniform height,

equal to the vertical spacing between

consecutive marks.

(f) Marks must be painted in a color

contrasting with that of the hull.

(g) Where marks are obscured because

of operational constraints or by

protrusions, the vessel must be fitted

with a reliable draft-indicating system

from which the drafts at bow and stern

can be determined.

§ 131.230 Loadlines and decklines.

Each vessel assigned a loadline must

have loadline markings and deck-line

markings permanently scribed or

embossed as required by subchapter E of

this chapter.
Federal Register / Vol. 62, No. 182 / Friday, September 19, 1997 / Rules and Regulations 49341

Subpart C—Preparations for

Emergencies

§ 131.310 List of crew members and

offshore workers.

(a) The master of each vessel shall

keep a correct list containing the name

of each person that embarks upon and

disembarks from the vessel.

(b) The list required by paragraph (a)

of this section must be prepared before

the vessel’s departure on a voyage, and

deposited ashore—

(1) At the facility from which the crew

members and offshore workers

embarked;

(2) In a well-marked place at the

vessel’s normal berth; or

(3) With a representative of the owner

or managing operator of the vessel.

§ 131.320 Safety orientation for offshore

workers.

(a) Before a vessel gets under way on

a voyage, the master shall ensure that

suitable public announcements are

made informing each offshore worker

of—

(1) In general terms, emergency and

evacuation procedures;

(2) Locations of emergency exits and

of embarkation areas for survival craft;

(3) Locations of stowage of lifejackets

and immersion suits;

(4) With demonstration, proper

method or methods of donning and

adjusting lifejackets and immersion

suits of the type or types carried on the

vessel;

(5) Locations of the instruction

placards for lifejackets and other

lifesaving devices;

(6) Explanation that each offshore

worker shall don an immersion suit and

a lifejacket when the master determines

that hazardous conditions do or might

exist but that offshore workers may don

lifejackets whenever they feel it

necessary;

(7) Which hazardous conditions might

require the donning of lifejackets and

immersion suits;

(8) Types and locations of any other

lifesaving device carried on the vessel;

(9) Locations and contents of the

‘‘Emergency Instructions’’ required by

§ 131.330;

(10) Survival craft to which assigned;

(11) Any hazardous materials on the

vessel; and

(12) Any conditions or circumstances

that constitute a risk to safety.

(b) The master of each vessel shall

ensure that each offshore worker

boarding the vessel on a voyage after the

initial public announcement has been

made, as required by paragraph (a) of

this section, also hears the information

in paragraph (a) of this section.

§ 131.330 Emergency instructions.

(a) Except as otherwise provided by

this section, the master of each vessel

shall prepare and post durable

emergency-instruction placards in

conspicuous locations accessible to the

crew members and offshore workers.

(b) The instruction placards must

contain the recommended ‘‘Emergency

Instructions’’ listed in § 131.340 that, in

the judgment of the cognizant OCMI,

apply. The placards must be further

designed to address the equipment,

arrangement, and operation peculiar to

each vessel.

§ 131.340 Recommended placard for

emergency instructions.

The following are the recommended

format and content of the placard for

emergency instructions:

EMERGENCY INSTRUCTIONS

(a) Rough weather at sea, crossing of

hazardous bars, or flooding.

(1) Close each watertight and

weathertight door, hatch, and air-port to

prevent taking water aboard or further

flooding in the vessel.

(2) Keep bilges dry to prevent loss of

stability from water in bilges. Use

power-driven bilge pump, hand pump,

and buckets to dewater.

(3) Align fire pumps to serve as bilge

pumps if possible.

(4) Check, for leakage, each intake and

discharge line that penetrates the hull.

(5) Offshore workers remain seated

and evenly distributed.

(6) Offshore workers don immersion

suits (if required aboard) or lifejackets if

the going becomes very rough, if the

vessel is about to cross a hazardous bar,

if flooding begins, or when ordered to

by the master.

(7) Never abandon the vessel unless

actually forced to, or ordered to by the

master.

(8) Prepare survival craft—life floats,

(inflatable) rafts, (inflatable) buoyant

apparatus, and boats—for launching.

(b) ‘‘Man overboard’’.

(1) Throw a ring buoy into the water

as close to the person overboard as

possible.

(2) Post a lookout to keep the person

overboard in sight.

(3) Launch the rescue boat and

maneuver it to pick up the person

overboard, or maneuver the vessel to

pick up the person.

(4) Have a crew member put on an

immersion suit or lifejacket, have a

safety line made fast to the crew

member, and have the crew member

stand by to jump into the water to assist

the person overboard if necessary.

(5) If the person overboard is not

immediately located—

(i) Notify other vessels in the vicinity,

and the Coast Guard; and

(ii) Continue searching until released

by the Coast Guard.

(c) Fire.

(1) Cut off air to the fire: close

hatches, ports, doors, manual

ventilators, and the like and shut off the

ventilation system.

(2) De-energize electrical systems

supplying the affected compartment.

(3) Immediately use a portable fire

extinguisher aimed at the base of the

flames. Never use water on electrical

fires.

(4) If the fire is in machinery spaces,

shut off the fuel supply and ventilation

system and activate any fixed

extinguishing-system.

(5) Maneuver the vessel to minimize

the effect of wind on the fire.

(6) If unable to control the fire, notify

other vessels in the vicinity, and the

Coast Guard.

(7) Move offshore workers away from

fire; have them don lifejackets and, if

necessary, prepare to abandon the

vessel.

§ 131.350 Station bill.

(a) The master of each vessel shall

post a station bill if the vessel’s

Certificate of Inspection requires more

than four crew members, including the

master.

(b) The station bill must be posted in

the pilothouse and in conspicuous

places in crew members’ and offshore

workers’ accommodations.

(c) The station bill must set forth the

special duties and duty stations of each

crew member for various emergencies.

The duties must, as far as possible, be

comparable to and compatible with the

regular work of the member. The duties

must include at least the following and

should comprise any other duties

necessary for the proper handling of a

particular emergency:

(1) The closing of hatches, air-ports,

watertight doors, vents, and scuppers,

and of intake valves and discharge lines

that penetrate the hull; the stopping of

fans and ventilating systems; and the

operating of safety equipment.

(2) The preparing and launching of

survival craft and rescue boats.

(3) The extinguishing of fire.

(4) The mustering of offshore workers,

which includes—

(i) Assembling them and seeing that

they are properly dressed and have

donned their immersion suits and

lifejackets; and

(ii) Directing them to their appointed

stations.
49342 Federal Register / Vol. 62, No. 182 / Friday, September 19, 1997 / Rules and Regulations

§ 131.360 Responsibilities of licensed or

certificated individuals.

Nothing in the emergency instructions

or in any station bill required by this

subpart exempts any licensed or

certificated individual from the exercise

of good judgment in an emergency.

Subpart D—Sufficiency and

Supervision of Crew of Survival Craft

§ 131.410 Certificate of proficiency.

A merchant mariner’s document with

an endorsement of lifeboatman or

another inclusive rating under part 12 of

this title is evidence of training in

survival craft and serves as a certificate

of proficiency. For this subpart, a

‘‘certificated’’ person is a person

holding a merchant mariner’s document

with such an endorsement.

§ 131.420 Manning and supervision.

(a) There must be enough trained

persons aboard each survival craft to

muster and assist untrained persons.

(b) Except as permitted by paragraph

(c)(2) of this section, there must be

enough deck officers, able seamen, or

other certificated persons aboard each

survival craft to manage the launching

and handling of the survival craft.

(c) One person must be placed in

charge of each survival craft to be used.

(1) Except as permitted by paragraph

(c)(2) of this section, the person in

command must be a deck officer, able

seaman, or other certificated person.

(2) Considering the nature of the

voyage, the number of persons

permitted aboard, and the

characteristics of the vessel, including

gross tonnage, the cognizant OCMI may

permit persons practiced in the

handling of liferafts to be placed in

charge of liferafts instead of persons

required under paragraph (c)(1) of this

section.

(3) A deck officer, able seaman, or

other certificated person shall serve as

second-in-command for each lifeboat

either—

(i) Carried on a vessel in ocean

service; or

(ii) Permitted to carry more than 40

persons.

(d) The person in charge and the

second-in-command of each survival

craft shall have a list of crew members

and offshore workers assigned to the

craft and shall see that the crew

members are acquainted with their

duties.

(e) Each motorized survival craft must

have assigned a person capable of

operating the engine and carrying out

minor adjustments.

(f) The master shall ensure that the

persons required under paragraphs (a),

(b), and (c) of this section are equitably

distributed among the vessel’s survival

crafts.

Subpart E—Tests, Drills, and

Inspections

§ 131.505 Steering gear, whistle, and

means of communication.

(a) On each vessel expected to be

away from shore for more than 48 hours,

the master shall examine and test the

steering gear, the whistle, and the means

of communication between the

pilothouse and the engine room 12 or

fewer hours before departure. On every

other vessel, the master shall do the

same at least once a week.

(b) The date of each test and

examination and the condition of the

equipment must be noted in the vessel’s

logbook.

§ 131.510 Draft and loadline markings.

(a) The master of each vessel on an

ocean or coastwise voyage shall enter in

the vessel’s logbook the drafts of the

vessel, forward and aft, when leaving

port.

(b) The master of each vessel subject

to the requirements of subchapter E of

this chapter shall, upon departure from

port on an ocean or coastwise voyage,

enter in the vessel’s logbook a statement

of the position of the loadline markings,

port and starboard, relative to the

surface of the water in which the vessel

is then floating.

(c) If the master, when recording

drafts, compensates for the density of

the water in which the vessel is floating,

he or she shall note this density in the

vessel’s logbook.

§ 131.513 Verification of compliance with

applicable stability requirements.

(a) After loading but before departure,

and at other times necessary to assure

the safety of the vessel, the master shall

verify that the vessel complies with

requirements in its trim-and-stability

book, stability letter, Certificate of

Inspection, and Loadline Certificate,

whichever apply, and then enter a

statement of the verification in the log

book. The vessel may not leave port

until it is in compliance with these

requirements.

(b) When determining compliance

with applicable stability requirements,

the master shall ascertain the vessel’s

draft, trim, and stability as necessary;

and any stability calculations made in

support of the determination must

remain aboard the vessel for the

duration of the voyage.

§ 131.515 Periodic sanitary inspections.

(a) The master shall make periodic

inspections of the quarters, toilet and

washing spaces, serving pantries,

galleys, and the like, to ensure that

those spaces are maintained in a

sanitary condition.

(b) The master shall enter in the

vessel’s logbook the results of these

inspections.

§ 131.520 Hatches and other openings.

Before any vessel leaves protected

waters, the master shall ensure that the

vessel’s exposed cargo hatches and

other openings in the hull are closed;

made properly watertight by the use of

tarpaulins, gaskets, or similar devices;

and properly secured for sea.

§ 131.525 Emergency lighting and power.

(a) The master of each vessel shall

ensure that the emergency lighting and

power systems are tested at least once

each week that the vessel is operated, to

verify that they work.

(b) The master shall ensure that

emergency generators driven by

internal-combustion engines run under

load for at least 2 hours at least once

each month that the vessel is operated.

(c) The master shall ensure that

storage batteries driving fitted systems

for emergency lighting and power are

tested at least once each 6 months that

the vessel is operated, to demonstrate

the ability of the batteries to supply the

emergency loads for the period specified

by Table 112.05–5(a) of this chapter for

cargo vessels.

(d) The date of each test and the

condition and performance of the

apparatus must be noted in the vessel’s

logbook.

§ 131.530 Abandon-ship training and drills.

(a) Material for abandon-ship training

must be aboard each vessel. The

material must consist of a manual of one

or more volumes, or audiovisual

training aids, or both.

(1) The material must contain

instructions and information about the

lifesaving appliances aboard the vessel

and about the best methods of survival.

Any manual must be written in easily

understood terms, illustrated wherever

possible.

(2) If a manual is used, there must be

a copy in each messroom and recreation

room for crew members or in each

stateroom for them. If audiovisual aids

are used, they must be incorporated in

the training sessions aboard under

paragraph (d) of this section.

(3) The material must explain the—

(i) Method of donning immersion

suits and lifejackets carried aboard;

(ii) Mustering at assigned stations;

(iii) Proper boarding, launching, and

clearing of survival craft and rescue

boats;
Federal Register / Vol. 62, No. 182 / Friday, September 19, 1997 / Rules and Regulations 49343

(iv) Method of launching survival

craft by people within them;

(v) Method of releasing survival craft

from launching-appliances;

(vi) Use of devices for protecting

survival craft in launching-areas, where

appropriate;

(vii) Illumination of launching-areas;

(viii) Use of each item of survival

equipment;

(ix) Instructions for emergency repair

of lifesaving appliances;

(x) Use of radio lifesaving-appliances,

with illustrations;

(xi) Use of sea anchors;

(xii) Use of engine and accessories,

where appropriate;

(xiii) Recovery of survival craft and

rescue boats, including stowage and

securing;

(xiv) Hazards of exposure and need

for warm clothing;

(xv) Best use of survival craft for

survival; and

(xvi) Methods of retrieving personnel,

including use of helicopter-mounted

rescue gear (slings, baskets, stretchers)

and vessel’s line-throwing apparatus.

(b) An abandon-ship drill must be

held on each vessel in alternate weeks.

If none can be held during the

appointed week, because of bad weather

or other unavoidable constraint, one

must be held at the first opportunity

afterward. If the crew changes more

than once in any 2 weeks, one must be

held as soon after the arrival of each

crew as practicable.

(1) Any crew member excused from

an abandon-ship drill must participate

in the next one, so that each member

participates in at least one each month.

Unless more than 25 percent of the

members have participated in one on

that particular vessel in the previous

month, one must be held before the

vessel leaves port if reasonable and

practicable; but, unless the

Commandant (G–MOC) accepts

alternative arrangements as at least

equivalent, one must be held not later

than 24 hours after the vessel leaves

port in any event.

(2)(i) On a voyage likely to take more

than 24 hours to complete, a muster of

offshore workers must be held on

departure. The master shall ensure that

each worker is assigned to a survival

craft and is directed to its location. Each

person in charge of such a craft shall

maintain a list of workers assigned to

the craft.

(ii) On a voyage likely to take 24

hours or less to complete, the master

shall call the attention of each offshore

worker to the emergency instructions

required by § 131.330.

(3) Each abandon-ship drill must

include—

(i) Summoning of crew members and

offshore workers to survival craft with

the general alarm;

(ii) Simulation of an abandon-ship

emergency that varies from drill to drill;

(iii) Reporting of crew members and

offshore workers to survival craft, and

preparing for, and demonstrating the

duties assigned under the procedure

described in the station bill for, the

particular abandon-ship emergency

being simulated;

(iv) Checking to see that crew

members and offshore workers are

suitably dressed;

(v) Checking to see that immersion

suits and lifejackets are correctly

donned;

(vi) Lowering of at least one lifeboat

(far enough that the davit head has

completed its travel and the fall wire of

the lifeboat has begun to pay out) or, if

no lifeboats are required, lowering of

one rescue boat, after any necessary

preparation for launching;

(vii) Starting and operating of the

engine of the lifeboat or rescue boat; and

(viii) Operation of davits used for

launching liferafts.

(4) As far as practicable, at successive

drills different lifeboats must be

lowered to meet the requirements of

paragraph (b)(3)(vi) of this section.

(5) As far as practicable, each

abandon-ship drill must be conducted

as if there were an actual emergency.

(6) Each lifeboat must be launched

with its assigned crew aboard during an

abandon-ship drill, and be maneuvered

in the water, at least once each 3 months

that the vessel is operated.

(7) Each rescue boat must be launched

with its assigned crew aboard and be

maneuvered in the water—

(i) Once each month that the vessel is

operated, if reasonable and practicable;

but,

(ii) In any event, at least once each 3

months that the vessel is operated.

(8) If drills for launching lifeboats and

rescue boats are carried out with the

vessel making headway, the drills must,

because of the danger involved, be

practiced only in waters where the drills

are safe, under the supervision of an

officer experienced in such drills.

(9) At least one abandon-ship drill

each 3 months must be held at night,

unless the master determines it unsafe.

(10) Emergency lighting for mustering

and abandonment must be tested at each

abandon-ship drill.

(c) The master of each vessel carrying

immersion suits shall ensure that—

(1) Each crew member either—

(i) Wears an immersion suit in at least

one abandon-ship drill a month unless

it is impracticable because of warm

weather; or

(ii) Participates in at least one

immersion-suit drill a month that

includes donning an immersion suit and

being instructed in its use;

(2) In each abandon-ship drill, each

offshore worker aboard is instructed in

the use of immersion suits; and

(3) Each offshore worker is told at the

beginning of the voyage where

immersion suits are stowed aboard and

is encouraged to read the instructions

for donning and using the suits.

(d) Each crew member aboard the

vessel must be given training in the use

of lifesaving appliances and in the

duties assigned by the station bill.

(1) Except as provided by paragraph

(d)(2) of this section, training aboard in

the use of the vessel’s lifesaving

appliances, including equipment on

survival craft, must be given to each

crew member as soon as possible but

not later than 2 weeks after the member

joins the vessel.

(2) If a crew member is on a regularly

scheduled rotating assignment to a

vessel, training aboard in the use of the

vessel’s lifesaving appliances, including

equipment on survival craft, must be

given to the member not later than 2

weeks after the member first joins the

vessel.

(3) Each crew member must be

instructed in the use of the vessel’s

lifesaving equipment and appliances

and in survival at sea during alternate

weeks, normally in the weeks when

abandon-ship drills are not held. If

individual instructional sessions cover

different parts of the vessel’s lifesaving

system, they must cover each part of the

vessel’s lifesaving equipment and

appliances each 2 months. Each member

must be instructed in at least—

(i) Operation and use of the vessel’s

inflatable liferafts;

(ii) Problems of hypothermia, first aid

for hypothermia, and other appropriate

procedures; and

(iii) Special procedures necessary for

use of the vessel’s lifesaving equipment

and appliances in heavy weather.

(4) Training in the use of davitlaunched inflatable liferafts must take

place at intervals of not more than 4

months on each vessel with such

liferafts. Whenever practicable this must

include the inflation and lowering of a

liferaft. If this liferaft is a special one

intended for training only, and is not

part of the vessel’s lifesaving system, it

must be conspicuously so marked.

(e) Dates when musters are held,

details of abandon-ship drills, drills on

other lifesaving equipment and

appliances, and training aboard must be

entered in the vessel’s official logbook.

Each logbook entry must include the

following, as applicable:
49344 Federal Register / Vol. 62, No. 182 / Friday, September 19, 1997 / Rules and Regulations

(1) Time and date.

(2) Length of drill or training session.

(3) Identification of survival craft used

in drills.

(4) Subject of training session.

(5) Statement on the condition of the

equipment used.

(6) Unless a full muster, drill, or

training session is held at the appointed

time, the circumstances and the extent

of the muster, drill, or training session

held.

§ 131.535 Firefighting training and drills.

(a) A fire drill must be held on each

vessel, normally on alternate weeks. It

must not be held as part of the abandonship drill, nor immediately before or

after the abandon-ship drill. If none can

be held on schedule, because of bad

weather or other unavoidable constraint,

one must be held at the next

opportunity.

(b) Any crew member excused from a

fire drill must participate in the next

one, so that each member participates in

at least one each month. Unless more

than 25 percent of the members have

participated in one on that particular

vessel in the previous month, one must

be held before the vessel leaves port if

reasonable and practicable; but, unless

the Commandant (G–MOC) accepts

alternative arrangements as at least

equivalent, one must be held not later

than 24 hours after the vessel leaves

port in any event.

(c) Each fire drill must include—

(1) Summoning of crew members and

offshore workers to their stations with

the general alarm;

(2) Simulation of a fire emergency that

varies from drill to drill;

(3) Reporting of crew members and

offshore workers to stations, and

preparing for, and demonstrating of the

duties assigned under the procedure

described in the station bill for, the

particular fire emergency being

simulated;

(4) Starting of fire pumps and use of

a sufficient number of outlets to

determine that the system is working

properly;

(5) Bringing out each breathing

apparatus and other item of rescue and

safety equipment from the emergencyequipment lockers, and demonstrating

of the use of each item by the person or

persons that will make use of it;

(6) Operation of each watertight door;

(7) Operation of each self-closing fire

door;

(8) Closing of each fire door and each

door within the fire boundary; and

(9) Closing of each ventilation closure

of each space protected by a fixed fireextinguishing system.

(d) Each fire drill must, as far as

practicable, be conducted as if there

were an actual emergency.

(e) The dates when fire drills are held,

and details of training in fire fighting

and of fire drills, must be entered in the

vessel’s official logbook. Each logbook

entry must include the following, as

applicable:

(1) Time and date.

(2) Length of drill or training session.

(3) Number and lengths of hose used.

(4) Subject of training session.

(5) Statement on the condition of the

equipment used.

(6) Unless a full drill or training

session is held at the appointed time,

the circumstances and the extent of the

drill or training session held.

§ 131.540 Operational readiness.

(a) Except as provided by § 131.545(e)

of this subpart, ach lifesaving appliance

and each item of equipment for a

lifeboat, liferaft, survival craft, rescue

boat, life float, or buoyant apparatus

must be in good working order and

ready for immediate use before the

vessel leaves port and at any time when

the vessel is away from port.

(b) Each deck where a lifeboat, liferaft,

survival craft, rescue boat, life float, or

buoyant apparatus is stowed, launched,

or boarded must be kept clear of

obstructions that would interfere with

the breaking out, launching, or boarding

of the lifesaving appliance.

§ 131.545 Maintenance in general.

(a) For each lifesaving appliance, the

manufacturer’s instructions for

maintenance of the appliances aboard

must be aboard and must include the

following:

(1) Checklists for use in the

inspections required by § 131.565(a) of

this subpart.

(2) Instructions for maintenance and

repair.

(3) A schedule of periodic

maintenance.

(4) A diagram of lubrication points

with the recommended lubricants.

(5) A list of replaceable parts.

(6) A list of sources of spare parts.

(7) A log for records of inspections,

maintenance, and repair.

(b) The master shall ensure that

maintenance is carried out to comply

with the instructions required by

paragraph (a) of this section.

(c) For lifesaving appliances

constructed on or before July 1, 1986,

paragraph (a) of this section need be

complied with only to the extent that

appliances’ manufacturers’ instructions

are available.

(d) The cognizant OCMI may accept,

instead of the instructions required by

paragraph (a) of this section, a program

for planned shipboard maintenance that

includes the items listed in that

paragraph.

(e) If lifeboats and rigid liferafts are

maintained and repaired on the vessel

while the vessel is under way, there

must be enough lifeboats and liferafts

available for use on the vessel to

accommodate each person aboard the

vessel.

(f) Except in an emergency, no

extensive repairs or alterations may be

made to any lifesaving appliance

without advance notice to the cognizant

OCMI. As far as possible, each repair or

alteration must be made to comply with

the requirements for the appliance in

subchapter Q of this chapter. This OCMI

may require each appliance that has

been extensively repaired or in any way

altered to undergo each pertinent test in

subchapter Q of this chapter.

(g) The master shall report each

emergency repair or alteration to a

lifesaving appliance, as soon as

practicable, either to the OCMI in the

next port in the United States where the

vessel calls or, if the vessel does not

regularly call at ports in the United

States, to the OCMI responsible for the

next foreign port where the vessel calls.

(h) No lifeboat or rigid liferaft may be

repaired or reconditioned for use on a

vessel other than the one it was

originally built for, unless specifically

permitted by the cognizant OCMI. The

lifeboat or rigid liferaft must be so

repaired or reconditioned under the

supervision of this OCMI, unless he or

she specifically allows otherwise.

§ 131.550 Maintenance of falls.

(a) Each fall used with a launching

appliance must be turned end for end at

intervals of not more than 30 months.

(b) Each fall used with a launching

appliance must be renewed either when

necessary because of deterioration or

after the passage of not more than 5

years, whichever occurs earlier.

(c) Each fall used with a launching

appliance must have a corrosionresistant tag permanently marked

with—

(1) The date the new fall was

installed; and

(2) The last date, if any, the fall was

turned end for end.

§ 131.555 Spare parts and repair

equipment.

Spare parts and repair equipment

must be provided for each lifesaving

appliance and component that either is

subject to excessive wear or

consumption or needs to be replaced

regularly. These parts and equipment

must be kept aboard the OSV, except
Federal Register / Vol. 62, No. 182 / Friday, September 19, 1997 / Rules and Regulations 49345

that, if the vessel operates daily out of

the same shore base, they may be kept

at that base.

§ 131.560 Weekly tests and inspections.

The following tests and inspections

must be carried out weekly:

(a) Each lifesaving appliance and

launching appliance must be visually

inspected to ensure that it is ready for

use.

(b) Each engine of a lifeboat or a

rescue boat must be run ahead and

astern for not less than 3 minutes,

unless the ambient temperature is below

the minimal temperature required for

starting the engine.

(c) The general alarm system must be

activated.

(d) Each battery for starting the engine

of a lifeboat or a rescue boat, or for

energizing a searchlight, a fixed

installation of a radio in a lifeboat, or a

portable radio, must be brought up to

full charge at least once a week if the

battery is—

(1) Of a type that requires recharging;

and

(2) Not connected to a device that

keeps it continuously charged.

(e) The transmitter of each fixed

installation of a radio in a lifeboat and

that of each portable radio must be tried

out at least once a week with a dummy

antenna load.

§ 131.565 Monthly tests and inspections.

(a) Each lifesaving appliance,

including lifeboat equipment, must be

inspected monthly against the checklist

required by § 131.545(a)(1) of this

subpart to ensure that it is aboard and

in good order. A report of the

inspection, including a statement on the

condition of the appliance, must be

entered in the vessel’s logbook.

(b) Each Emergency Position

Indicating Radio Beacon (EPIRB) and

each Search and Rescue Transponder

(SART), other than an EPIRB or SART

in an inflatable liferaft, must be tested

monthly. The EPIRB must be tested

using the integrated test circuit and the

output indicator (test button) to

determine that it works.

§ 131.570 Quarterly inspections.

(a) Each apparatus that controls a

lifeboat winch, including motor

controllers, emergency switches, master

switches, and limit switches, must be

inspected once each 3 months.

(b) The inspection must involve the

removal of drain plugs and the opening

of drain valves to ensure that enclosures

are free of water.

(c) The date of the inspection required

by this section and the condition of the

equipment must be entered in the

vessel’s logbook.

§ 131.575 Yearly inspections and repair.

(a) Each lifeboat, rescue boat, rigid

liferaft, buoyant apparatus, and life float

must be stripped, cleaned, and

thoroughly inspected and repaired as

needed at least once a year. This

procedure includes emptying and

cleaning each fuel tank and refilling it

with fresh fuel.

(b) Each davit, winch, fall, and other

launching-appliance must be thoroughly

inspected at least once a year, and

repaired as needed.

(c) Each item of survival equipment

with an expiration date must be

replaced during the annual inspection

and repair if this date has passed.

(d) Each battery used in an item of

survival equipment and clearly marked

with an expiration date must be

replaced during the annual inspection

and repair if this date has passed.

(e) Except a storage battery used in a

lifeboat or in a rescue boat, each battery

used in an item of survival equipment

and not clearly marked with an

expiration date must be replaced during

the annual inspection and repair.

(f) Compliance with the requirements

of this section does not relieve the

master or person in charge of the duty

of compliance with requirements in

§ 131.540(a) of this subpart to keep the

equipment ready for immediate use

when the vessel is under way.

§ 131.580 Servicing of inflatable liferafts,

inflatable lifejackets, inflatable buoyant

apparatus, and inflated rescue boats.

(a) Except for an inflatable liferaft or

an inflatable buoyant apparatus less

than two years of age, each inflatable

liferaft, inflatable lifejacket, inflatable

buoyant apparatus, and hybrid

inflatable lifejacket or work vest must be

serviced within 12 months of—

(1) Its initial packing; and

(2) Each subsequent servicing, except

when a servicing due after 12 months is

delayed not more than 5 months until

the next scheduled inspection of the

OSV.

(b) Each inflatable liferaft and

inflatable buoyant apparatus must be

serviced—

(1) Whenever the container of the raft

is damaged, or the straps or seal broken;

and

(2) In compliance with subpart

160.151 of this chapter.

(c) Each inflatable lifejacket must be

serviced in compliance with subpart

160.176 of this chapter.

(d) Each hybrid inflatable lifejacket or

work vest must be serviced in

accordance with the manual provided

under § 160.077–29 of this chapter.

(e) Repair and maintenance of

inflatable rescue boats must follow the

manufacturers’ instructions. Each

repair, except an emergency repair made

aboard the vessel, must be made at a

servicing facility approved by the

Commandant (G–MSE).

§ 131.585 Periodic servicing of

hydrostatic-release units.

(a) Except a disposable hydrostaticrelease unit with an expiration date,

each hydrostatic-release unit must be

serviced—

(1) Within 12 months of its

manufacture and within 12 months of

each subsequent servicing, except when

a servicing due after 12 months is

delayed not more than 5 months until

the next scheduled inspection of the

vessel; and

(2) In compliance with subpart

160.062 of this chapter.

(b) The springs of each springtensioned gripe used with a hydrostaticrelease unit must be renewed when the

unit is serviced and tested.

§ 131.590 Firefighting equipment.

(a) The master shall ensure that the

vessel’s required firefighting equipment

is on board in the prescribed location

and always ready for use, other than

when the equipment is being serviced.

(b) The master shall, at least once

each 12 months, nsure the performance

of the tests and inspections of each

portable fire extinguisher, semiportable

fire extinguisher, and fixed fireextinguishing system aboard described

by Table 132.350 of this subchapter.

(c) The master shall keep records of

these tests and inspections, showing the

dates of their performance, the number

or other identification of each unit

undergoing them, and the name of the

person or company conducting them.

The records must be made available to

the marine inspector upon request and

must be kept for the period of validity

of the vessel’s current Certificate of

Inspection.

(d) The conducting of tests and

inspections required by this section

does not relieve the master of his or her

responsibility to maintain the

prescribed firefighting equipment in

working order for use at any time when

the vessel is under way.

Subpart F—Logs

§ 131.610 Logbooks and records.

(a) Each OSV must by statute, or by

regulations in this subchapter, have

certain logbooks or records. The master

shall make all entries required by

statute, or by regulations in this

subchapter.

(b) 46 U.S.C. 11301 states that a vessel

of the United States, except one on a

voyage from a port in the United States
49346 Federal Register / Vol. 62, No. 182 / Friday, September 19, 1997 / Rules and Regulations

to a port in Canada, shall have an

official logbook if the vessel is—

(1) On a voyage from a port in the

United States to a foreign port; or

(2) Of at least 100 gross tons and on

a voyage between a port in the United

States on the Atlantic Ocean and one on

the Pacific Ocean.

(c) The Coast Guard gratuitously

furnishes to masters of vessels of the

United States the official logbook as

Form CG–706B or CG–706C, depending

upon the number of persons employed

as crew. The first several pages of this

logbook list various acts of Congress

governing logbooks and the entries

required in them.

(d) When a voyage is completed, or

after a specified time has elapsed, the

master shall file the official logbook

containing required entries with the

OCMI at or nearest the port where the

vessel may be.

(e) Unless an official logbook is

required, the owner, operator, or master

shall supply an alternative log or record

for making entries required by law,

including regulations in this subchapter.

This log or record need not be filed with

this OCMI, but must be kept available

for review by a marine inspector for a

year after the date that the latest entry

concerns.

§ 131.620 Matters that must be logged.

The following matters must be

entered in each vessel’s logbook:

(a) Safety Orientation for Offshore

Workers. As held. See § 131.320.

(b) Tests and inspection of Steering

Gear, Whistle, and Means of

Communication. Before departure. See

§ 131.505.

(c) Draft and Loadline Markings.

Before leaving port. Ocean and

coastwise voyages only. See § 131.510.

(d) Verification of Compliance with

Applicable Stability Requirements. See

§ 131.513.

(e) Periodic Sanitary Inspections.

After periodic sanitary inspections

made by the master. See § 131.515.

(f) Hatches and Other Openings. Each

opening and closing, or departure from

port without closing (except by vessels

on protected waters). See § 131.520.

(g) Tests of Emergency Lighting and

Power. Weekly, monthly, and twiceyearly. See § 131.525.

(h) Abandon-Ship Training and Drills,

and Firefighting Training and Drills. As

held. See §§ 131.530 and 131.535.

(i) Inspection of Lifeboat Winches.

Once each 3 months. See § 131.570.

§ 131.630 Entries in official logbooks.

On each vessel required to have an

Official Logbook, the items required by

46 U.S.C. 11301, as well as the items

required by § 131.620, must be entered

in the logbook.

Subpart G—Work Vests

§ 131.710 Approved work vests.

Each buoyant work vest carried

aboard must be approved under subpart

160.053 of this chapter or, as a

commercial hybrid personal flotation

device, under subpart 160.077 of this

chapter.

§ 131.720 Use.

(a) An approved buoyant work vest is

an item of safety apparel and may be

carried aboard for wear by a crew

member when working near or over the

water.

(b) The vest may not count towards

the vessel’s complement of lifejackets.

(c) The vest may not be worn instead

of a lifejacket during a drill.

§ 131.730 Shipboard stowage.

The master shall ensure that no work

vest is stowed where any lifejacket is

stowed.

§ 131.740 Shipboard inspections.

Each buoyant work vest must be

subject to examination by a marine

inspector, to determine its

serviceability. If found serviceable, it

may continue in service; but no buoyant

work vest is stamped as inspected. If not

found serviceable, and if determined

irreparable by the inspector, a buoyant

work vest must be destroyed in the

presence of the inspector.

Subpart H—Markings for Fire

Equipment and Emergency Equipment

§ 131.800 General.

(a) This section prescribes markings

necessary for the guidance of persons

aboard in case of an emergency. The

markings may be modified or omitted if

they are unnecessary, because either the

vessel is small or particular

circumstances warrant, and if the

cognizant OCMI approves.

(b) Each stateroom notice, directional

sign, and the like must be printed in

English and in other languages

appropriate to the service of the vessel.

(c) Where this subpart specifies red

letters, letters of a contrasting color on

a red background are acceptable.

§ 131.805 General alarm bell, switch.

The switch in the pilothouse that

activates the general alarm bell must be

clearly and permanently identified

either by letters on a metal plate or with

a sign in red letters on a suitable

background that state the following:

‘‘GENERAL ALARM.’’

§ 131.810 General alarm bell.

Each general alarm bell must be

identified by red letters at least 13

millimeters (1⁄2-inch) high that state the

following: ‘‘GENERAL ALARM—WHEN

BELL RINGS GO TO YOUR STATION.’’

§ 131.815 Alarm for fixed gaseous fireextinguishing system.

Each alarm for a fixed gaseous fireextinguishing system must be

conspicuously identified, using the

following statement: ‘‘WHEN ALARM

SOUNDS, LEAVE AT ONCE: [CARBON

DIOXIDE] [HALON] BEING

RELEASED.’’

§ 131.820 Branch lines of fireextinguishing system.

The valves of each branch line in the

fire extinguishing system must be

plainly and permanently marked,

indicating the spaces served.

§ 131.825 Controls of fire-extinguishing

system.

Each control cabinet or space

containing a valve or manifold for a fire

extinguishing system must be distinctly

marked in conspicuous red letters at

least 50 millimeters (2 inches) high that

state the following: ‘‘FIRE APPARATUS

FOR [CARBON DIOXIDE] [HALON]’’.

§ 131.830 Fire hose stations.

Each fire station must be identified in

red letters and figures at least 50

millimeters (2 inches) high that state the

following: ‘‘FIRE STATION #1,’’ ‘‘* * *

2,’’ ‘‘* * * 3,’’ and so on. Where the

hose is not so stowed in the open or

behind glass as to be readily seen, this

identification must be so placed as to be

readily seen from a distance.

§ 131.835 Portable fire extinguishers.

(a) Except as provided by paragraph

(b) of this section, ach portable fire

extinguisher must be marked with a

number, and the site of its stowage must

be marked with a corresponding number

at least 13 millimeters (1⁄2-inch) high.

(b) If only one type and size of

portable fire extinguisher is carried, the

number may be omitted.

§ 131.840 Emergency lighting.

Emergency lighting must be marked

with a letter ‘‘E’’ at least 13 millimeters

(1⁄2-inch) high.

§ 131.845 Instructions for shift of steering

gear.

(a) Instructions, including diagrams,

for a shift of steering gear and for a shift

to the alternative steering stations must

be on water-resistant material and

posted at each steering station and in

the steering-engine room, relating, in

order, the different steps to take in

either shift.
Federal Register / Vol. 62, No. 182 / Friday, September 19, 1997 / Rules and Regulations 49347

(b) The instructions must indicate

each clutch or pin to be ‘‘in’’ or ‘‘out’’

and each valve or switch to be ‘‘open’’

or ‘‘closed’’ in a shift to any means of

steering for which the vessel is

equipped.

(c) The instructions must specify that

each steering wheel or lever, and each

rudder, must be amidships before any

shift of steering gear or steering stations.

(d) Each clutch, gear, wheel, lever,

valve, or switch used during any shift of

steering gear or steering stations must be

numbered or lettered on a metal plate or

painted so that the numbers or letters

are recognizable at a reasonable

distance.

§ 131.850 Rudder orders.

At each steering station there must be

installed a suitable notice on the wheel

or lever, or in some other place directly

in the helmsman’s line of sight, to

indicate the direction in which to turn

the wheel or lever for ‘‘right rudder’’

and for ‘‘left rudder.’’

§ 131.855 Lifeboats and rescue boats.

(a) The following must be plainly

marked or painted on each side of the

bow of each lifeboat and rescue boat in

block capital letters and numbers:

(1) The name of the vessel.

(2) The number of the boat. (The boats

on each side of the vessel must be

numbered from forward to aft. If there

are boats on both sides of the vessel, the

odd numbers must be on the starboard

side.)

(3) For each vessel in ocean service,

the name of the port whose marking on

the stern is required by § 67.123 of this

chapter.

(b) The following must be plainly

marked or painted on each side of the

bow of each lifeboat and rescue boat in

block capital letters and numbers:

(1) The length and beam of the boat.

(2) The number of persons the boat

will hold. This number must—

(i) Be the number of persons the boat

is equipped for; and

(ii) Not be greater than the number of

persons the boat is approved for, as

shown on its nameplate.

(c) The following must be plainly

marked or painted on each lifeboat and

rescue boat, visible from above the boat:

(1) The number of the boat.

(2) The name of the vessel.

(d) Each lifeboat and rescue boat must

be marked with Type II retro-reflective

material approved under subpart

164.018 of this chapter. The

arrangement of the retro-reflective

material must comply with IMO

Resolution A.658(16).

§ 131.860 Rigid liferafts.

(a) The following must be plainly

marked or painted, near one entrance of

each rigid liferaft:

(1) The name of the vessel.

(2) For each vessel in ocean service,

the name of the port whose marking on

the stern is required by § 67.123 of this

chapter.

(b) The length of the painter must be

plainly marked or painted, near one

entrance of each rigid liferaft.

(c) The number of persons the rigid

liferaft is approved for must be plainly

marked or painted, over each entrance

to each raft, in letters and numbers at

least 102 millimeters (4 inches) high

and in a color contrasting to that of the

raft. This number must—

(1) Be the number of persons the rigid

liferaft is equipped for; and

(2) Not be greater than the number of

persons the rigid liferaft is approved for,

as shown on its nameplate.

(d) The rigid liferaft must be marked

with the words ‘‘SOLAS A pack’’ or

‘‘SOLAS B pack’’, to reflect the pack

inside.

§ 131.865 Inflatable liferafts and inflatable

buoyant apparatus.

The number of the inflatable liferaft or

inflatable buoyant apparatus and the

number of persons it is approved for

must be marked or painted, in a

conspicuous place in the immediate

vicinity of each raft and each apparatus,

in letters and numbers at least 38

millimeters (1–1⁄2 inches) high and in a

color contrasting to that of the raft or

apparatus. Each raft or apparatus stowed

on the side of a vessel must be

numbered like a liferaft in compliance

with § 199.178 (c) and (d) of this

chapter. No letters or numbers may go

on the liferaft or on the container of the

apparatus.

§ 131.870 Life floats and buoyant

apparatus.

(a) The name of the vessel must be

plainly marked or painted on each life

float or buoyant apparatus, and on each

oar and paddle.

(b) The number of persons each life

float or buoyant apparatus is approved

for must be plainly marked or painted

on each float or apparatus in letters and

numbers at least 38 millimeters (1–1⁄2

inches) high and in a color contrasting

to that of the float or apparatus. This

number must—

(1) Be the number of persons the float

or apparatus is equipped for; and

(2) Not be greater than the number of

persons the float or apparatus is

approved for, as shown on its

nameplate.

§ 131.875 Lifejackets, immersion suits,

and ring buoys.

(a) Each lifejacket, immersion suit,

and ring life buoy must be marked in

block capital letters with the vessel’s

name.

(b) Each container for lifejackets and

immersion suits must be marked in

letters and numbers at least 50

millimeters (2 inches) high with the

number, identity, or IMO symbol

specified by IMO Resolution A.760(18),

and size of the items stowed inside.

(c) Each ring buoy on a vessel in

ocean service must be marked in block

capital letters with the name of the port

whose marking on the stern of the vessel

is required by § 67.123 of this chapter.

(d) Each stowage site for a ring buoy

must be marked ‘‘LIFE BUOY’’ or

marked with the IMO symbol.

(e) Each lifejacket must be marked

with Type I retro-reflective material

approved under subpart 164.018 of this

chapter. The arrangement of the retroreflective material must comply with

IMO Resolution A.658(16).

(f) Each ring life buoy must be marked

with Type I or II retro-reflective material

approved under subpart 164.018 of this

chapter. The arrangement of the retroreflective material must comply with

IMO Resolution A.658(16).

§ 131.880 Fire hoses and axes.

Each fire hose and axe must be

marked with the vessel’s name.

§ 131.890 EPIRBs and SARTs.

The name of the vessel must be

plainly marked or painted on each

Emergency Position Indicating Radio

Beacon (EPIRB) and on each Search and

Rescue Transponder (SART), except on

an EPIRB or SART—

(a) In an inflatable liferaft; or

(b) Permanently installed in a survival

craft.

§ 131.893 Watertight doors and watertight

hatches.

Each watertight door in a bulkhead

that must be watertight in compliance

with the requirements in part 174 of this

chapter, and each watertight hatch,

must be marked on both sides in letters

at least 50 millimeters (2 inches) high

that state the following: ‘‘WATERTIGHT

DOOR—KEEP CLOSED EXCEPT FOR

PASSAGE’’ or ‘‘WATERTIGHT

HATCH—KEEP CLOSED WHEN NOT

IN USE’’.

§ 131.896 Remote stopping-systems.

The remote stopping-systems required

by § 129.540 of this subchapter must be

clearly marked to show what system

each controls.
49348 Federal Register / Vol. 62, No. 182 / Friday, September 19, 1997 / Rules and Regulations

§ 131.899 Fire dampers.

Each fire damper installed within the

boundary of a space protected by a fixed

fire extinguishing system must be fitted

with an indicator showing whether the

damper is open or closed and must be

marked with red letters at least 13

millimeters (1⁄2-inch) high stating ‘‘FIRE

DAMPER’’ and, as otherwise

appropriate, identifying the space

served by the fire damper.

Subpart I—Miscellaneous

§ 131.905 Statutory penalties.

(a) The marine-safety statutes and

other statutes impose criminal and civil

penalties for violating the applicable

provisions of this subchapter. Possible

sanctions include:

(1) Assessment and collection of civil

monetary penalty.

(2) Criminal prosecution, where no

loss of life results.

(3) Criminal prosecution for

manslaughter, where loss of life results

from violating marine-safety statutes or

regulations or from misconduct,

negligence, or inattention to duty.

(4) Libel against vessel.

(b) 46 U.S.C. Chapter 77 allows, in

addition to the foregoing, the

suspension or revocation of licenses,

certificates, or documents issued by the

Coast Guard, for incompetence,

misconduct, or negligence or for

violating marine-safety statutes or

regulations.

§ 131.910 Notices to mariners and aids to

navigation.

Each master and mate shall acquaint

himself or herself with the latest

information published by the Coast

Guard and the U.S. Navy regarding aids

to navigation in the area in which the

vessel operates.

§ 131.915 Persons allowed in pilothouse

and on navigational bridge.

No person may be in the pilothouse

while the vessel is under way, unless

connected with the navigation of the

vessel or authorized for good cause by

the master or mate on watch.

§ 131.920 Level of manning.

Each vessel must carry the personnel

required by the Certificate of Inspection,

as determined by the cognizant OCMI,

based on an evaluation under part 15 of

this chapter.

§ 131.925 Compliance with provisions of

Certificate of Inspection.

The master of the vessel shall ensure

compliance with each provision of the

Certificate of Inspection. Nothing in this

subchapter prevents the master’s

diverting the vessel from the route

prescribed in the Certificate, or taking

other steps necessary and prudent to

assist vessels in distress or to handle

similar emergencies.

§ 131.930 Display of stability letter.

If the Coast Guard issues a stability

letter under § 170.120 of this chapter,

the letter must be readily available to

the person on watch in the pilothouse

of the vessel.

§ 131.935 Prevention of oil pollution.

Each vessel must be operated in

compliance with—

(a) Section 311 of the Federal Water

Pollution Control Act, as amended (33

U.S.C. 1321); and

(b) 33 CFR parts 151, 155, and 156.

§ 131.940 Marine sanitation device.

Each vessel with installed toilet

facilities must have a marine sanitation

device in compliance with 33 CFR part

159.

§ 131.945 Display of plans.

Each vessel must have a permanently

exhibited, for the guidance of the master

and crew members, general arrangement

plans showing, for each deck, the

various fire-retardant bulkheads

together with particulars of the—

(a) Fire-detection systems;

(b) Manual-alarm systems;

(c) Fire-extinguishing systems;

(d) Fire doors;

(e) Means of ingress to the different

compartments; and

(f) Ventilating-systems, including

the—

(1) Positions of the dampers;

(2) Site of the remote means of

stopping the fans; and

(3) Identification of the fans serving

each section.

§ 131.950 Placard on lifesaving signals

and helicopter recovery.

(a) Each vessel must have readily

available to the person on watch in the

pilothouse a placard (Form CG–811)

containing instructions—

(1) For the use of lifesaving signals set

forth in Regulation 16, Chapter V, of

SOLAS 74/83; and

(2) In helicopter recovery.

(b) The signals must be employed by

vessels or persons in

distress when communicating with

lifesaving stations and maritime rescue

units.

§ 131.955 Display of license.

Each master and licensed officer on

an vessel shall conspicuously display

his or her license in compliance with 46

U.S.C. 7110.

§ 131.960 Use of auto-pilot.

When the automatic pilot is used in

areas of high traffic density, conditions

of restricted visibility, or any other

hazardous navigational situations, the

master shall ensure that—

(a) It is possible to immediately

establish manual control of the vessel’s

steering;

(b) A competent person is ready at all

times to take over steering control; and

(c) The changeover from automatic to

manual control of the vessel’s steering

and the reverse is made by, or under the

supervision of, the master or officer of

the watch.

§ 131.965 Sounding of whistle.

No vessel may sound its whistle

within any harbor limits of the United

States unless it needs to.

§ 131.970 Unauthorized lighting.

No master of a vessel may authorize

or permit the vessel’s carrying of any

lighting not required by law that will

interfere in any way with any other

vessel’s ability to distinguish the

vessel’s navigation lighting.

§ 131.975 Searchlights.

No person may flash, or cause to be

flashed, the rays of a searchlight or other

blinding light onto the bridge or into the

pilothouse of any vessel, OSV or other,

under way.

§ 131.980 Lookouts and watches.

Nothing in this part exonerates any

master or officer of the watch from the

consequences of any neglect to keep a

proper lookout or to maintain a proper

fire watch, or of any neglect of any

precaution that may be required by the

ordinary practice of seamen, by general

prudence, or by the special

circumstances of the case. Each master

shall set added watches when necessary

to guard against fire or other danger and

to give an alarm in case of accident or

disaster.

PART 132—FIRE-PROTECTION

EQUIPMENT

Subpart A—Fire Main

Sec.

132.100 General.

132.110 Piping.

132.120 Fire pumps.

132.130 Fire stations.

Subpart B—Portable and Semiportable

Fire Extinguishers

132.210 Classification.

132.220 Installation.

132.230 Spare charges.

132.240 Stowage of semiportable fire

extinguishers.
Federal Register / Vol. 62, No. 182 / Friday, September 19, 1997 / Rules and Regulations 49349

Subpart C—Miscellaneous

132.310 Fixed fire-extinguishing systems

for paint lockers.

132.320 Helicopter-landing decks.

132.330 Fire monitors.

132.340 Equipment installed although not

required.

132.350 Tests and inspections of fireextinguishing equipment.

132.360 Fire axes.

132.370 Added requirements for fixed

independent and portable tanks.

Authority: 46 U.S.C. 3306; 49 CFR 1.46.

Subpart A—Fire Main

§ 132.100 General.

(a) Except as provided by paragraphs

(b) and (c) of this section, each vessel

must be equipped with a fire main that

complies with this subpart.

(b) Each vessel of less than 100 gross

tons and not more than 19.8 meters (65

feet) in length may have, instead of a

fire main that complies with this

subpart, a hand-operated pump and a

hose capable of providing an effective

stream of water to each part of the

vessel.

(c) A garden hose of nominal inside

diameter of at least 16 millimeters (5/8-

inch) complies with paragraph (b) of

this section if the hose is—

(1) Of good commercial grade and is

constructed of an inner rubber tube,

plies of braided-fabric reinforcement,

and an outer cover made of rubber or

equivalent fire-resistant material; and

(2) Fitted with a commercial gardenhose nozzle of high-grade bronze or

equivalent metal capable of providing a

solid stream and a spray pattern.

§ 132.110 Piping.

(a) Except as provided for liftboats by

§ 134.180 of this subchapter, each

fitting, flange, valve, and run of piping

must meet the applicable requirements

of part 128 of this subchapter. Piping

must be—

(1) Hot-dip galvanized;

(2) At least extra-heavy schedule; or

(3) Of a suitable corrosion-resistant

material.

(b) Each distribution cut-off valve

must be marked in compliance with

§ 131.820 of this subchapter.

§ 132.120 Fire pumps.

(a) Except as provided by § 132.100(b)

of this subpart, each vessel must be

equipped with one self-priming powerdriven fire pump capable of delivering

a single stream of water from the highest

hydrant, through the hose and nozzle at

a Pitot-tube pressure of at least 345 kPa

(50 psi [pounds per square inch]).

(b) Each fire pump must be fitted on

the discharge side with a pressure

gauge.

(c) Each fire pump must be fitted on

the discharge side with a relief valve set

to relieve at either 172 kPa (25 psi) in

excess of the pressure necessary to

maintain the requirements of paragraph

(a) of this section or 862 kPa (125 psi),

whichever is greater. The relief valve is

optional if the pump is not capable of

developing pressure exceeding the

greater amount.

(d) If two propulsion engines are

installed, the pump required by

paragraph (a) of this section may be

driven by one of the engines. If only one

propulsion engine is installed, the

pump must be driven by a source of

power independent of the engine.

(e) If two fire pumps are installed, and

if one pump remains available for

service on the fire main at any time, the

other pump may be used for other

purposes.

(f) Each fire pump must be capable of

providing the quantity of water required

to comply with paragraph (a) of this

section while meeting any other

demands placed on it, as by a branch

line connected to the fire main for

washing the anchor or the deck.

(g) No branch line may be directly

connected to the fire main except for

fighting fires or for washing the anchor

or the deck. Each discharge line for any

other purpose must be clearly marked

and must lead from a discharge

manifold near the fire pump.

(h) When a fire monitor is connected

to the fire main system, it must lead

from a discharge manifold near the fire

pump.

(i) The total cross-sectional area of

piping leading from a fire pump may

not be less than that of the pumpdischarge outlet.

(j) In no case may a pump connected

to a line for flammable or combustible

liquid be used as a fire pump.

(k) A fire pump must be capable of

both manual operation at the pump and,

if a remote operating station is fitted,

operation at that station.

§ 132.130 Fire stations.

(a) Except as provided by paragraph

(b) of this section, ire stations must be

so numerous and so placed that each

part of the vessel accessible to persons

aboard while the vessel is being

operated, and each cargo hold, are

reachable by at least two effective spray

patterns of water. At least two such

patterns must come from separate

hydrants. At least one must come from

a single length of hose.

(b) Each part of the main machinery

space, including the shaft alley if it

contains space assigned for the stowage

of combustibles, must be reachable by at

least two streams of water. Each stream

must come from a single length of hose,

from a separate fire station.

(c) Each fire station must be

numbered in compliance with § 131.830

of this subchapter.

(d) Each part of the fire main on a

weather deck must be either protected

against freezing or fitted with cut-out

valves and drain valves so that exposed

parts of the piping may be shut off and

drained in freezing weather. Except

when closed against freezing, the cutout valves must be sealed open.

(e) Each outlet at a fire hydrant must

be at least 38 millimeters (11⁄2 inch) in

diameter and, to minimize the

possibility of kinking, must be fitted so

that no hose leads upward from it.

(f) Each fire station must be equipped

with a spanner suitable for use on the

hose there.

(g) Each fire station must have at least

one length of fire hose. Each hose on the

station must have a fire nozzle approved

under subpart 162.027 of this chapter

that can discharge both solid stream and

water spray.

(h) Each pipe and fire hydrant must

be placed so that the fire hose may be

easily coupled to them. Each station

must be readily accessible. No deck

cargo may interfere with access to the

stations; each pipe must run as far away

from this cargo as practicable, to avoid

risk of damage by the cargo.

(i) Each fire hydrant or ‘‘Y’’ branch

must be equipped with a valve such that

the fire hose may be removed while

there is pressure on the fire main.

(j) Each fire hydrant connection must

be of brass, bronze, or equivalent metal.

The threads of fire hose couplings must

be of brass or other suitable corrosionresistant material and comply with

NFPA 1963.

(k) Each fire hydrant must have a fire

hose 15.2 meters (50 feet) in length,

with a minimum diameter of 38

millimeters (11⁄2 inches), connected to

an outlet, for use at any time.

(l) No fire hose, when part of the fire

equipment, may be used for any

purpose except fire-fighting, fire drills,

and testing.

(m) A suitable hose rack or other

device must be provided for each fire

hose. Each rack on a weather deck must

be placed so as to protect its hose from

heavy weather.

(n) Each section of fire hose must be

lined commercial fire hose, or lined fire

hose that meets Standard 19 of

Underwriters Laboratories, Inc. (UL).

Hose that bears the UL label as lined fire

hose complies with this section.
49350 Federal Register / Vol. 62, No. 182 / Friday, September 19, 1997 / Rules and Regulations

Subpart B—Portable and Semiportable

Fire Extinguishers

§ 132.210 Classification.

(a) Each portable fire extinguisher and

semiportable fire extinguisher is

classified by a symbol combining letter

and number. The letter indicates the

type of fire that the unit should

extinguish; the number indicates the

relative size of the unit.

(b) The types of fire are the following:

(1) ‘‘A’’—fires in ordinary

combustible materials, where the

quenching and cooling effect of

quantities of either water or solutions

containing large percentages of water is

essential.

(2) ‘‘B’’—fires in flammable liquids,

greases, and the like, where the

blanketing effect of a smothering-agent

is essential.

(3) ‘‘C’’—fires in electrical equipment,

where the use of nonconducting

extinguishing-agent is essential.

(c) The sizes of units run from ‘‘I’’ for

the smallest to ‘‘V’’ for the largest. Sizes

I and II are portable fire extinguishers;

sizes III, IV, and V, which exceed 25

kilograms (55 pounds) in gross weight,

are semiportable fire extinguishers and

must be fitted with suitable hose and

nozzle or other practicable means to

cover any part of the space involved.

Typical portable and semiportable fire

extinguishers are set forth by Table

132.210 of this section.

TABLE 132.210

Classification Halon 1211, 1301, and

1211–1301 mixtures kgs.

(lbs.)

Foam, liters (gallons) Carbon dioxide, kgs. (lbs.)

Dry chemicals, kgs.

Type Size (lbs.)

A ..................... II .................... ................................................ 9.46 (21⁄2) .............................. ................................................

B ..................... I ..................... 1.13 (21⁄2) .............................. ................................................ 1.8 (4) .................................... 0.91 (2)

B ..................... II .................... 4.5 (10) .................................. 9.46 (21⁄2) .............................. 6.8 (15) .................................. 4.5 (10)

B ..................... III ................... ................................................ 45.4 (12) ................................ 15.9 (35) ................................ 9 (20)

B ..................... IV ................... ................................................ 75.7 (20) ................................ 22.6 (50) ................................ 13.6 (30)

B ..................... V .................... ................................................ 151.4 (40) .............................. 453 (100) ............................... 22.6 (50)

C ..................... I ..................... 1.13 (21⁄2) .............................. ................................................ 1.8 (4) .................................... .91 (2)

C ..................... II .................... 4.5 (10) .................................. ................................................ 6.8 (15) .................................. 4.5 (10)

(d) Each portable fire extinguisher and

semiportable fire extinguisher must

have permanently attached an

identification plate that gives the name

of the extinguishing-agent, the capacity

of the agent in liters (gallons) or

kilograms (pounds), the classification of

the extinguisher expressed by letter or

letters indicating the type or types of

fire for which it is intended, and the

identifying mark of the manufacturer.

§ 132.220 Installation.

(a) Each portable fire extinguisher

approved under subpart 162.028 of this

chapter and each semiportable fire

extinguisher approved under subpart

162.039 of this chapter must be installed

in compliance with Table 132.220 of

this section. The placement of each

extinguisher must satisfy the cognizant

OCMI, who may also deem added

extinguishers necessary for the proper

protection of the vessel.

TABLE 132.220.—CARRIAGE OF PORTABLE AND SEMIPORTABLE FIRE EXTINGUISHERS

Space Classification (see § 132.210) Number and placement

.

Safety areas: Communicating passageways A–II ............................................ 1. In each main passageway, not more than 45.7 meters (150

feet) apart (permissible in stairways).

Pilothouse ........................................................ C–I ............................................. 2. In vicinity of exit.

Service spaces: Galleys .................................. B–II or C–11 .............................. 1. For each 230 square meters (2,500 feet2) or fraction thereof, suitable for hazards involved.

Paint lockers .................................................... B–II ............................................ 1. Outside space, in vicinity of exit.

Accessible baggage and storerooms .............. A–II ............................................ 1. For each 230 square meters (2,500 feet2) or fraction thereof, located in vicinity of exits, either inside or outside

spaces.

Work shops and similar spaces ...................... A–II ............................................ 1. Outside space in vicinity of exit.

Machinery spaces: Internal-combustion propulsion-machinery.B–II ............................................ 1. For each 1,000 brake horsepower, but not fewer than 2 nor

more than 6.

B–III ........................................... 1. Required. (1), (2)

Electric propulsion motors or generators of

open type.

C–II ............................................ 1. For each propulsion motor or generator unit.

Auxiliary spaces: Internal combustion ............. B–II ............................................ 1. Outside space in vicinity of exit. (2)

Electric motors and emergency generators .... C–II ............................................ 1. Outside space in vicinity of exit. (2)

(1) Not required where a fixed gaseous fire-extinguishing system is installed.

(2) Not required on vessels of less than 300 gross tons.

(b) Each semiportable fire

extinguisher must be mounted or

otherwise placed in the open so as to be

readily visible.

(c) Except as provided by paragraph

(d) of this section, each portable fire

extinguisher must be mounted or

otherwise placed in the open or behind

glass so as to be readily visible.

(d) A portable fire extinguisher may

be mounted or otherwise placed in an

enclosure together with the fire hose, if

the enclosure is marked in compliance

with § 131.830 of this subchapter.

(e) Each portable fire extinguisher and

its station must be numbered to comply

with § 131.835 of this subchapter.

(f) No portable or semiportable fire

extinguisher with a nameplate

indicating that it needs protection from

freezing may be mounted or otherwise
Federal Register / Vol. 62, No. 182 / Friday, September 19, 1997 / Rules and Regulations 49351

placed where freezing temperatures are

foreseeable.

§ 132.230 Spare charges.

(a) Except as provided by paragraph

(b) or (c) of this section, each vessel

must carry spare charges for 50 percent

of the portable fire extinguishers

required by § 132.220 of this subpart.

(b) Rather than comply with

paragraph (a) of this section, a vessel

may carry one extra portable

extinguisher of the same classification.

(c) If extinguishers of a particular

classification cannot be readily

recharged by crew members, a vessel

must— rather than comply with

paragraph (a) of this section—carry one

more extinguisher of that classification.

(d) Each spare charge must be

packaged so as to minimize the hazards

to personnel recharging the

extinguishers.

§ 132.240 Stowage of semiportable fire

extinguishers.

The frame or support of each

semiportable fire extinguisher of size III,

IV, or V must be secured to prevent the

extinguisher from shifting in heavy

weather.

Subpart C—Miscellaneous

§ 132.310 Fixed fire-extinguishing systems

for paint lockers.

(a) Except as provided by paragraph

(b) of this section, a fixed gaseous fireextinguishing system or another

approved fixed fire-extinguishing

system must be installed in each paint

locker.

(b) No fixed fire-extinguishing system

need be installed in a paint locker that

is—

(1) Less than 1.7 cubic meters (60

cubic feet) in volume;

(2) Accessible only from the weather

deck; and

(3) Not adjacent to a tank for

flammable or combustible liquid.

(c) Each fixed fire-extinguishing

system installed must comply with part

95 of this chapter or be approved by the

Commanding Officer, Marine Safety

Center.

§ 132.320 Helicopter-landing decks.

Each vessel with a helicopter-landing

deck must meet the fire fighting

requirements of part 108 of this chapter.

§ 132.330 Fire monitors.

(a) Each fire monitor of the fire main

system must be fitted with a shut-off

valve at the monitor and at the

connection to the fire main discharge

manifold required by § 132.120(h) of

this part.

(b) Fire monitor piping must comply

with § 132.110 of this part.

(c) Each fire monitor must be

protected against over-pressure.

§ 132.340 Equipment installed although

not required.

A vessel may install equipment for

detection of and protection against fires

beyond that required by this subchapter,

unless the excess equipment in any way

endangers the vessel or the persons

aboard. This equipment must be listed

and labeled by a nationally recognized

testing laboratory.

§ 132.350 Tests and inspections of fireextinguishing equipment.

(a) Each master of a vessel shall

ensure that the tests and inspections, of

fire-extinguishing equipment, described

by paragraph (b) of this section are

performed—

(1) Every 12 months; or

(2) Not later than the next inspection

for certification, unless the total time

from the date of the last tests and

inspections exceeds 15 months.

(b) The master shall provide

satisfactory evidence of the servicing of

fire-extinguishing equipment, required

by paragraph (c) of this section, to the

marine inspector. If any of the

equipment or records have not been

properly maintained, a qualified

servicing facility may be required to

perform the required inspections,

maintenance, and hydrostatic tests.

(c) The following tests and

inspections of fire-extinguishing

equipment must be performed by the

owner, operator, or master, or by a

qualified servicing facility, to verify

compliance with paragraph (a) of this

section:

(1) Each portable fire extinguisher

must be inspected, maintained, and

hydrostatically tested as required by

Chapter 4 of NFPA 10 with the

frequency specified by NFPA 10.

Carbon-dioxide and halon portable fire

extinguishers must be refilled when the

weight loss of net content exceeds that

specified for fixed systems by Table

132.350. Further, each must be

examined for excessive corrosion and

for general condition. A tag issued by a

qualified servicing facility, and attached

to each extinguisher, will be acceptable

evidence that the necessary

maintenance has been conducted.

(2) Each semiportable fire

extinguisher and each fixed fireextinguishing system must be—

(i) Inspected and tested as required by

Table 132.350 of this subpart;

(ii) Inspected, tested, and marked as

required by §§ 147.60 and 147.65 of this

chapter;

(iii) Inspected to ensure that piping,

controls, and valves are in good general

condition with no excessive corrosion;

and

(iv) Inspected and tested to determine

that alarms and ventilation shutdowns

for each fire-extinguishing system

operate properly.

TABLE 132.350.—TESTS OF SEMIPORTABLE AND FIXED FIRE-EXTINGUISHING SYSTEMS

Type of system Test

Carbon dioxide ............................ Weigh cylinders. Recharge if weight loss exceeds 10% of weight of charge. Test time delays, alarms, and

ventilation shutdowns with carbon dioxide, nitrogen, or other nonflammable gas as stated in the manufacturer’s instruction manual. Inspect hoses and nozzles to be sure they are clean.

Halon ........................................... Weigh cylinders. Recharge if weight loss exceeds 5% of weight of charge. If the system has a pressure

gauge, also recharge if pressure loss (adjusted for temperature) exceeds 10%. Test time delays, alarms,

and ventilation shutdowns with carbon dioxide, nitrogen, or other nonflammable gas as stated in the manufacturer’s instruction manual. Inspect hoses and nozzles to be sure they are clean.

Dry chemical (cartridge-operated) Examine pressure cartridge and replace if end is punctured or if cartridge has leaked or is in unsuitable condition. Inspect hose and nozzle to see that they are clear. Insert charged cartridge. Ensure that dry chemical is free-flowing (not caked) and that extinguisher contains full charge.

Dry chemical (stored pressure) ... See that pressure gauge is in opera ting range. If not, or if seal is broken, weigh or otherwise determine that

extinguisher is fully charged with dry chemical. Recharge if pressure is low or if dry chemical is needed.

Foam (stored pressure) ............... See that pressure gauge, if there is one, is in operating range. If it is not, or if seal is broken, weigh or otherwise determine that extinguisher is fully charged with foam. Recharge if pressure is low or if foam is needed. Replace premixed agent every 3 years.
49352 Federal Register / Vol. 62, No. 182 / Friday, September 19, 1997 / Rules and Regulations

(3) The fire-main system must be

operated, and the pressure checked at

the remotest and highest outlets. Each

fire hose must be subjected to a test

pressure, equivalent either to the

maximal pressure to which it may be

subjected in service or to 690 kPa (100

psi), whichever is greater.

(4) All systems for detecting smoke

and fire, including sensors and alarms,

must be inspected and tested.

§ 132.360 Fire axes.

(a) Each vessel of less than 100 gross

tons must carry one fire axe.

(b) Each vessel of 100 or more gross

tons must carry two fire axes.

(c) Each fire axe must be so placed as

to be readily available in an emergency.

(d) Each fire axe must be so placed in

the open or behind glass that it is

readily visible, except that, if the

enclosure is marked in compliance with

§ 131.830 of this subchapter, the axe

may be placed in an enclosure together

with the fire hose.

§ 132.370 Added requirements for fixed

independent and portable tanks.

(a) When carrying fixed independent

tanks on deck or portable tanks in

compliance with § 125.110 of this

subchapter, each vessel must also

comply with §§ 98.30–37 and 98.30–39

of this chapter.

(b) When carrying portable tanks in

compliance with § 125.120 of this

subchapter, each vessel must also

comply with 49 CFR 176.315.

PART 134—ADDED PROVISIONS FOR

LIFTBOATS

Sec.

134.100 Applicability.

134.110 Initial inspection.

134.120 Inspection for certification.

134.130 New construction.

134.140 Structural standards.

134.150 Liftboat-jacking systems.

134.160 Freeboard markings.

134.170 Operating manual.

134.180 Piping for fire-main suction.

Authority: 46 U.S.C. 3306; 49 CFR 1.46.

§ 134.100 Applicability.

This part, as well as parts 125 through

133 of this subchapter, applies to each

liftboat of United States flag to which

this subchapter applies.

§ 134.110 Initial inspection.

Liftboat jacking systems, liftboat legs,

liftboat leg pads, and arrangements for

supply of water to fire mains, as well as

the items listed by § 126.340 of this

subchapter, will normally be inspected

during the initial inspection to

determine whether the liftboat was built

in compliance with developed plans

and meets applicable regulations.

§ 134.120 Inspection for certification.

Liftboat jacking systems, liftboat legs,

liftboat leg pads, and arrangements for

supply of water to fire mains, as well as

the items listed by § 126.430 of this

subchapter, will normally be inspected

during an inspection for certification to

determine whether the liftboat is in

satisfactory condition and fit for the

service intended.

§ 134.130 New construction.

Each applicant for an original

Certificate of Inspection and for

approval of plans must submit, as well

as three copies of those required by

§ 127.110 of this subchapter, three

copies of the following plans:

(a) Operating Manual for Liftboats.

(b) Legs, details of supporting

structure, and structural calculations.

§ 134.140 Structural standards.

(a) Except as provided by paragraph

(b) of this section, each liftboat must

comply with the ABS’s ‘‘Rules for

Building and Classing Mobile Offshore

Drilling Units’’, assuming a steady wind

speed of 100 knots for liftboats in

unrestricted service, and 70 knots for

liftboats in restricted service under

normal operating conditions and 100

knots under severe storm conditions, as

follows:

(1) The main hull structure, legs, and

supporting structure must comply with

Section 3/4.3 of the Rules.

(2) The calculations required by

Section 3/4.3 of the Rules must assume

the vessel to be in the most adverse

loading conditions described by

Sections 3/2.1 and 3/4.1 of the Rules.

(3) Unless otherwise agreed upon by

the Commandant (G–MSE), the

calculations on column-buckling

required by Section 3/4.3 of the Rules,

must employ an effective-length factor,

‘‘K’’, of not less than 2.0.

(4) The calculations on single-rack

jacking systems required by Sections 3/

2.1 and 3/4.1 of the Rules must include

an extra bending moment caused by the

most adverse eccentric loading of the

legs.

(b) Standards of classification

societies other than the ABS, and other

established standards acceptable to the

Commandant (G–MSE), may be used.

(c) Upon submittal of the plans

required by §§ 127.110 and 133.130 of

this subchapter, the standard used in

the design must be specified.

(d) If no established standard is used

in the design, etailed design

calculations must be submitted with the

plans required by §§ 127.110 and

133.130 of this subchapter.

§ 134.150 Liftboat-jacking systems.

(a) For this subchapter, liftboat

jacking systems are vital systems and

must comply with Sections 4/1.13.1

through 4/1.13.3 of the ABS’s ‘‘Rules for

Building and Classing Mobile Offshore

Drilling Units’’ as well as meet the

applicable requirements of part 128 of

this subchapter.

(b) Each control system for a liftboat

jacking system must be designed so that

loss of power, loss of pressure in the

hydraulic system, or low hydraulic-fluid

level will activate a visible and audible

alarm at the operating station and will

not result in the liftboat’s uncontrolled

descent.

§ 134.160 Freeboard markings.

Freeboard markings required by

§ 174.260 of this subchapter must be

both permanently scribed or embossed

and painted white or yellow on a dark

background.

§ 134.170 Operating manual.

(a) Each liftboat must have aboard an

operating manual approved by the Coast

Guard as complying with this section.

(b) The operating manual must be

available to, and written so as to be

easily understood by, the crew members

of the liftboat and must include the

following:

(1) A table of contents and general

index.

(2) A general description of the vessel,

including—

(i) Major dimensions;

(ii) Tonnages; and

(iii) Load capacities for—

(A) Various cargoes;

(B) Crane hook; and

(C) Helicopter-landing deck.

(3) Designed limits for each mode of

operation, including—

(i) Draft;

(ii) Air gap;

(iii) Wave height;

(iv) Wave period;

(v) Wind;

(vi) Current;

(vii) Temperatures; and

(viii) Other environmental factors.

(4) The heaviest loads allowable on

deck.

(5) Information on the use of any

special cross-flooding fittings and on the

location of valves that may require

closure to prevent progressive flooding.

(6) Guidance on preparing the vessel

for heavy weather and on what to do

when heavy weather is forecast,

including when critical decisions or

acts—such as leaving the area and

heading for a harbor of safe refuge, or

evacuating the vessel—should be

accomplished.

(7) Guidance on operating the vessel

while changing mode and while
Federal Register / Vol. 62, No. 182 / Friday, September 19, 1997 / Rules and Regulations 49353

preparing the vessel to make a move,

and information on how to avoid

structural damage from shifting loads

during heavy weather.

(8) Information on inherent

operational limitations for each mode

and on changing modes, including

preloading instructions.

(9) Guidance on the proper

procedures for discovering the flooding

of a normally buoyant leg or leg pad,

precautionary information concerning

the effects on stability of flooded legs,

and what to do upon discovering the

flooding of a normally buoyant leg or leg

pad.

(10) A description, a diagram,

operating guidance for the bilge system,

and an alternative method of

dewatering.

(11) A general arrangement diagram

showing the locations of—

(i) Watertight and weathertight

compartments;

(ii) Openings in the hull and

structure;

(iii) Vents and closures;

(iv) Shutdowns for mechanical and

electrical emergencies, and for

emergencies affecting ventilation;

(v) Alarms for flooding and for toohigh and too-low levels;

(vi) Fire and gas detectors; and

(vii) Access to different compartments

and decks.

(12) A list of shutdown locations for

emergencies and guidance on restarting

mechanical and electrical equipment

and equipment for ventilation after

shutdowns.

(13) A diagram of the hazardous

locations (if applicable).

(14) A diagram of the emergencypower system.

(15) Stability information setting forth

the maximum allowable height of the

center of gravity in relation to draft data,

displacement, and other applicable

parameters unique to the design of the

unit to determine compliance with the

intact and damage stability criteria,

under §§ 174.250 and 174.255 of this

chapter.

(16) Curves of form as required under

§ 170.075(a)(3) of this chapter.

§ 134.180 Piping for fire-main suction.

(a) Except as provided by paragraph

(b) of this section, suction lines must

comply with § 132.110 of this

subchapter.

(b) Suction lines that extend below

the main deck outside the hull plating

and that supply the fire pump with the

liftboat in the elevated mode must be

metallic, unless they comply with

§ 56.60–25(c) of this chapter for vital

fresh-water and salt-water service,

except that they may be of unlimited

length.

PART 170—STABILITY

REQUIREMENTS FOR ALL INSPECTED

VESSELS

8. The authority citation for part 170

continues to read as follows:

Authority: 43 U.S.C. 1333; 46 U.S.C. 2103,

3306, 3703; E.O. 12234, 45 FR 58801, 3 CFR,

1980 Comp., p. 277; 49 CFR 1.46.

9. In § 170.055, revise paragraph (g) to

read as follows:

§ 170.055 Definitions concerning a vessel.

* * * * *

(g) Downflooding angle means, except

as specified by §§ 171.055(f), 172.090(d),

173.095(e), 174.015(b), and

174.035(b)(2) of this chapter, the static

angle from the intersection of the

vessel’s centerline and waterline in

calm water to the first opening that

cannot be closed watertight and through

which downflooding can occur.

* * * * *

PART 174—SPECIAL RULES

PERTAINING TO VESSELS OF

SPECIFIC TYPES

10. The authority citation for part 174

continues to read as follows:

Authority: 42 U.S.C. 9118, 9119, 9153; 43

U.S.C. 1333; 46 U.S.C. 3306, 3703; E.O.

12234, 45 FR 58801, 3 CFR, 1980 Comp., p.

277; 49 CFR 1.46.

11. In § 174.005, redesignate

paragraphs (g) and (h) as paragraphs (f)

and (g), respectively, to read as follows:

§ 174.005 Applicability.

* * * * *

(f) Offshore supply vessel inspected

under subchapter L of this chapter.

(g) Liftboat inspected under

subchapter L of this chapter.

12. Revise subpart G of part 174 to

read as follows:

Subpart G—Special Rules Pertaining

to Offshore Supply Vessels

Sec.

174.180 Applicability.

174.185 Intact stability.

174.190 Collision bulkheads.

174.195 Bulkheads in machinery spaces.

174.200 Damaged stability in machinery

spaces for all OSVs.

174.205 Additional damaged stability for

OSVs carrying more than 16 offshore

workers.

174.207 Damaged stability criteria.

174.210 Watertight doors in watertight

bulkheads.

174.215 Drainage of weather deck.

174.220 Hatches and coamings.

174.225 Hull penetrations and shell

connections.

§ 174.180 Applicability.

Each offshore supply vessel (OSV),

except a liftboat inspected under

subchapter L of this chapter, must

comply with this subpart.

§ 174.185 Intact stability.

(a) Each OSV must be shown by

design calculations to meet, under each

condition of loading and operation, the

minimal requirements for metacentric

height (GM) in § 170.170 of this chapter,

and in either § 170.173 of this chapter

or paragraphs (b) through (e) of this

section.

(b) The area under each righting arm

curve must be at least 0.08 meterradians (15 foot-degrees) up to the

smallest of the following angles:

(1) The angle of maximum righting

arm;

(2) The downflooding angle; or

(3) 40 degrees.

(c) The downflooding angle must not

be less than 20 degrees.

(d) The righting arm curve must be

positive to at least 40 degrees.

(e) The freeboard at the stern must be

equal to the freeboard calculated to

comply with subchapter E of this

chapter or to the value taken from Table

174.185, whichever is less.

(f) For paragraphs (b) and (d) of this

section, at each angle of heel an OSV’s

righting arm may be calculated

considering either—

(1) The vessel is permitted to trim free

until the trimming moment is zero; or

(2) The vessel does not trim as it

heels.

(g) For the purpose of paragraphs (b)

and (d) of this section, the method of

calculating righting arms chosen must

be the same for all calculations.

TABLE 174.185.—MINIMAL

FREEBOARD AT THE STERN

LBP in meters (feet)

Freeboard

at stern in

millimeters

(inches)

Less than 20 (65) ....................... 300 (12)

20 (65) but less than 30 (100) .... 380 (15)

30 (100) but less than 40 (130) .. 400 (18)

40 (130) but less than 50 (155) .. 500 (20)

50 (155) but less than 60 (190) .. 560 (22)

60 (190) but less than 70 (230) .. 610 (24)

70 (230) and greater ................... 660 (26)

§ 174.190 Collision bulkhead.

(a) Each OSV must have a collision

bulkhead in compliance with

§§ 171.085(c)(1), (d), (e)(2), and (f) of

this chapter.

(b) Penetration of the collision

bulkhead by piping must be minimal,

and, where fitted, piping must meet the

requirements of §§ 56.50–1(b)(1) and (c)

and 128.230 of this chapter.
49354 Federal Register / Vol. 62, No. 182 / Friday, September 19, 1997 / Rules and Regulations

§ 174.195 Bulkheads in machinery spaces.

(a) The bulkhead in each machinery

space of each OSV must be watertight to

the bulkhead deck.

(b) Each penetration of, and each

opening in, a bulkhead in a machinery

space must—

(1) Be kept as high and as far inboard

as practicable; and

(2) Except as provided by § 174.210 of

this subpart and by paragraph (c) of this

section, have means to make it

watertight.

(c) No penetration of a bulkhead in a

machinery space by a ventilation duct

need have means to make the bulkhead

watertight if—

(1) Every part of the duct is at least

760 millimeter (30 inches) from the side

of the OSV; and

(2) The duct is continuously

watertight from the penetration to the

main deck.

(d) Each penetration of a bulkhead in

a machinery space by piping must meet

the design requirements for material and

pressure in subchapter F of this chapter.

§ 174.200 Damaged stability in machinery

spaces for all OSVs.

Each OSV must be shown by design

calculations to comply, under each

afloat condition of loading and

operation, with § 174.207 of this subpart

in case of damage between any two

watertight bulkheads in each machinery

space.

§ 174.205 Additional damaged stability for

OSVs carrying more than 16 offshore

workers.

(a) Calculations. Each OSV carrying

more than 16 offshore workers must be

shown by design calculations to

comply, under each afloat condition of

loading and operation, with § 174.207 of

this subpart in case of the damage

specified by paragraph (b) of this

section.

(b) Character of damage. For

paragraph (a) of this section, design

calculations must show that the OSV

can survive damage at any place other

than either the collision bulkhead or a

transverse watertight bulkhead unless—

(1) The transverse watertight

bulkhead is closer than the longitudinal

extent of damage, specified by Table

174.207(a), to the adjacent transverse

watertight bulkhead; or

(2) The transverse watertight

bulkhead has a step or a recess, which

must be assumed damaged, if it is both

more than 3 meters (10 feet) in length

and located within the transverse extent

of damage specified by Table 174.207(a)

of this section.

§ 174.207 Damaged stability criteria.

(a) Extent of damage. Damage must

consist of penetrations having the

dimensions specified by table

174.207(a) of this section, except that, if

the most disabling penetrations are

smaller than the penetrations specified

by the table, damage must consist of the

smaller penetrations.

(b) Permeability of spaces. The

permeability of a floodable space must

be as specified by Table 174.207(b) of

this section.

(c) Survival conditions. An OSV is

presumed to survive assumed damage if

it meets the following conditions in the

final stage of flooding:

(1) Final waterline. The final

waterline, in the final stage of sinkage,

heel, and trim, must be below the lower

edge of an opening through which

progressive flooding may take place,

such as an air pipe, a tonnage opening,

an opening closed by a weathertight

door or hatch-cover, or a tank vent fitted

with a ball check-valve. This opening

does not include an opening closed by

a—

(i) Watertight manhole-cover;

(ii) Flush scuttle;

(iii) Small hatch-cover for a watertight

cargo-tank that maintains the high

integrity of the deck;

(iv) Watertight door in compliance

with § 174.210 of this subpart; or

(v) Side scuttle of the non-opening

type.

(2) Angle of heel. The angle of heel

must not exceed 15 degrees.

(3) Range of stability. Through an

angle of 20 degrees beyond its position

of equilibrium after flooding, an OSV

must meet the following conditions:

(i) The righting arm curve must be

positive.

(ii) The righting arm must be at least

100 millimeters (4 inches).

(iii) Each submerged opening must be

weathertight. (A tank vent fitted with a

ball check-valve is weathertight.)

(4) Progressive flooding. Piping, ducts,

or tunnels within the assumed extent of

damage must be either—

(i) Equipped with arrangements, such

as stop check-valves, to prevent

progressive flooding of the spaces with

which they connect; or

(ii) Assumed in the calculations

required by paragraph (a) of this section

to permit progressive flooding of the

spaces with which they connect.

(d) Buoyancy of superstructure. For

paragraph (a) of this section, the

buoyancy of any superstructure directly

above the side damage must be

considered in the most unfavorable

condition.

TABLE 174.207(A).—Extent of Damage

Collision Penetration

Longitudinal extent

(vessels with LBP

not greater than 45

meters [143 feet]).

.1L or 1.8 meters (6

feet):, whichever is

greater in length.

Longitudinal extent

(vessels with LBP

greater than 45 meters [143 feet]).

3 meters (10 feet) +

.03L.

Transverse extent* .... 760 millimeters (30

inches).

Vertical extent. ........... From baseline upward without limit.

*The transverse penetration applies inboard

from the side of the vessel, at right angles to

the centerline, at the level of the deepest load

waterline.

TABLE 174.207(b).—PERMEABILITY OF

SPACES

Spaces and tanks Permeability

Storerooms ................ 60 percent.

Accommodations ....... 95 percent.

Machinery .................. 85 percent.

Voids and passageways.95 percent.

Dry-bulk tanks ........... 0 (*) or 95 percent.

Consumable-liquid

tanks.

0 (*) or 95 percent.

Other liquid tanks ...... 0 (*) 0 (**) or 95 percent.

*Whichever results in the more disabling

condition.

**If tanks are partly filled, the permeability

must be determined from the actual density

and amount of liquid carried.

§ 174.210 Watertight doors in watertight

bulkheads.

(a) This section applies to each vessel

with watertight doors in bulkheads

made watertight in compliance with this

chapter.

(b) Except as provided by paragraph

(c) of this section, each watertight door

must comply with subpart H of part 170

of this chapter.

(c) A Class-1 door may be installed at

any place if—

(1) The door has a quick-acting

closing-device operative from both sides

of the door;

(2) The door is designed to withstand

a head of water equivalent to the depth

from the sill of the door to the bulkhead

deck or 3 meters (10 feet), whichever is

greater; and

(3) The vessel’s pilothouse contains a

visual indicator showing whether the

door is open or closed.

(d) Each watertight door must be

marked in compliance with § 131.893 of

this chapter.

(e) If a Class-1 door is installed, the

vessel’s stability letter will require the

master to ensure that the door is always

closed except when being used for

access.
Federal Register / Vol. 62, No. 182 / Friday, September 19, 1997 / Rules and Regulations 49355

§ 174.215 Drainage of weather deck.

The weather deck must have open

rails to allow rapid clearing of water, or

must have freeing ports in compliance

with § 42.15–70 of this chapter.

§ 174.220 Hatches and coamings.

(a) Each hatch exposed to the weather

must be watertight, except that the

following hatches may be only

weathertight:

(1) Each hatch on a watertight trunk

that extends at least 430 millimeters (17

inches) above the weather deck.

(2) Each hatch in a cabin top.

(b) Each hatch cover must—

(1) Have securing-devices; and

(2) Be attached to the hatch frame or

coaming by hinges, captive chains, or

other devices to prevent its loss.

(c) Each hatch that provides access to

quarters or to accommodation spaces for

crew members or offshore workers must

be capable of being opened and closed

from either side.

(d) Except as provided by paragraph

(e) of this section, a weathertight door

with a permanent watertight coaming at

least 380 millimeters (15 inches) high

must be installed for each opening in a

deckhouse or companionway that—

(1) Gives access into the hull; and

(2) Is in an exposed place.

(e) If an opening in a deckhouse or

companionway has a Class-1 watertight

door installed, the height of the

watertight coaming need only

accommodate the door.

§ 174.225 Hull penetrations and shell

connections.

Each overboard discharge and shell

connection except an engine exhaust

must comply with §§ 56.50–95 and

128.230 of this chapter.

13.Revise subpart H of part 174 to

read as follows:

Subpart H—Special Rules Pertaining to

Liftboats

Sec.

174.240 Applicability.

174.245 General.

174.250 Unrestricted service.

174.255 Restricted service.

174.260 Freeboard.

§ 174.240 Applicability.

Each liftboat inspected under

subchapter L of this chapter must

comply with this subpart.

§ 174.245 General.

Each liftboat must comply with

§§ 174.210 through 174.225.

§ 174.250 Unrestricted service.

Each liftboat not limited to restricted

service must comply with subpart C of

this part in each condition of loading

and operation.

§ 174.255 Restricted service.

This section applies to each liftboat

unable to comply with § 174.250 and

limited to restricted service as defined

by § 125.160 of this chapter.

(a) Intact stability.

(1) Each liftboat must be shown by

design calculations to meet, under each

condition of loading and operation

afloat, the following requirements:

(i) Those imposed by § 174.045, given

a ‘‘K’’ value of at least 1.4.

(ii) A range of positive stability of at

least 10 degrees extending from the

angle of the first intercept of the curves

of righting moment and wind heeling

moment, either to the angle of the

second intercept of those curves or to

the angle of heel at which downflooding

would occur, whichever angle is less.

(iii) A residual righting energy of at

least 0.003 meter radians (5 footdegrees) between the angle of the first

intercept of the curves of righting

moment and wind heeling moment,

either to the angle of the second

intercept of those curves or to the angle

of heel at which downflooding would

occur, whichever angle is less.

(2) For this section, each wind heeling

moment must be calculated as

prescribed by § 174.055 of this part

using winds of 60 knots for normal

conditions of operation afloat and of 70

knots for severe-storm conditions of

operation afloat.

(3) For paragraph (a)(1) of this section,

the initial metacentric height must be at

least 300 millimeters (1 foot) for each

leg position encountered while afloat

including the full range of leg positions

encountered while jacking.

(b) Damaged stability.

(1) Each liftboat must be designed so

that, while it is in each of its normal

operating conditions, its final

equilibrium waterline will remain

below the lowest edge of any opening

through which additional flooding can

occur if the liftboat is subjected

simultaneously to—

(i) Damage causing flooding described

by paragraph (b)(4) of this section; and

(ii) A wind heeling moment

calculated in compliance with

§ 174.055(b) using a wind speed of 50

knots.

(2) Each liftboat must have a means of

closing off each pipe, ventilation

system, and trunk in each compartment

described by paragraph (b)(4) of this

section if any part of the pipe,

ventilation system, or trunk is within

760 millimeters (30 inches) of the hull.

(3) For compliance with paragraph

(b)(1) of this section, no compartment

on the liftboat may be ballasted or

pumped out to compensate for the

flooding described by paragraph (b)(4)

of this section.

(4) For compliance with paragraph

(b)(1) of this section, each compartment

within 760 millimeters (30 inches) of

the hull, excluding the bottom of the

liftboat, between two adjacent main

watertight bulkheads and the uppermost

continuous deck or first superstructure

deck where superstructures are fitted

must be assumed subject to

simultaneous flooding.

(5) In the calculations required by

paragraph (b)(1) of this section, the

permeability of a floodable space must

be as listed by Table 174.205(d).

(c) On-bottom stability. Each liftboat

must be shown by design calculations to

exert a continuous downward force on

each footing when the vessel is

supported on the bottom with footings

and is subjected to the forces of waves,

currents, and winds of 70 knots under

normal conditions of operation, and

winds of 100 knots under severe-storm

conditions of operation when elevated

in a safe place, if this place is other than

a harbor of safe refuge. The waves and

currents must be appropriate for the

winds and place.

§ 174.260 Freeboard.

(a) Each liftboat not required to obtain

and maintain a loadline in compliance

with subchapter E of this chapter must

place markings on each side of the

vessel amidships. These markings must

each consist of a horizontal line 460

millimeters (18 inches) in length and 25

millimeters (1 inch) in height. The

upper edges of the markings must be at

a distance equal to the authorized

freeboard measured vertically below the

intersection of the continuation

outwards of the upper surface of the

weather deck and the outer surface of

the shell. This distance must be at least

610 millimeters (24 inches).

(b) The markings required by

paragraph (a) of this section may not be

submerged in any condition of loading

or operation.

PART 175—GENERAL PROVISIONS

14. The authority citation for part 175

continues to read as follows:

Authority: 46 U.S.C. 3306, 3703; 49 U.S.C.

App. 1804; 49 CFR 1.45, 1.46; Section

175.01–3 also issued under the authority of

44 U.S.C. 3507.

15. Add § 175.115 to read as follows:

§ 175.115 Applicability to offshore supply

vessels.

(a) Existing OSVs of more than 15 but

less than 100 gross tons are subject to

inspection under this subchapter. New

OSVs of more than 15 but less than 100
49356 Federal Register / Vol. 62, No. 182 / Friday, September 19, 1997 / Rules and Regulations

gross tons are subject to inspection

under subchapter L of this chapter.

(b) Each existing OSV permitted

grandfathering under paragraph (a) of

this section must complete construction

and have a Certificate of Inspection by

March 16, 1998.

16. In § 175.400, add definitions of

‘‘Offshore supply vessel (OSV),’’

‘‘Existing OSV,’’ and ‘‘New OSV’’ to

read as follows:

§ 175.400 Definitions of terms used in this

subchapter.

* * * * *

Offshore supply vessel (OSV) means a

vessel that—

(1) Is propelled by machinery other

than steam;

(2) Is of above 15 gross tons and of

less than 500 gross tons (as measured

under the Standard, Dual, or Simplified

Measurement System under part 69,

subpart C, D, or E, of this chapter), or

is less than 6,000 gross tons (as

measured under the Convention

Measurement System under part 69,

subpart B, of this chapter); and

(3) Regularly carries goods, supplies,

or equipment in support of exploration,

exploitation, or production of offshore

mineral or energy resources.

* * * * *

Existing OSV means an OSV that was

contracted for, or the keel of which was

laid, before March 15, 1996.

* * * * *

New OSV means an OSV—

(1) That was contracted for, or the

keel of which was laid, on or after

March 15, 1996; or

(2) That underwent a major

conversion initiated on or after March

15, 1996.

* * * * *

Dated: August 28, 1997.

R.D. Herr,

Vice Admiral, U.S. Coast Guard, Acting

Commandant.

[FR Doc. 97–24572 Filed 9–18–97; 8:45 am]

BILLING CODE 4910–14–P