Federal Register / Vol. 60, No. 90 / Wednesday, May 10, 1995 / Rules and Regulations 24767

by adding a new authority delegation

from the Assistant Secretary for Health

to the Commissioner of Food and Drugs

for certain authorities delegated to the

Assistant Secretary for Health under the

Controlled Substances Act (as

amended). The delegation excludes the

authority to submit reports to Congress.

EFFECTIVE DATE: May 10, 1995.

FOR FURTHER INFORMATION CONTACT:

Ellen R. Rawlings, Division of

Management Systems and Policy (HFA–

340), Food and Drug Administration,

5600 Fishers Lane, Rockville, MD

20857, 301–443–4976.

SUPPLEMENTARY INFORMATION: On June

22, 1993, the Secretary of Health and

Human Services delegated to the

Assistant Secretary for Health

authorities vested in the Secretary under

the Controlled Substances Act (Title II

of the Comprehensive Drug Abuse

Prevention and Control Act of 1970 (21

U.S.C. 811(h)(4)), as amended). On May

16, 1994, the Assistant Secretary for

Health delegated to the Commissioner of

Food and Drugs these same authorities.

These authorities concern providing

responses to the Drug Enforcement

Administration’s temporary scheduling

notices made under the Controlled

Substances Act, as amended. This

delegation excludes the authority to

submit reports to Congress.

Further redelegation of the authority

delegated may only be authorized with

the Commissioner’s approval. Authority

delegated to a position by title may be

exercised by a person officially

designated to serve in such position in

an acting capacity or on a temporary

basis.

List of Subjects in 21 CFR Part 5

Authority delegations (Government

agencies), Imports, Organization and

functions (Government agencies).

Therefore, under the Federal Food,

Drug, and Cosmetic Act and the Public

Health Service Act and under authority

delegated to the Commissioner of Food

and Drugs, 21 CFR part 5 is amended as

follows:

PART 5—DELEGATIONS OF

AUTHORITY AND ORGANIZATION

1. The authority citation for 21 CFR

part 5 continues to read as follows:

Authority: 5 U.S.C. 504, 552, App. 2; 7

U.S.C. 138a, 2271; 15 U.S.C. 638, 1261–1282,

3701–3711a; secs. 2–12 of the Fair Packaging

and Labeling Act (15 U.S.C. 1451–1461); 21

U.S.C. 41–50, 61–63, 141–149, 467f, 679(b),

801–886, 1031–1309; secs. 201–903 of the

Federal Food, Drug, and Cosmetic Act (21

U.S.C. 321–394); 35 U.S.C. 156; secs. 301,

302, 303, 307, 310, 311, 351, 352, 354, 361,

362, 1701–1706, 2101, 2125, 2127, 2128 of

the Public Health Service Act (42 U.S.C. 241,

242, 242a, 242l, 242n, 243, 262, 263, 263b,

264, 265, 300u–300u–5, 300aa–1, 300aa–25,

300aa–27, 300aa–28); 42 U.S.C. 1395y,

3246b, 4332, 4831(a), 10007–10008; E.O.

11490, 11921, and 12591; secs. 312, 313, 314

of the National Childhood Vaccine Injury Act

of 1986, Pub. L. 99–660 (42 U.S.C. 300aa–1

note).

2. Section 5.10 is amended by adding

new paragraph (a)(37) to read as follows:

§ 5.10 Delegations from the Secretary, the

Assistant Secretary for Health, and Public

Health Service Officials.

(a) * * *

(37) Functions vested in the Secretary

under section 811(h)(4) of the

Controlled Substances Act (Title II of

the Comprehensive Drug Abuse

Prevention and Control Act of 1970, as

amended) to provide responses to the

Drug Enforcement Administration’s

temporary scheduling notices. The

delegation excludes the authority to

submit reports to Congress.

* * * * *

Dated: May 2, 1995.

William B. Schultz,

Deputy Commissioner for Policy.

[FR Doc. 95–11525 Filed 5–9–95; 8:45 am]

BILLING CODE 4160–01–F

DEPARTMENT OF TRANSPORTATION

Coast Guard

33 CFR Part 164

46 CFR Parts 50, 52, 56, 58, 61, and 111

[CGD 83–043]

RIN 2115–AB41

Incorporation of Amendments to the

International Convention for Safety of

Life at Sea, 1974

AGENCY: Coast Guard, DOT.

ACTION: Final rule.

SUMMARY: The Coast Guard is modifying

its regulations on navigational safety

and marine engineering to harmonize

them with the International Convention

for the Safety of Life at Sea, 1974

(SOLAS 74), as amended, and to allow

the use of current technology. This final

rule is necessary because changes have

been made to SOLAS 74 and new

technology has become available. The

incorporation of SOLAS 74 as amended

will enhance the safety of personnel and

vessels, protect the natural

environment, and contribute to

domestic carriers’ improved

competitiveness in the global market.

DATES: This final rule is effective on

June 9, 1995. The Director of the Federal

Register approves as of June 9, 1995 the

incorporation by reference of certain

materials listed in this rule.

FOR FURTHER INFORMATION CONTACT:

Lieutenant Commander R.K. Butturini,

Engineering Branch, Marine Technical

and Hazardous Materials Division,

Office of Marine Safety, Security and

Environmental Protection, (202) 267–

2206.

SUPPLEMENTARY INFORMATION:

Drafting Information: The principal

persons involved in drafting this final rule

are Lieutenant Commander R.K. Butturini,

Project Manager, and Mr. Patrick J. Murray,

Project Counsel, Office of Chief Counsel.

Regulatory History.

On September 28, 1990, the Coast

Guard published a notice of proposed

rulemaking (NPRM) entitled

‘‘Incorporation of Amendments to the

International Convention for Safety of

Life at Sea, 1974’’ (55 FR 39638). The

Coast Guard received three letters

commenting on the NPRM. No public

hearing was requested, and none was

held.

Background and Purpose

On November 1, 1974, the Assembly

of the Inter-Governmental Maritime

Consultative Organization (IMCO)

adopted SOLAS 74. In May 1982 IMCO

was renamed the International Maritime

Organization (IMO). Invoking Article

VIII of SOLAS 74, which contained

procedures for amending SOLAS 74,

IMO adopted further resolutions; these

resolutions recommended areas of

SOLAS 74 in need of improvement. The

United States was instrumental in the

development of SOLAS 74 and its

amendments.

To date, three sets of amendments

have been adopted. The first set of

amendments was approved by the

Maritime Safety Committee (MSC) of

IMO on November 20, 1981, and became

effective on September 1, 1984. These

amendments deal primarily with

subdivision and stability, machinery

and electrical installations, periodically

unattended machinery spaces, and

measures for fire safety. The second set

of amendments was approved by the

MSC on June 17, 1983, and became

effective on July 1, 1986. These

amendments deal primarily with

appliances and arrangements for

lifesaving and with the carriage of

dangerous goods. The third set of

amendments was approved by the MSC

on April 11, 1989, and became effective

on February 1, 1992. These amendments

address amendments to SOLAS 74 that

could not be included in the 1983

SOLAS amendments, and include
24768 Federal Register / Vol. 60, No. 90 / Wednesday, May 10, 1995 / Rules and Regulations

changes to requirements for bilge

systems and fuel systems for machinery.

Since the U.S. is signatory to this

international treaty, periodic upgrades

of domestic regulations for the safety of

personnel, and of vessels inspected by

the Coast Guard, are necessary to align

our regulations with SOLAS 74, as

amended. Through such upgrades, these

regulations will come to comprise the

international standards for the safety of

personnel and vessels at large.

Generally, the amendments to SOLAS

74 impose higher standards than our

current regulations, and these standards

should lead to fewer casualties among

vessels. Therefore, the Coast Guard is

applying the standards to all new

inspected vessels subject to Subchapter

F, regardless of size or type of voyage,

except as otherwise specified in this

final rule.

This final rule adopts standards from

Chapters II–1, II–2, and V of SOLAS 74

contained in the first set of amendments

(1981) and third set of amendments

(1989). This rule does not adopt

standards contained in the second set of

amendments (1983), because they are

the subject of a separate rulemaking.

When discussing SOLAS 74, as

amended, this rule will cite the

applicable numbers of paragraph and

regulation. For example, SOLAS II–1/

29.6 is the reference for Paragraph 6 of

Regulation 29 of SOLAS Chapter II–1.

The Coast Guard compared the

SOLAS 74 amendments to 46 CFR

subchapter F, ‘‘Marine Engineering’’.

The results appear in the following

table. An asterisk (*) in the table means

that a requirement appearing in SOLAS

74, as amended, is not now covered by

subchapter F but is addressed in this

final rule. Since certain requirements of

SOLAS 74, as amended, tabulated below

have already been adopted into 46 CFR

part 62—VITAL SYSTEM

AUTOMATION, they are not included

in this final rule.

1981

SOLAS

amendments

Corresponding U.S. regulation

Chapter II–

1.

(Cites to Title 46, Code of Federal Regulations, unless otherwise specified).

3 ............... §§ 58.25*, 62.30–5.

20.2 .......... § 56.50–85*.

21 ............. §§ 56.50–50, 56.50–55, 62.30–5.

26.1 .......... Parts 52, 54, 56; §§ 58.01–20,

58.05–1, 62.25–30.

26.2 .......... §§ 58.01–35, 62.25–1, 62.30–5.

26.3 .......... §§ 52.01–10, 56.50–30, 56.50–

35, 56.50–45, 56.50–65,

56.50–80, 58.05–1, 58.01–35,

62.25–1, 62.30–5, 111.10–3,

111.10–5, 111.35–1, 112.05–

1.

1981

SOLAS

amendments

Corresponding U.S. regulation

26.4 .......... §§ 58.01–35, 62.30–5, 111.10–

76.

26.5 .......... §§ 52.01–135, 54.10, 56.95,

56.97.

26.6 .......... §§ 58.01–40*, 62.20–5, 62.25–

30.

26.8 .......... § 58.05–1.

27.1 .......... §§ 58.05–1, 58.10–15, 62.25–1,

62.25–15, 111.12–1.

27.2 .......... §§ 52.01–120, 54.15, 56.07–10,

58.05–1.

27.3 .......... § 58.05–1.

27.4 .......... § 58.05–1.

27.5 .......... §§ 56.50–80, 58.05–1, 58.05–

10*, 58.10–15, 62.25–1,

62.25–15, 62.30–5, 62.35–5,

111.12–1.

28.1 .......... § 58.05–5.

28.2–28.4 . 33 CFR 164.35; 46 CFR 35.20–

40, 78.21, 97.19.

29 & 30 .... 33 CFR 164.11*, 33 CFR

164.39*; 46 CFR § 58.25*.

31 ............. §§ 61.40–1, 62.01–1, 62.01–3,

62.01–5, 62.20–1, 62.20–3,

62.25–1, 62.25–5, 62.25–10,

62.25–20, 62.30–5, 62.30–15,

62.35–5, 62.35–10, 62.50–1,

62.50–20.

32.1 .......... § 52.01–120.

32.2 .......... §§ 62.25–1, 62.35–20.

32.3 .......... § 52.01–110*.

32.4 .......... § 56.50–30.

32.5 .......... §§ 52.01–115, 56.50–30.

32.6 .......... § 52.01–110.

33.1 .......... § 56.07–10.

33.2 .......... § 56.50–15*.

33.3 .......... §§ 56.07–10, 56.50–10, 56.50–

15.

34.1 .......... § 58.30–5.

34.2 .......... §§ 58.05–1, 58.30–534.3

§ 58.05–1.

34.4 .......... § 58.30–5*.

35 ............. § 58.01–45*.

36 ............. § 58.01–50*.

37 ............. §§ 62.35–5, 113.30–5, 113.35–3.

38 ............. § 113.27–1.

39 ............. § 56.50–55.

46—54 ..... §§ 61.40–1, 62.01–1, 62.01–3,

62.20–1, 62.20–3, 62.25–1,

62.25–15, 62.25–20, 62.30–1,

62.30–5, 62.30–15, 62.35–5,

62.35–10, 62.50–1, 62.50–20,

62.50–30.

Chapter II–

2:

15.1 ...... §§ 58.01–10*, 58.01–15*,

112.50–1.

15.2 ...... §§ 56.10, 56.15, 56.20, 56.25,

56.30, 56.50–60*, 56.50–65,

56.50–70, 56.50–75, 56.50–

85*, 56.50–90*, 58.01–55*.

15.3 ...... §§ 56.50–60*, 56.50–90*, 58.01–

55*.

15.4 ...... § 56.50–60*.

15.5 ...... §§ 62.35–40, 62.50–30.

15.6 ...... 33 CFR 155.470.

18.1 &

18.2.

§§ 56.50–1, 56.50–5, 56.50–95.

51 ......... § 58.16.

54.2.5 ... § 56.50–50*.

59.1.6 ... § 56.50–85*.

1981

SOLAS

amendments

Corresponding U.S. regulation

Chapter V:

19 ......... § 58.25–85*.

1989

SOLAS

amendments

Corresponding U.S. regulation

Chapter II–

1.

(Cites to Title 46, Code of Federal Regulations, unless otherwise specified).

21.1.6 ....... § 56.50–50*.

21.2.9 ....... § 56.50–50*.

Chapter II–

2:

15.2.6 ... §§ 56.50–60*, 56.50–90*.

15.3 ...... §§ 56.50–80*, 56.50–90*.

Chapter V:

12 ......... 33 CFR 164.35*.

A final rule concerning Intervals for

Drydocking and Tailshaft Examination

on Inspected Vessels [CGD 84–024]

went into effect on September 23, 1988.

It changed the interval for drydocking

vessels from one inspection every two

years to inspections in multiples of

thirty months (i.e., two inspections

within any five-year period, except that

no more than three years may elapse

between any inspection and its

immediate predecessor). But it left the

interval for inspecting major machinery

at two years. Because of this continued

misalignment of inspection intervals for

drydockings and major machinery, that

rule causes a hardship for owners of

some vessels. The most opportune time

for inspecting major machinery—boilers

and pressure vessels—is during

drydocking, when the machinery is

secured. This final rule allows intervals

for inspecting major machinery to

coincide with those for drydocking. The

inspection interval has not been

changed for those cases where

inspection of machinery does not

depend on the vessels’ being drydocked.

There have been continuing proposals

by designers of vessels, by shipyards,

and by shipowners for the use of

nonmetallic piping in concealed spaces

aboard ship. Current domestic

regulations prohibit this use of

nonmetallic piping unless the piping is

within trunks completely surrounded by

‘‘A’’ class divisions. SOLAS 74, as

amended, does not preclude this use of

nonmetallic piping, while classification

societies, as well as the International

Association of Classification Societies,

permit it. Therefore, this final rule

provides alternative requirements for

piping in concealed spaces and permits

the installation of nonmetallic piping

under certain restrictions. The change
Federal Register / Vol. 60, No. 90 / Wednesday, May 10, 1995 / Rules and Regulations 24769

will reduce the costs of constructing

vessels.

Current domestic regulations require

certain cargo ships to have three

powered bilge pumps. SOLAS 74, as

amended, and many classification

societies have successfully permitted

these ships to have only two powered

bilge pumps. This final rule aligns

domestic regulations with SOLAS 74.

The change will reduce the costs of

outfitting U.S.-flag vessels.

For many years domestic regulations

have also required each individual bilge

suction to be led from one or more

manifolds located within the same

space as the bilge pump. In the early

1970s, the Coast Guard developed

regulations permitting common-rail

bilge and ballast systems for cargo

spaces on multi-purpose bulk carriers

that can lift combinations of both liquid

and dry bulk cargoes (O/B/O) and that

ply the Great Lakes. Since then, several

designers of vessels have asked to install

common-rail bilge systems on cargo and

passenger vessels. The Coast Guard has,

by policy, accepted all of these systems

provided they satisfied certain other

design restrictions. The main concern

with accepting any of them is the risk

of losing suction for the entire system if

the common line fails or leaks. The

additional criteria reduce that risk and

make the system equivalent to the

conventional manifold system. Such a

common-rail system is acceptable under

SOLAS 74, as amended. This final rule

permits these systems on all vessels as

an equivalent alternative to the existing

requirements for manifold systems.

Until now, domestic regulations have

required, for all vessels subject to 46

CFR subchapter F and not fitted with an

auxiliary means of steering, dual-power

hydraulic steering apparatus having two

independent pumps and connections.

Each independent steering-gear power

unit must be capable of meeting the

rudder-movement standard of 35° on

one side to 30° on the other side in not

more than 28 seconds. These regulations

are not consistent with the 1981

amendments to SOLAS 74. For

passenger vessels without auxiliary

steering systems, SOLAS 74, as

amended, requires that main steering

gear, consisting of two or more identical

power units, be capable of meeting the

same rudder-movement standard with

any one unit out of service. For cargo

vessels without auxiliary steering

systems, SOLAS 74, as amended,

requires that main steering gear be

capable of meeting the same ruddermovement standard with all power

units in service. The Coast Guard does

not consider the 1981 amendments to

SOLAS 74 to compromise the safety of

the vessel, and therefore, by this final

rule, modifies current regulations for

dual-power hydraulic steering apparatus

to coincide with SOLAS 74, as

amended.

Discussion of Comments and Changes

A total of three comment letters were

received. The letters were supportive of

the efforts by the Coast Guard to

incorporate industry standards by

reference. Two letters also offered

specified comments on individual

sections of the proposed rule. The third

letter simply endorsed the comments of

one of the first two letters. Additionally,

the Coast Guard received

recommendations from the National

Transportation Safety Board (NTSB)

asking for clarification of one of the

regulations modified in the proposed

rules. The sections of the proposed rule

to which comments were addressed are

discussed below, as are each comment

and the Coast Guard’s response.

1. 33 CFR 164.11(t)

The proposed rule implements the

standards of SOLAS 74 II–1/29.6 and II–

1/29.15. Current paragraph (t) requires

that, while a vessel is under way on the

navigable waters of the U.S., except the

St. Lawrence Seaway, at least two of the

steering-gear power units be in

operation when the units are capable of

simultaneous operation. That paragraph

embodies SOLAS 74 V/19–1. SOLAS 74

II–1/29.6 and II–1/29.15 impose a

performance standard on steering-gear

systems. A combination of power units

may be operated simultaneously to meet

the performance standard of moving the

rudder from 35° on one side to 30° on

the other side in not more than 28

seconds.

The NTSB’s recommendations arose

from the grounding of the MOBILOIL in

1985 and the collision of the MANDAN

with moored barges in 1990. Both

casualties involved loss of steering. The

recommendations called for clarification

of current § 164.11(t).

The Coast Guard agrees with the need

for clarity and therefore both revises

proposed § 164.11(t) and adds

§ 164.11(u). Revised § 164.11(t) applies

to both foreign and domestic vessels and

requires the operation of at least two

steering-gear power units when the

power units are designed for

simultaneous operation. Excepted from

this requirement are vessels on the Great

Lakes and vessels covered by

§ 164.11(u). New § 164.11(u) applies to

newer foreign and domestic vessels and,

consistent with SOLAS 74, as amended,

imposes a standard of performance

instead of a specification of design.

2. 46 CFR 56.50–50

This section was intended by the

proposed rule to implement the

standards of SOLAS 74 II–2/54.2.5.

Paragraph (a)(4) requires that bilge

systems, when they serve enclosed

cargo spaces carrying flammable or toxic

liquids, be designed to prevent the

inadvertent pumping of flammable or

toxic liquids through machinery-space

piping or pumps.

One comment suggested that the final

rule also address Class 8 dangerous

goods because SOLAS 74 II–2/54.2.5

applies to these goods as well.

The Coast Guard agrees with the

comment as consistent with the intent

of the proposed rule and has included

the reference to Class 8 dangerous

liquids with a flashpoint below 23°C

(74°F) in this final rule. In addition,

since SOLAS applies the flashpoint

limit to the Class 3 flammable liquids,

the Coast Guard also applies it to them.

One comment suggested stipulating a

specific minimal quantity of dangerous

goods, which would require invoking

the proposed change to this section.

The Coast Guard disagrees with this

comment since there is no similar

approach in the standard of SOLAS on

which it is based. Further, it would be

difficult to stipulate a specific minimal

quantity of dangerous goods that would

not need regulation.

One comment suggested calling the

machinery space the ‘‘main machinery’’

space.

The Coast Guard disagrees with the

comment since this would change the

applicability of the section. Such a

narrow interpretation of SOLAS 74 in

this regard is unwarranted. The rules

will continue to use the terminology of

SOLAS 74.

3. 46 CFR 56.60–25

This section was intended by the

proposed rule to codify current Coast

Guard policy. Paragraph (a) allows the

use of nonmetallic piping for nonvital

freshwater and saltwater service, to run

in concealed spaces. The Coast Guard

has allowed this use, considering

further design criteria, such as the fire

integrity of bulkheads, the proper

maintenance of decks and draft stops, or

the installation in the concealed space

of an approved smoke-detection system.

Current regulations require this piping

to be of metallic construction or to be

nonmetallic piping surrounded by ‘‘A’’

class divisions. SOLAS 74, as amended,

does not preclude nonmetallic piping

for this use.

One comment suggested recognizing

CPVC and polybutylene as acceptable

materials under this section because of

their extensive use elsewhere.
24770 Federal Register / Vol. 60, No. 90 / Wednesday, May 10, 1995 / Rules and Regulations

The Coast Guard agrees that much

progress is being made in the evaluation

and testing of plastic materials for

piping and that expanding the

acceptance of these materials in Coast

Guard regulations should be addressed.

The Coast Guard feels, however, that

this comment goes beyond the scope of

this final rule. CPVC and polybutylene

will be further evaluated, and addressed

in a future rulemaking. Moreover, IMO

is currently working on specific

guidelines for the acceptance of these

materials, and further developments on

the topic will affect Coast Guard policy

on these materials. Current regulations

do not preclude the use of materials not

meeting ASTM F1173. The

requirements for the use of these

materials appear in current § 56.60–

25(a)(10).

One comment suggested that the use,

along with plastic piping, of metallic

spool pieces at all bulkhead

penetrations would be equivalent to

requiring a smoke-detection system in

concealed accommodation or service

spaces.

The Coast Guard disagrees with this

comment. The early detection of fires or

smoke in concealed spaces is vital, and

metallic spool pieces do not enable it.

One comment suggested clarification

of § 56.60–25(a)(3)(i) to clearly allow the

use of plastic piping outside trunks or

ducts if inside a concealed space within

‘‘A’’ class boundaries.

The Coast Guard disagrees with this

comment. Under the comment’s

definition, a concealed space spanning

several ‘‘B’’ class boundaries could have

plastic piping as long as ‘‘A’’ class

boundaries surround the overall space.

The wording in the proposed rule has

not been changed.

One comment suggested allowing

smoke detectors, located adjacent to but

not in the concealed space, to replace

required detectors in the space.

The Coast Guard disagrees with this

comment, which assumes that a fire

would never start in a concealed space

with plastic piping but that any fire

would come from the adjacent space.

The burning of the plastic piping in a

concealed space is the concern, and the

sensors should be located so as to most

readily detect the concealed fire. The

requirement for sensors in the concealed

space as stated in the proposed rule

remains.

4. 46 CFR 58.25–65

This section was intended by the

proposed rule to move, from subchapter

J to subchapter F, requirements

applicable to steering systems.

Paragraphs (a) through (d) simply restate

requirements from current 46 CFR

111.93–7 that cover feeder circuits

serving electric-driven steering-gear

power units. This section reflects

interpretations by the Coast Guard of

applicable requirements in SOLAS 74

II–1/29.14 and II–1/30.2.

One comment suggested that use of

the size of the rudder stock as a criterion

for determining whether one of the

electrical feeders should be supplied

from an alternative source of power was

ambiguous. The comment further

suggested use of some other, more

definite criterion, such as number of

passengers or gross tonnage.

The size of the rudder stock closely

correlates with the overall size and

speed of the vessel, and use of it as a

criterion comes from SOLAS 74 II–1/

29.14. Because this regulation applies to

both cargo and passenger vessels,

making the number of passengers the

criterion would be inappropriate.

The Coast Guard has found gross

tonnage to be unreliable when used for

drawing regulatory lines. Besides, the

intent of the final rule is to harmonize

regulations of the Coast Guard with

standards of SOLAS, not to impose

requirements that exceed those of

SOLAS. Since this part of the proposed

rule does not deviate from current

regulations and will not cause a burden

on industry, it has not been changed.

5. 46 CFR 61.05–10

This section was intended by the

proposed rule to change Table 61.05–10

and § § 61.05–10, 61.05–15, 61.05–20,

61.10–5, and 61.15–5, aligning intervals

for inspections and tests of major

machinery with new intervals for

drydockings of vessels. Generally,

current regulations require inspections

of major machinery, such as pressure

vessels and boilers, in two-year

multiples, to coincide with a vessel’s

regular inspection for certification.

Numerous owners and operators have

insisted that such scheduling creates an

economic hardship since an inspection

for certification is not always the

appropriate time for an inspection of a

boiler or a pressure vessel. Rather, these

owners and operators suggest, the

intervals for drydockings are more

appropriate as the intervals also for such

inspections and tests of major

machinery. The Coast Guard agrees and

has proposed that inspections of major

machinery occur, like drydockings, at a

rate of two inspections in any five-year

period, with no more than three years

between any inspection and its

immediate predecessor. Also, a new

Table 61.05–10 collects into a single

table the intervals for all inspections

and tests of boilers, except of

automation controls. Since this should

decrease a vessel’s time out of service,

the owners and operators should realize

economic savings.

One comment suggested defining

‘‘hybrid boilers’’ as used in Note 3 to

Table 61.05–10.

The Coast Guard defines ‘‘hybrid

boilers’’ as boilers that employ design

features from both traditional watertube

and firetube boilers. This final rule

defines them so in § 52.01–3.

Incorporation by Reference

The Director of the Federal Register

has approved the materials listed in 33

CFR 164.03 and 46 CFR 58.03–1(b) for

incorporation by reference under 5

U.S.C. 552 and 1 CFR part 51. The

materials are available as indicated in

those sections.

Regulatory Evaluation

This final rule is not a significant

regulatory action under section 3(f) of

Executive Order 12866 and does not

require an assessment of potential costs

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

Order. It has not been reviewed by the

Office of Management and Budget under

that Order. It is not significant under the

regulatory policies and procedures of

the Department of Transportation (44 FR

11034 (February 26, 1979)). The Coast

Guard expects the economic impact of

this final rule to be so minimal that a

full Regulatory Assessment is

unnecessary. The net benefits due to

savings from this rule should outweigh

the burden.

As discussed in Background and

Purpose, above, the main purpose of

this final rule is to incorporate into

domestic regulations amendments to the

International Convention for Safety of

Life at Sea, 1974, addressing issues of

marine engineering. U.S.-flag cargo and

tank vessels of 500 gross tons and more,

and passenger vessels carrying more

than twelve passengers and engaged on

international voyages, already must

comply with SOLAS 74, as amended.

Thus, this rule will have no economic

impact on these vessels. This rule does,

however, affect vessels that need not yet

comply with SOLAS 74, as amended, as

such, since the Coast Guard, in general,

is applying the standards of the treaty to

all new domestic vessels subject to

subchapter F.

Although some of the changes due to

SOLAS 74 will result in minor increases

in cost, others will result in savings that

more than offset these increases. Many

of the changes reflect current practice of

the marine industry or can be integrated

readily into the design of the vessel

before construction and will place no

direct burden on the industry. The

changes that will place the greatest
Federal Register / Vol. 60, No. 90 / Wednesday, May 10, 1995 / Rules and Regulations 24771

economic burden upon the industry

affect steering gear. However, the

increase in cost associated with

accomplishing the changes represents a

small fraction of the total cost for a

steering system and should be offset by

the savings anticipated from the

reduction in the number and cost of

casualties.

The remaining changes in this final

rule are not due to SOLAS 74: Greater

use of common-rail bilge systems, an

increase in the inspection interval for

major machinery, and greater use of

plastic piping in concealed spaces.

These changes will bring only savings to

the marine industry. On the bilge

system and on plastic piping, this rule

permits, without reducing safety,

attractive alternatives to the expensive

means required by the current

regulations. Also, by enlarging the

interval for inspection of major

machinery, to make the inspection

coincide with the vessel’s drydocking,

this rule will reduce the number of

inspections over a vessel’s life and

reduce the vessel’s time out of service,

all resulting in long-term savings to the

owner.

Small Entities

This final rule will apply to owners

and operators of commercial vessels

registered in the U.S. Few of these, if

any, qualify as small entities. Again, the

economic impact of this rule on

individual owners and operators should

be minimal. Therefore, the Coast Guard

certifies under section 605 of the

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

et seq.) that this rule will not have a

significant economic impact on a

substantial number of small entities.

Collection of Information

This final rule imposes on the public

no new or added requirements for

collecting information under the

Paperwork Reduction Act (44 U.S.C.

3501 et seq.). In particular, it does not

change any such requirements in 33

CFR part 164 or 46 CFR part 50, 52, 56,

58, 61, or 111.

Environment

The Coast Guard has considered the

environmental impact of this final rule

and concluded that, under section

2.B.2.c of Commandant Instruction

M16475.1B, this rule is categorically

excluded from further treatment in

environmental documents. A

Categorical-Exclusion Determination is

available in the docket for inspection or

copying where indicated under

ADDRESSES.

Federalism

The Coast Guard has analyzed this

final rule in accordance with the

principles and criteria of Executive

Order 12612 and has determined that

this rule does not have sufficient

implications for federalism to warrant

the preparation of a Federalism

Assessment. The authority to issue

regulations on the navigational safety of

the vessels covered by this rule is

committed to the Coast Guard by

Federal statute. Therefore, the Coast

Guard intends to preempt State or local

laws on the navigational safety of these

vessels.

List of Subjects

33 CFR Part 164

Incorporation by reference, Marine

safety, Navigation (water), Reporting

and recordkeeping requirements,

Waterways.

46 CFR Part 50

Reporting and recordkeeping

requirements, Vessels.

46 CFR Part 52

Reporting and recordkeeping

requirements, Vessels.

46 CFR Part 56

Reporting and recordkeeping

requirements, Vessels.

46 CFR Part 58

Incorporation by reference, Reporting

and recordkeeping requirements,

Vessels.

46 CFR Part 61

Reporting and recordkeeping

requirements, Vessels.

46 CFR Part 111

Reporting and recordkeeping

requirements, Vessels.

For the reasons set out in the

preamble, the Coast Guard amends Title

33, part 164, and Title 46, parts 50, 52,

56, 58, 61, and 111, of the Code of

Federal Regulations, as follows:

Title 33—[Amended]

PART 164—NAVIGATION SAFETY

REGULATIONS

1. The authority citation for part 164

continues to read as follows:

Authority: 33 U.S.C. 1223, 46 U.S.C. 3703;

49 CFR 1.46(n). Sec. 164.61 also issued under

46 U.S.C. 6101.

2. Section 164.03 is amended by

revising paragraph (b) to read as follows:

§ 164.03 Incorporation by reference.

* * * * *

(b) The materials approved for

incorporation by reference in this part,

and the sections affected, are:

Radio Technical Commission for Marine

Services, P.O. Box 19087, Washington, DC

20036, Paper 12/78/DO–100 Minimum

Performance Standards, Loran C Receiving

Equipment, 1977—164.41

International Maritime Organization, 4 Albert

Embankment, London SE1 7SR U.K., IMO

Resolution A.342(IX), Recommendation on

Performance Standards for Automatic

Pilots, adopted November 12, 1975—

164.13.

3. Section 164.11 is amended by

revising its heading and paragraph (t)

and by adding paragraph (u) to read as

follows:

§ 164.11 Navigation under way: General.

* * * * *

(t) At least two of the steering-gear

power units on the vessel are in

operation when such units are capable

of simultaneous operation, except when

the vessel is sailing on the Great Lakes

and their connecting and tributary

waters, and except as required by

paragraph (u) of this section.

(u) On each passenger vessel meeting

the requirements of the International

Convention for the Safety of Life at Sea,

1960 (SOLAS 60) and on each cargo

vessel meeting the requirements of

SOLAS 74 as amended in 1981, the

number of steering-gear power units

necessary to move the rudder from 35°

on either side to 30° on the other in not

more than 28 seconds must be in

simultaneous operation.

4. Section 164.35 is amended by

adding paragraph (o) to read as follows:

§ 164.35 Equipment: All vessels.

* * * * *

(o) A telephone or other means of

communication for relaying headings to

the emergency steering station. Also,

each vessel of 500 gross tons and over

and constructed on or after June 9, 1991

must be provided with arrangements for

supplying visual compass-readings to

the emergency steering station.

5. Section 164.39 is revised to read as

follows:

§ 164.39 Steering gear: Foreign tankers.

(a) This section applies to each

foreign tanker of 10,000 gross tons or

more, except a public vessel, that—

(1) Transfers oil at a port or place

subject to the jurisdiction of the United

States; or

(2) Otherwise enters or operates in the

navigable waters of the United States,

except a vessel described by § 164.02 of

this part.

(b) Definitions. The terms used in this

section are as follows:
24772 Federal Register / Vol. 60, No. 90 / Wednesday, May 10, 1995 / Rules and Regulations

Constructed means the same as in

Chapter II–1, Regulations 1.1.2 and

1.1.3.1, of SOLAS 74.

Existing tanker means a tanker—

(1) For which the building contract is

placed on or after June 1, 1979;

(2) In the absence of a building

contract, the keel of which is laid or

which is at a similar stage of

construction on or after January 1, 1980;

(3) The delivery of which occurs on

or after June 1, 1982; or

(4) That has undergone a major

conversion contracted for on or after

June 1, 1979; or construction of which

was begun on or after January 1, 1980,

or completed on or after June 1, 1982.

Public vessel, oil, hazardous

materials, and foreign vessel mean the

same as in 46 U.S.C. 2101.

SOLAS 74 means the International

Convention for the Safety of Life at Sea,

1974, as amended.

Tanker means a self-propelled vessel

defined as a tanker by 46 U.S.C.

2101(38) or as a tank vessel by 46 U.S.C.

2101(39).

(c) Each tanker constructed on or after

September 1, 1984, must meet the

applicable requirements of Chapter II–1,

Regulations 29 and 30, of SOLAS 74.

(d) Each tanker constructed before

September 1, 1984, must meet the

requirements of Chapter II–1, Regulation

29.19, of SOLAS 74.

(e) Each tanker of 40,000 gross tons or

more, constructed before September 1,

1984, that does not meet the singlefailure criterion of Chapter II–1,

Regulation 29.16, of SOLAS 74, must

meet the requirements of Chapter II–1,

Regulation 29.20, of SOLAS 74.

(f) Each tanker constructed before

September 1, 1984, must meet the

applicable requirements of Chapter II–1,

Regulations 29.14 and 29.15, of SOLAS

74.

Title 46—[Amended]

PART 50—GENERAL PROVISIONS

6. The authority citation for part 50 is

revised to read as follows:

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

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

1980 Comp., p. 277; 49 CFR 1.45, 1.46.

Section 50.01–20 also issued under the

authority of 44 U.S.C. 3507.

7. Subpart 50.10 is amended by

adding § 50.10–35 to read as follows:

§ 50.10–35 Constructed.

The term constructed means the keel

has been laid or, for vessels with no

keel, assembly of at least 50 tons or 1%

of the estimated mass of all structural

material, whichever is less, has been

completed.

PART 52—POWER BOILERS

8. The authority citation for part 52

continues to read as follows:

Authority: 46 U.S.C. 3306, 2103, 3703; E.O.

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

277; 49 CFR 1.46.

9. Section 52.01–3 is amended by

adding paragraph (a)(10) to read as

follows:

§ 52.01–3 Definitions of terms used in this

part.

(a) * * *

(10) Hybrid boiler. A hybrid boiler is

a steam boiler whose design employs

features from both watertube and

firetube boilers.

* * * * *

10. Section 52.01–110 is amended by

revising its heading and adding

paragraph (h) to read as follows:

§ 52.01–110 Water-level indicators, water

columns, gauge-glass connections, gauge

cocks, and pressure gauges (modifies PG–

60).

* * * * *

(h) High-water-level alarm. Each

watertube boiler for propulsion must

have an audible and a visible highwater-level alarm. The alarm indicators

must be located where the boiler is

controlled.

PART 56—PIPING SYSTEMS AND

APPURTENANCES

11. The authority citation for part 56

is revised to read as follows:

Authority: 33 U.S.C. 1321(j), 1509; 43

U.S.C. 1333; 46 U.S.C. 2103, 3306, 3703; E.O.

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

277; E.O. 12777, 56 FR 54757; 49 CFR 1.46.

12. Section 56.15–5 is amended by

revising its heading and paragraph

(c)(1)(ii) to read as follows:

§ 56.15–5 Fluid-conditioner fittings.

* * * * *

(c) * * *

(1) * * *

(ii) Nonstandard fluid-conditioner

fittings that have an internal diameter

exceeding 15 centimeters (6 inches) and

that are rated for temperatures and

pressures exceeding those specified as

minimums for Class I piping systems.

* * * * *

13. Section 56.30–25 is amended by

adding a note after paragraph (f)(2) to

read as follows:

§ 56.30–25 Flared, flareless, and

compression joints.

* * * * *

(f) * * *

(2) * * *

Note—See § 58.25–20(d) of this subchapter

for limitations on the use of compression

fittings in hydraulic systems for steering gear.

14. Section 56.50–15 is amended by

adding paragraph (k) to read as follows:

§ 56.50–15 Steam and exhaust piping.

* * * * *

(k) Means must be provided for

draining every steam pipe in which

dangerous water hammer might

otherwise occur.

15. Section 56.50–50 is amended by

adding paragraphs (a)(4), (a)(5), and

(c)(4), revising paragraphs (c)(1), (c)(2),

and the definition for ‘‘D’’ and adding

a Note 6 in paragraph (d)(2), and

revising the last sentence of paragraph

(h) to read as follows:

§ 56.50–50 Bilge and ballast piping.

(a) * * *

(4) Where the vessel is to carry Class

3 flammable liquids with a flashpoint

below 23°C (74°F), Class 6, Division 6.1,

poisonous liquids, or Class 8 corrosive

liquids with a flashpoint below 23°C

(74°F) as defined in 49 CFR part 173, in

enclosed cargo spaces, the bilgepumping system must be designed to

ensure against inadvertent pumping of

such liquids through machinery-space

piping or pumps.

(5) For each vessel constructed on or

after June 9, 1995, and on an

international voyage, arrangements must

be made to drain the enclosed cargo

spaces on either the bulkhead deck of a

passenger vessel or the freeboard deck

of a cargo vessel.

(i) If the deck edge, at the bulkhead

deck of a passenger vessel or the

freeboard deck of a cargo vessel, is

immersed when the vessel heels 5° or

less, the drainage of the enclosed cargo

spaces must discharge to a space, or

spaces, of adequate capacity, each of

which has a high-water-level alarm and

a means to discharge overboard. The

number, size and arrangement of the

drains must prevent unreasonable

accumulation of water. The pumping

arrangements must take into account the

requirements for any fixed manual or

automatic sprinkling system. In

enclosed cargo spaces fitted with

carbon-dioxide extinguishing systems,

the drains must have traps or other

means to prevent escape of the

smothering gas. The enclosed cargo

spaces must not drain to machinery

spaces or other spaces where sources of

ignition may be present if water may be

contaminated with Class 3 flammable

liquids; Class 6, Division 6.1, poisonous

liquids; or Class 8 corrosive liquids with

a flashpoint below 23°C (74°F).

(ii) If the deck edge, at the bulkhead

deck of a passenger vessel or the
Federal Register / Vol. 60, No. 90 / Wednesday, May 10, 1995 / Rules and Regulations 24773

freeboard deck of a cargo vessel, is

immersed only when the vessel heels

more than 5°, the drainage of the

enclosed cargo spaces may be by means

of a sufficient number of scuppers

discharging overboard. The installation

of scuppers must comply with § 42.15–

60 of this chapter.

* * * * *

(c)(1) Each bilge suction must lead

from a manifold except as otherwise

approved by the Commanding Officer,

Marine Safety Center. As far as

practicable, each manifold must be in,

or be capable of remote operation from,

the same space as the bilge pump that

normally takes suction on that manifold.

In either case, the manifold must be

capable of being locally controlled from

above the floorplates and must be easily

accessible at all times. As far as

practicable, each overboard-discharge

valve for a bilge system must comply

with the requirements governing

location and accessibility for suction

manifolds. Except as otherwise

permitted by paragraph (c)(4) of this

section for a vessel employing a

common-rail bilge system, each bilgemanifold valve controlling a bilge

suction from any compartment must be

of the stop-check type.

(2) Each passenger vessel on an

international voyage must have

manifolds, where installed, and valves

in the bilge-pumping system arranged so

that, in case of flooding, one of the bilge

pumps can take suction from any

compartment and, further, so that

damage to a pump or its piping

connecting to the bilge main outboard of

a line drawn at one-fifth of the beam of

the vessel will not render the bilge

system inoperative.

* * * * *

(4) A common-rail bilge system may

be installed as an acceptable alternative

to the system required by paragraph

(c)(1) of this section, provided it

satisfies all of the following criteria:

(i) The common-rail main runs

inboard at least one-fifth of the beam of

the vessel.

(ii) A stop-check valve or both a stop

valve and a check valve are provided in

each branch line and located inboard at

least one-fifth of the beam of the vessel.

(iii) The stop valve or the stop-check

valve is power-driven, is capable of

remote operation from the space where

the pump is, and, regardless of the

status of the power system, is capable of

manual operation to both open and

close the valve.

(iv) The stop valve or the stop-check

valve is accessible for both manual

operation and repair under all operating

conditions, and the space used for

access contains no expansion joint or

flexible coupling that, upon failure,

would cause flooding and prevent

access to the valve.

(v) A port and a starboard suction

serve each space protected unless,

under the worst conditions of list and

trim and with liquid remaining after

pumping, the vessel’s stability remains

acceptable, in accordance with

subchapter S of this chapter.

(vi) For each vessel designed for the

carriage of combinations of both liquid

and dry bulk cargoes (O/B/O), no bilge

pump or piping is located in a

machinery space other than in a pump

room for cargo, and no liquid and other

cargoes are carried simultaneously.

(vii) For each cargo vessel in Great

Lakes service, each common-rail piping

for the bilge and ballast system serving

cargo spaces, if installed and if

connected to a dedicated common-rail

bilge system, must lead separately from

a valved manifold located at the pump.

* * * * *

(d) * * *

D=Molded depth (in feet) to the

bulkhead deck.(6)

* * * * *

Note 6—For each passenger vessel

constructed on or after June 9, 1995, and

being on an international voyage, D must be

measured to the next deck above the

bulkhead deck if an enclosed cargo space on

the bulkhead deck that is internally drained

in accordance with paragraph (a)(4) of this

section extends the entire length of the

vessel. Where the enclosed cargo space

extends a lesser length, D must be taken as

the sum of the molded depth (in feet) to the

bulkhead deck plus lh/L where l and h are

the aggregate length and height (in feet) of the

enclosed cargo space.

* * * * *

(h) Except as allowed by paragraph

(c)(4)(vii) of this section, piping for

draining a cargo hold or machinery

space must be separate from piping used

for filling or emptying any tank where

water or oil is carried. Piping for bilge

and ballast must be arranged so as to

prevent, by the appropriate installation

of stop and non-return valves, oil or

water from the sea or ballast spaces from

passing into a cargo hold or machinery

space, or from passing from one

compartment to another, regardless of

the source. The bilge and ballast mains

must be fitted with separate control

valves at the pumps.

* * * * *

16. Section 56.50–55 is amended by

revising paragraph (a) and Table 56.50–

55(a) to read as follows:

§ 56.50–55 Bilge pumps.

(a) Self-propelled vessels. (1) Each

self-propelled vessel must be provided

with a power-driven pump or pumps

connected to the bilge main as required

by Table 56.50–55(a).

TABLE 56.50–55(a).—POWER BILGE PUMPS REQUIRED FOR SELF-PROPELLED VESSELS

Vessel length, in feet

Passenger vessels 1 Dry-cargo vessels 2 Tank

vessels

Mobile

offshore

drilling

Inter- units

national

voyages 3

Ocean,

coastwise and

Great

Lakes

All other

waters

Ocean,

coastwise and

Great

Lakes

All waters All waters

All waters

180′ or more ......................................................................... 4 3 4 3 2 2 2 2 2

Below 180′ and exceeding 65′ ............................................. 4 3 5 2 5 2 5 2 5 2 2 2

65′ or less ............................................................................. 3 1 1 1 1 1 ...............

1Small passenger vessels under 100 gross tons refer to Subpart 182.25 of Subchapter T (Small Passenger Vessel) of this chapter.

2 Dry-bulk carriers having ballast pumps connected to the tanks outside the engineroom and to the cargo hold may substitute the appropriate

requirements for tank vessels. 3 Not applicable to passenger vessels which do not proceed more than 20 mile from the nearest land, or which are employed in the carriage of

large numbers of unberthed passengers in special trades. 4When the criterion numeral exceeds 30, an additional independent power-driven pump is required. (See Part 171 of this chapter for determination of criterion numeral.) 5Vessels operating on lakes (including Great Lakes), bays, sounds, or rivers where steam is always available, or where a suitable water supply is available from a power-driven pump of adequate pressure and capacity, may substitute siphons or eductors for one of the required powerdriven pumps, provided a siphon or eductor is permanently installed in each hold or compartment.
24774 Federal Register / Vol. 60, No. 90 / Wednesday, May 10, 1995 / Rules and Regulations

* * * * *

17. Section 56.50–60 is amended by

revising paragraphs (b) and (l) and by

adding paragraphs (d)(1) (i), (m), and (n)

to read as follows:

§ 56.50–60 Systems containing oil.

* * * * *

(b) When oil needs to be heated to

lower its viscosity, heating coils must be

properly installed in each tank.

(1) Each drain from a heating coil as

well as each drain from an oil heater

must run to an open inspection tank or

other suitable oil detector before

returning to the feed system.

(2) As far as practicable, no part of the

fuel-oil system containing heated oil

under pressure exceeding 180 KPa (26

psi) may be placed in a concealed

position so that defects and leakage

cannot be readily observed. Each

machinery space containing a part of the

system must be adequately illuminated.

* * * * *

(d) * * *

(1) * * *

(i) In the special case of a deep tank

in any shaft tunnel, piping tunnel, or

similar space, one or more valves must

be fitted on the tank, but control in the

event of fire may be effected by means

of an additional valve on the piping

outside the tunnel or similar space. Any

such additional valve installed inside a

machinery space must be capable of

being operated from outside this space.

(ii) [Reserved]

* * * * *

(l) Where oil piping passes through a

non-oil tank without stop valves

complying with paragraph (d) of this

section installed at all tank penetrations,

the piping must comply with § 56.50–

50(k).

(m) Each arrangement for the storage,

distribution, and use of oil in a

pressure-lubrication system must—

(1) As well as comply with § 56.50–

80, be such as to ensure the safety of the

vessel and all persons aboard; and

(2) In a machinery space, meet the

applicable requirements of §§ 56.50–60

(b)(2) and (d), 56.50–85(a)(11), 56.50–90

(c) and (d), and 58.01–55(f) of this

subchapter. No arrangement need

comply with § 58.50–90 (c)(1) and (c)(3)

of this subchapter if the sounding pipe

is fitted with an effective means of

closure, such as a threaded cap or plug

or other means acceptable to the Officer

in Charge, Marine Inspection. The use of

flexible piping or hose is permitted in

accordance with the applicable

requirements of §§ 56.35–10, 56.35–15,

and 56.60–25(c).

(n) Each arrangement for the storage,

distribution, and use of any other

flammable oil employed under pressure

in a power transmission-system, control

and activating system, or heating system

must be such as to ensure the safety of

the vessel and all persons aboard by—

(1) Complying with Subpart 58.30 of

this subchapter; and,

(2) Where means of ignition are

present, meeting the applicable

requirements of §§ 56.50–85(a)(11),

56.50–90 (c) and (d), and 58.01–55(f) of

this subchapter. Each pipe and its

valves and fittings must be of steel or

other approved material, except that the

use of flexible piping or hose is

permitted in accordance with the

applicable requirements of §§ 56.35–10,

56.35–15, and 56.60–25(c).

18. Section 56.50–65 is amended by

revising its heading and paragraph (h) to

read as follows:

§ 56.50–65 Burner fuel-oil service systems.

* * * * *

(h) Each fuel-oil service pump must

be equipped with controls as required

by § 58.01–25 of this subchapter.

19. Section 56.50–70 is amended by

revising paragraph (j) to read as follows:

§ 56.50–70 Gasoline fuel systems.

* * * * *

(j) Fuel pumps. Each fuel pump must

be equipped with controls as required

by § 58.01–25 of this subchapter.

20. Section 56.50–80 is amended by

revising its heading and paragraph (h) to

read as follows:

§ 56.50–80 Lubricating-oil systems.

* * * * *

(h) Sight-flow glasses may be used in

lubricating-oil systems provided it has

been demonstrated, to the satisfaction of

the Commanding Officer, Marine Safety

Center, that they can withstand

exposure to a flame at a temperature of

927°C (1700°F) for one hour, without

failure or appreciable leakage.

* * * * *

21. Section 56.50–85 is amended by

removing paragraphs (a)(7) (iii) and (iv),

by redesignating paragraph (a)(7)(v) as

(a)(7)(iii), and by revising the heading

and paragraph (a)(7)(ii), newly

redesignated paragraph (a)(7)(iii), and

paragraph (a)(11) to read as follows:

§ 56.50–85 Tank-vent piping.

(a) * * *

(7) * * *

* * * * *

(ii) A hinged closure normally open

on the outlet of the return bend, which

must close automatically by the force of

a submerging wave; or

(iii) Another suitable device

acceptable to the Commanding Officer,

Marine Safety Center.

* * * * *

(11)(i) If a tank may be filled by a

pressure head exceeding that for which

the tank is designed, the aggregate crosssectional area of the vents in each tank

must be not less than the cross-sectional

area of the filling line unless the tank is

protected by overflows, in which case

the aggregate cross-sectional area of the

overflows must be not less than the

cross-sectional area of the filling line.

(ii) Provision must be made to guard

against liquids rising in the venting

system to a height that would exceed

the design head of a cargo tank or fueloil tank. It may be made by high-level

alarms or overflow-control systems or

other, equivalent means, together with

gauging devices and procedures for

filling cargo tanks.

* * * * *

22. Section 56.50–90 is amended by

revising paragraph (a), redesignating

existing paragraphs (c) and (d) as

paragraphs (e) and (f), and adding

paragraphs (c) and (d) to read as follows:

§ 56.50–90 Sounding devices.

(a) Each tank must be provided with

a suitable means of determining liquid

level. Except for a main cargo tank on

a tank vessel, each integral hull tank

and compartment, unless at all times

accessible while the vessel is operating,

must be fitted with a sounding pipe.

* * * * *

(c) Except as allowed by this

paragraph, on each vessel constructed

on or after June 9, 1995, no sounding

pipe used in a fuel-oil tank may

terminate in any space where the risk of

ignition of spillage from the pipe might

arise. None may terminate in a space for

passengers or crew. When practicable,

none may terminate in a machinery

space. When the Commanding Officer,

Marine Safety Center, determines it

impracticable to avoid terminating a

pipe in a machinery space, a sounding

pipe may terminate in a machinery

space if all the following requirements

are met:

(1) In addition to the sounding pipe,

the fuel-oil tank has an oil-level gauge

complying with paragraph (d) of this

section.

(2) The pipe terminates in a place

remote from ignition hazards unless

precautions are taken such as fitting an

effective screen (shield) to prevent the

fuel oil, in case of spillage through the

end of the pipe, from coming into

contact with a source of ignition.

(3) The end of the pipe is fitted with

a self-closing blanking device and a

small-diameter, self-closing control cock

located below the blanking device for

the purpose of ascertaining before the

blanking device is opened that no fuel
Federal Register / Vol. 60, No. 90 / Wednesday, May 10, 1995 / Rules and Regulations 24775

oil is present. Provision must be made

to ensure that no spillage of fuel oil

through the control cock involves an

ignition hazard.

(d) On each vessel constructed on or

after June 9, 1995, other oil-level gauges

may be used instead of sounding pipes

if all the following requirements are

met:

(1) In a passenger vessel, no such

gauge may require penetration below

the top of the tank, and neither the

failure of a gauge nor an overfilling of

the tank may permit release of fuel into

the space.

(2) In a cargo vessel, neither the

failure of such a gauge nor an overfilling

of the tank may permit release of fuel

into the space. The use of cylindrical

gauge-glasses is prohibited. The use of

oil-level gauges with flat glasses and

self-closing valves between the gauges

and fuel tanks is acceptable.

* * * * *

23. Section 56.50–105 is amended by

revising its heading and paragraphs

(a)(5) and (b)(5) to read as follows:

§ 56.50–105 Low-temperature piping.

(a) * * *

(5) Other requirements. All other

requirements of this part for Class I

piping apply to Class I–L piping.

Pressure testing must comply with

subpart 56.97 of this part, and

nondestructive testing of

circumferentially welded joints must

comply with § 56.95–10. Seamless

tubular products must be used except

that, when the service pressure does not

exceed 1724 KPa (250 psi), the

Commanding Officer, Marine Safety

Center, may give special consideration

to appropriate grades of piping and

tubing that are welded without the

addition of filler metal in the root pass.

Each production procedure and qualitycontrol program for welded products

must be acceptable to the Officer in

Charge, Marine Inspection.

(b) * * *

(5) Pressure testing must comply with

Subpart 56.97, and nondestructive

testing of welded joints must comply

with § 56.95–10.

* * * * *

24. Section 56.60–25 is amended by

revising paragraphs (a)(3) and (b)(1) and

by adding paragraph (a)(11) to read as

follows:

§ 56.60–25 Nonmetallic materials.

(a) * * *

(3) No use of plastic piping within a

concealed space in an accommodation

or service area is permitted unless—

(i) Each trunk or duct containing such

piping is completely surrounded by ‘‘A’’

class divisions; or

(ii) An approved smoke-detection

system is fitted in the concealed space,

and each penetration of a bulkhead or

deck, and each installation of a draft

stop, is made in accordance with

paragraph (a)(2) of this section to

maintain the integrity of fire divisions.

* * * * *

(11) Plastic piping intended for an

accommodation area, a service area, or

a control station must comply with the

standard for the spread of flame or

smoke established by Commandant (G–

MTH).

(b) * * *

(1) Vital machinery served by plastic

piping must be duplicated by equivalent

machinery served entirely by

conventional metallic piping unless

allowed otherwise by this section. When

such machinery is in separate watertight

compartments, or is located or insulated

so that damage to both by a single

localized fire is unlikely, both may be

fitted with plastic piping. (The Marine

Inspector will make the final

determination as to the adequacy of the

separation between duplicate machinery

installed in the same watertight

compartment.) In no case may failure of

plastic piping on one set of machinery

affect the operation of the other

machinery. Alternatively, a single set of

machinery may be installed with

parallel, but independent, piping

systems, one of plastic and the other of

metallic materials. Where metallic

piping is required to duplicate or

parallel plastic piping, failure of the

plastic piping must not interfere with

the proper operation of the metallic

piping or of the machinery it serves.

* * * * *

PART 58—MAIN AND AUXILIARY

MACHINERY AND RELATED SYSTEMS

25. The authority citation for part 58

is revised to read as follows:

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

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

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

26. Section 58.01–10 is revised to read

as follows:

§ 58.01–10 Fuel oil.

(a) The following limits apply to the

use of oil as fuel:

(1) Except as otherwise permitted by

this section, no fuel oil with a flashpoint

of less than 60°C (140°F) may be used.

(2) Except as otherwise permitted by

§ 58.50–1(b), fuel oil with a flashpoint of

not less than 43°C (110°F) may be used

in emergency generators.

(3) Subject to such additional

precautions as the Commanding Officer,

Marine Safety Center, considers

necessary, and provided that the

ambient temperature of the space in

which such fuel oil is stored or used

does not rise to within 10°C (50°F)

below the flashpoint of the fuel oil, fuel

oil having a flashpoint of less than 60°C

(140°F) but not less than 43°C (110°F)

may be used in general.

(4) In a cargo vessel, fuel having a

lower flashpoint than otherwise

specified in this section—for example,

crude oil—may be used provided that

such fuel is not stored in any machinery

space and that the Commanding Officer,

Marine Safety Center, approves the

complete installation.

(b) The flashpoint of oil must be

determined by the Pensky-Martens

Closed Tester, ASTM–D93–80.

§ 58.01–15 [Removed]

27. Section 58.01–15 is removed.

28. Section 58.01–25 is revised to read

as follows:

§ 58.01–25 Means of stopping machinery.

Machinery driving forced-draft and

induced-draft fans, fuel-oil transfer

pumps, fuel-oil unit and service pumps,

and similar fuel-oil pumps must be

fitted with remote controls from a

readily accessible position outside the

space concerned so that the fans or

pumps may be stopped in case of fire in

the compartment in which they are

located. The controls must be suitably

protected against accidental operation

and against tampering and must be

suitably marked.

29. Sections 58.01–40, 58.01–45,

58.01–50, and 58.01–55 are added to

read as follows:

§ 58.01–40 Machinery, angles of

inclination.

(a) Propulsion machinery and all

auxiliary machinery essential to the

propulsion and safety of the vessel must

be designed to operate when the vessel

is upright, when the vessel is inclined

under static conditions at any angle of

list up to and including 15°, and when

the vessel is inclined under dynamic

conditions (rolling) at any angle of list

up to and including 22.5° and,

simultaneously, at any angle of trim

(pitching) up to and including 7.5° by

bow or stern.

(b) Deviations from these angles of

inclination may be permitted by the

Commanding Officer, Marine Safety

Center, considering the type, size, and

service of the vessel.

§ 58.01–45 Machinery space, ventilation.

Each machinery space must be

ventilated to ensure that, when

machinery or boilers are operating at

full power in all weather including

heavy weather, an adequate supply of

air is maintained for the operation of the
24776 Federal Register / Vol. 60, No. 90 / Wednesday, May 10, 1995 / Rules and Regulations

machinery and for the safety, efficiency,

and comfort of the crew.

§ 58.01–50 Machinery space, noise.

(a) Each machinery space must be

designed to minimize the exposure of

personnel to noise in accordance with

IMO Assembly Resolution A.468(XII),

Code on Noise Levels on Board Ships,

1981. No person may encounter a 24-

hour effective noise level greater than 82

dB(A) when noise is measured using a

sound-level meter and an A-weighting

filter.

(b) Except as allowed by paragraph (c)

of this section, no machinery space may

exceed the following noise levels:

(1) Machinery control room—75 dB(A)

(2) Manned machinery space—90 dB(A)

(3) Unmanned machinery space—110

dB(A)

(4) Periodically unattended machinery

space—110 dB(A)

(5) Workshop—85 dB(A)

(6) Any other work space around

machinery—90 dB(A)

(c) If adding a source of noise would

cause a machinery space to exceed the

noise level permitted by paragraph (b) of

this section, the new source must be

suitably insulated or isolated so that the

space does not exceed that noise level.

If the space is manned, a refuge from

noise must be provided within the

space.

(d) Ear protection must be provided

for any person entering any space with

a noise level greater than 85 dB(A).

(e) Each entrance to a machinery

space with a noise level greater than 85

dB(A) must have a warning sign stating

that each person entering the space

must wear ear protection.

§ 58.01–55 Tanks for flammable and

combustible oil.

(a) For the purposes of this section, a

machinery space of category A is a

space that contains any of the following:

(1) Internal-combustion machinery

used for main propulsion.

(2) Internal-combustion machinery

used for other than main propulsion,

whose power output is equal to or

greater than 500 HP (375 kw).

(3) Any oil-fired boiler.

(4) Any equipment used to prepare

fuel oil for delivery to an oil-fired boiler,

or equipment used to prepare heated oil

for delivery to an internal-combustion

engine, including any oil-pressure

pumps, filters, and heaters dealing with

oil pressures above 26 psi.

(b) As far as practicable, each fuel-oil

tank must be part of the vessel’s

structure and be located outside a

machinery space of category A.

(c) If a fuel-oil tank, other than a

double-bottom tank, must be located

adjacent to or within a machinery space

of category A—

(1) At least one of its vertical sides

must be contiguous to the boundary of

the machinery space;

(2) The tank must have a common

boundary with the double-bottom tanks;

and

(3) The area of the tank boundary

common with the machinery spaces

must be kept as small as practicable.

(d) If a fuel-oil tank must be located

within a machinery space of category A,

it must not contain fuel oil with a

flashpoint of less than 60°C (140°F).

(e) In general, no freestanding fuel-oil

tank is permitted in any machinery

space of Category A on a passenger

vessel. A freestanding fuel-oil tank is

permitted in other spaces only if

authorized by the Commanding Officer,

Marine Safety Center. If so authorized,

each freestanding fuel-oil tank must—

(i) Comply with Subpart 58.50 of this

subchapter; and

(ii) Be placed in an oil-tight spill tray

with a drain pipe leading to a spill-oil

tank.

(f) No fuel-oil tank may be located

where spillage or leakage from it can

constitute a hazard by falling on heated

surfaces. The design must also prevent

any oil that may escape under pressure

from any pump, filter, or heater from

coming into contact with heated

surfaces.

§ 58.03–1 [Amended]

30. Section 58.03–1(b) is amended by

adding, in alphabetical order, two

publications of the International

Maritime Organization to read as

follows:

* * * * *

(b) * * *

International Maritime Organization (IMO) 4

Albert Embankment, London SE1 7SR,

England

A.467(XII), Guidelines for Acceptance of

Non-Duplicated Rudder Actuators for

Tankers, Chemical Tankers and Gas

Carriers of 10,000 Tons Gross Tonnage

and Above But Less Than 100,000

Tonnes Deadweight, 1981—58.25–60

A.468(XII), Code on Noise Levels on Board

Ships, 1981—58.01–50

* * * * *

Subpart 58.05—Main Propulsion

Machinery

31–32. Subpart 58.05 is amended by

revising paragraph (a) of § 58.05–1 and

adding § 58.05–10 to read as follows:

§ 58.05–1 Material, design, and

construction.

(a) The material, design, construction,

workmanship, and arrangement of main

propulsion machinery and of each

auxiliary, directly connected to the

engine and supplied as such, must be at

least equivalent to the standards

established by the American Bureau of

Shipping or other recognized

classification society, except as

otherwise provided by this subchapter.

* * * * *

§ 58.05–10 Automatic shut-off.

Main propulsion machinery must be

provided with automatic shut-off

controls in accordance with part 62 of

this subchapter. These controls must

shut down main propulsion machinery

in case of a failure, such as failure of the

lubricating-oil supply, that could lead

rapidly to complete breakdown, serious

damage, or explosion.

§ 58.10–15 [Amended]

33. Section 58.10–15 is amended by

removing paragraph (e) and by

redesignating paragraphs (f), (g), (h), (i),

and (j), respectively, as (e), (f), (g), (h),

and (i).

34. Subpart 58.25 is revised to read as

follows:

Subpart 58.25—Steering Gear

Sec.

58.25–1 Applicability.

58.25–5 General.

58.25–10 Main and auxiliary steering gear.

58.25–15 Voice communications.

58.25–20 Piping for steering gear.

58.25–25 Indicating and alarm systems.

58.25–30 Automatic restart.

58.25–35 Helm arrangements.

58.25–40 Arrangement of the steering-gear

compartment.

58.25–45 Buffers.

58.25–50 Rudder stops.

58.25–55 Overcurrent protection for

steering-gear systems.

58.25–60 Non-duplicated hydraulic rudder

actuators.

58.25–65 Feeder circuits.

58.25–70 Steering-gear control systems.

58.25–75 Materials.

58.25–80 Automatic pilots and ancillary

steering gear.

58.25–85 Special requirements for tank

vessels.

Subpart 58.25—Steering Gear

§ 58.25–1 Applicability.

(a) Except as specified otherwise, this

subpart applies to—

(1) Each vessel or installation of

steering gear contracted for on or after

June 9, 1995; and

(2) Each vessel on an international

voyage with an installation of steering

gear contracted for on or after

September 1, 1984.

(b) Each vessel not on an international

voyage with an installation of steering

gear contracted for before June 9, 1995,

and each vessel on an international

voyage with such an installation
Federal Register / Vol. 60, No. 90 / Wednesday, May 10, 1995 / Rules and Regulations 24777

contracted for before September 1, 1984,

may meet either the requirements of this

subpart or those in effect on the date of

the installation.

§ 58.25–5 General.

(a) Definitions.

Ancillary steering equipment means

steering equipment, other than the

required control systems and power

actuating systems, that either is not

required, such as automatic pilot or

non-followup control from the

pilothouse, or is necessary to perform a

specific required function, such as the

automatic detection and isolation of a

defective section of a tanker’s hydraulic

steering gear.

Auxiliary steering gear means the

equipment, other than any part of the

main steering gear, necessary to steer

the vessel in case of failure of the main

steering gear, not including a tiller,

quadrant, or other component serving

the same purpose. Control system

means the equipment by which orders

for rudder movement are transmitted

from the pilothouse to the steering-gear

power units. A control system for

steering gear includes, but is not limited

to, one or more—

(1) Transmitters;

(2) Receivers;

(3) Feedback devices;

(4) Hydraulic servo-control pumps,

with associated motors and motor

controllers;

(5) Differential units, hunting gear,

and similar devices;

(6) All gearing, piping, shafting,

cables, circuitry, and ancillary devices

for controlling the output of power

units; and

(7) Means of bringing steering-gear

power units into operation.

Fast-acting valve, as used in this

subpart, means a ball, plug, spool, or

similar valve with a handle connected

for quick manual operation.

Followup control means closed-loop

(feedback) control that relates the

position of the helm to a specific rudder

angle by transmitting the helm-angle

order to the power actuating system

and, by means of feedback,

automatically stopping the rudder when

the angle selected by the helm is

reached.

Main steering gear means the

machinery, including power actuating

systems, and the means of applying

torque to the rudder stock, such as a

tiller or quadrant, necessary for moving

the rudder to steer the vessel in normal

service.

Maximum ahead service speed means

the greatest speed that a vessel is

designed to maintain in service at sea at

the deepest loadline draft.

Maximum astern speed means the

speed that it is estimated the vessel can

attain at the maximum designed power

astern at the deepest loadline draft.

Power actuating system means the

hydraulic equipment for applying

torque to the rudder stock. It includes,

but is not limited to—

(1) Rudder actuators;

(2) Steering-gear power units; and

(3) Pipes, valves, fittings, linkages,

and cables for transmitting power from

the power unit or units to the rudder

actuator or actuators.

Speedily regained, as used in this

subpart, refers to the time it takes one

qualified crewmember, after arriving in

the steering-gear compartment, and

without the use of tools, to respond to

a failure of the steering gear and take the

necessary corrective action.

Steering capability means steering

equivalent to that required of auxiliary

steering gear by § 58.25–10(c)(2).

Steering gear means the machinery,

including power actuating systems,

control systems, and ancillary

equipment, necessary for moving the

rudder to steer the vessel.

Steering-gear power unit means:

(1) In the case of electric steering gear,

an electric motor and its associated

electrical equipment, including motor

controller, disconnect switch, and

feeder circuit.

(2) In the case of an electro-hydraulic

steering gear, an electric motor,

connected pump, and associated

electrical equipment such as the motor

controller, disconnect switch, and

feeder circuit.

(3) In the case of hydraulic steering

gear, the pump and its prime mover.

Tank vessel, as used in this subpart,

means a self-propelled vessel, including

a chemical tanker or a gas carrier,

defined either as a tanker by 46 U.S.C.

2101(38) or as a tank vessel by 46 U.S.C.

2101(39).

(b) Unless it otherwise complies with

this subpart, each self-propelled vessel

must be provided with a main steering

gear and an auxiliary steering gear.

These gear must be arranged so that—

(1) The failure of one will not render

the other inoperative; and

(2) Transfer from the main to the

auxiliary can be effected quickly.

(c) Each substantial replacement of

steering-gear components or

reconfiguration of steering-gear

arrangements on an existing vessel must

comply with the requirements of this

subpart for new installations to the

satisfaction of the cognizant Officer in

Charge, Marine Inspection.

(d) Each non-pressure-containing

steering-gear component and each

rudder stock must be of sound and

reliable construction, meet the

minimum material requirements of

§ 58.25–75, and be designed to

standards at least equal to those

established by the American Bureau of

Shipping or other recognized

classification society.

(e) The suitability of any essential

steering-gear component not duplicated

must be specifically approved by the

Commanding Officer, Marine Safety

Center. Where a steering-gear

component is shared by—

(1) A control system (e.g., a controlsystem transfer switch located in the

steering-gear compartment);

(2) The main and auxiliary steering

gear (e.g., an isolation valve); or

(3) A power actuating system and its

control system (e.g., a directional

control valve)—the requirements for

both systems apply, to provide the safest

and most reliable arrangement.

(f) Steering gear must be separate and

independent of all other shipboard

systems, except—

(1) Electrical switchboards from

which they are powered;

(2) Automatic pilots and similar

navigational equipment; and

(3) Propulsion machinery for an

integrated system of propulsion and

steering.

(g) Except on a vessel with an

integrated system of propulsion and

steering, no thruster may count as part

of a vessel’s required steering capability.

(h) Except for a tank vessel subject to

§ 58.25–85(e), each oceangoing vessel

required to have power-operated

steering gear must be provided with

arrangements for steadying the rudder

both in an emergency and during a shift

from one steering gear to another. On

hydraulic steering gear, a suitable

arrangement of stop valves in the main

piping is an acceptable means of

steadying the rudder.

(i) General arrangement plans for the

main and auxiliary steering gear and

their piping must be submitted for

approval in accordance with subpart

50.20 of this subchapter.

§ 58.25–10 Main and auxiliary steering

gear.

(a) Power-operated main and auxiliary

steering gear must be separate systems

that are independent throughout their

length. Other systems and arrangements

of steering gear will be acceptable if the

Commanding Officer, Marine Safety

Center, determines that they comply

with, or exceed the requirements of, this

subpart.

(b) The main steering gear and rudder

stock must be—

(1) Of adequate strength for and

capable of steering the vessel at
24778 Federal Register / Vol. 60, No. 90 / Wednesday, May 10, 1995 / Rules and Regulations

maximum ahead service speed, which

must be demonstrated to the satisfaction

of the cognizant Officer in Charge,

Marine Inspection;

(2) Capable of moving the rudder from

35° on either side to 35° on the other

with the vessel at its deepest loadline

draft and running at maximum ahead

service speed, and from 35° on either

side to 30° on the other in not more than

28 seconds under the same conditions;

(3) Operated by power when

necessary to comply with paragraph

(b)(2) of this section or when the

diameter of the rudder stock is over 12

centimeters (4.7 inches) in way of the

tiller, excluding strengthening for

navigation in ice; and

(4) Designed so that they will not be

damaged when operating at maximum

astern speed; however, this requirement

need not be proved by trials at

maximum astern speed and maximum

rudder angle.

(c) The auxiliary steering gear must

be—

(1) Of adequate strength for and

capable of steering the vessel at

navigable speed and of being brought

speedily into action in an emergency;

(2) Capable of moving the rudder from

15° on either side to 15° on the other in

not more than 60 seconds with the

vessel at its deepest loadline draft and

running at one-half maximum ahead

service speed or 7 knots, whichever is

greater; and

(3) Operated by power when

necessary to comply with paragraph

(c)(2) of this section or when the

diameter of the rudder stock is over 23

centimeters (9 inches) in way of the

tiller, excluding strengthening for

navigation in ice.

(d) No auxiliary means of steering is

required on a double-ended ferryboat

with independent main steering gear

fitted at each end of the vessel.

(e) When the main steering gear

includes two or more identical power

units, no auxiliary steering gear need be

fitted, if—

(1) In a passenger vessel, the main

steering gear is capable of moving the

rudder as required by paragraph (b)(2) of

this section while any one of the power

units is not operating;

(2) In a cargo vessel, the main steering

gear is capable of moving the rudder as

required by paragraph (b)(2) of this

section while all the power units are

operating;

(3) In a vessel with an installation

completed on or after September 1,

1984, and on an international voyage,

and in any other vessel with an

installation completed after June 9,

1995, the main steering gear is arranged

so that, after a single failure in its piping

system (if hydraulic), or in one of the

power units, the defect can be isolated

so that steering capability can be

maintained or speedily regained in less

than ten minutes; or

(4) In a vessel with an installation

completed before September 1, 1986,

and on an international voyage, with

steering gear not complying with

paragraph (e)(3) of this section, the

installed steering gear has a proved

record of reliability and is in good

repair.

Note.—The place where isolation valves

join the piping system, as by a flange,

constitutes a single-failure point. The valve

itself need not constitute a single-failure

point if it has a double seal to prevent

substantial loss of fluid under pressure.

Means to purge air that enters the system as

a result of the piping failure must be

provided, if necessary, so that steering

capability can be maintained or speedily

regained in less than ten minutes.

(f) In each vessel of 70,000 gross tons

or over, the main steering gear must

have two or more identical power units

complying with paragraph (e) of this

section.

§ 58.25–15 Voice communications.

Each vessel must be provided with a

sound-powered telephone system,

complying with subpart 113.30 of this

chapter, to communicate between the

pilothouse and the steering-gear

compartment, unless an alternative

means of communication between them

has been approved by the Commanding

Officer, Marine Safety Center.

§ 58.25–20 Piping for steering gear.

(a) Pressure piping must comply with

subpart 58.30 of this part.

(b) Relief valves must be fitted in any

part of a hydraulic system that can be

isolated and in which pressure can be

generated from the power units or from

external forces such as wave action. The

valves must be of adequate size, and

must be set to limit the maximum

pressure to which the system may be

exposed, in accordance with § 56.07–

10(b) of this subchapter.

(c) Each hydraulic system must be

provided with—

(1) Arrangements to maintain the

cleanliness of the hydraulic fluid,

appropriate to the type and design of the

hydraulic system; and

(2) For a vessel on an ocean,

coastwise, or Great Lakes voyage, a fixed

storage tank having sufficient capacity

to recharge at least one power actuating

system including the reservoir. The

storage tank must be permanently

connected by piping so that the

hydraulic system can be readily

recharged from within the steering-gear

compartment and must be fitted with a

device to indicate liquid level that

complies with § 56.50–90 of this

subchapter.

(d) Neither a split flange nor a

flareless fitting of the grip or bite type,

addressed by § 56.30–25 of this

subchapter, may be used in hydraulic

piping for steering gear.

§ 58.25–25 Indicating and alarm systems.

(a) Indication of the rudder angle

must be provided both at the main

steering station in the pilothouse and in

the steering-gear compartment. The

rudder-angle indicator must be

independent of control systems for

steering gear.

(b) Each electric-type rudder-angle

indicator must comply with § 113.40–10

of this chapter and, in accordance with

§ 112.15–5(h) of this chapter, draw its

power from the source of emergency

power.

(c) On each vessel of 1,600 gross tons

or over, a steering-failure alarm must be

provided in the pilothouse in

accordance with §§ 113.43–3 and

113.43–5 of this chapter.

(d) An audible and a visible alarm

must activate in the pilothouse upon—

(1) Failure of the electric power to the

control system of any steering gear;

(2) Failure of that power to the power

unit of any steering gear; or

(3) Occurrence of a low oil level in

any oil reservoir of a hydraulic, poweroperated steering-gear system.

(e) An audible and a visible alarm

must activate in the machinery space

upon—

(1) Failure of any phase of a threephase power supply;

(2) Overload of any motor described

by § 58.25–55(c); or

(3) Occurrence of a low oil level in

any oil reservoir of a hydraulic, poweroperated steering-gear system.

Note.—See § 62.50–30(f) of this subchapter

regarding extension of alarms to the

navigating bridge on vessels with

periodically unattended machinery spaces.

(f) Each power motor for the main and

auxiliary steering gear must have a

‘‘motor running’’ indicator light in the

pilothouse, and in the machinery space,

that activates when the motor is

energized.

§ 58.25–30 Automatic restart.

Each control system for main and

auxiliary steering gear and each power

actuating system must restart

automatically when electrical power is

restored after it has failed.

§ 58.25–35 Helm arrangements.

(a) The arrangement of each steering

station, other than in the steering-gear
Federal Register / Vol. 60, No. 90 / Wednesday, May 10, 1995 / Rules and Regulations 24779

compartment, must be such that the

helmsman is abaft the wheel. The rim of

the wheel must be plainly marked with

arrows and lettering for right and left

rudder, or a suitable notice indicating

these directions must be posted directly

in the helmsman’s line of sight.

(b) Each steering wheel must turn

clockwise for ‘‘right rudder’’ and

counterclockwise for ‘‘left rudder.’’

When the vessel is running ahead, after

clockwise movement of the wheel the

vessel’s heading must change to the

right.

(c) If a lever-type control is provided,

it must be installed and marked so that

its movement clearly indicates both the

direction of the rudder’s movement and,

if followup control is also provided, the

amount of the rudder’s movement.

(d) Markings in the pilothouse must

not interfere with the helmsman’s

vision, but must be clearly visible at

night.

Note.—See § 113.40–10 of this chapter for

the arrangement of rudder-angle indicators at

steering stations.

§ 58.25–40 Arrangement of the steeringgear compartment.

(a) The steering-gear compartment

must—

(1) Be readily accessible and, as far as

practicable, separated from any

machinery space;

(2) Ensure working access to

machinery and controls in the

compartment; and

(3) Include handrails and either

gratings or other non-slip surfaces to

ensure a safe working environment if

hydraulic fluid leaks.

Note.—Where practicable, all steering gear

should be located in the steering-gear

compartment.

(b) [Reserved]

§ 58.25–45 Buffers.

For each vessel on an ocean,

coastwise, or Great Lakes voyage,

steering gear other than hydraulic must

be designed with suitable buffering

arrangements to relieve the gear from

shocks to the rudder.

§ 58.25–50 Rudder stops.

(a) Power-operated steering gear must

have arrangements for cutting off power

to the gear before the rudder reaches the

stops. These arrangements must be

synchronized with the rudder stock or

with the gear itself rather than be within

the control system for the steering gear,

and must work by limit switches that

interrupt output of the control system or

by other means acceptable to the

Commanding Officer, Marine Safety

Center.

(b) Strong and effective structural

rudder stops must be fitted; except that,

where adequate positive stops are

provided within the steering gear, such

structural stops need not be fitted.

§ 58.25–55 Overcurrent protection for

steering-gear systems.

(a) Each feeder circuit for steering

must be protected by a circuit breaker

on the switchboard that supplies it and

must have an instantaneous trip set at

a current of at least—

(1) 300% and not more than 375% of

the rated full-load current of one

steering-gear motor for a direct-current

motor; or

(2) 175% and not more than 200% of

the locked-rotor current of one steeringgear motor for an alternating-current

motor.

(b) No feeder circuit for steering may

have any overcurrent protection, except

that required by paragraph (a) of this

section.

(c) Neither a main or an auxiliary

steering-gear motor, nor a motor for a

steering-gear control system, may be

protected by an overload protective

device. The motor must have a device

that activates an audible and a visible

alarm at the main machinery-control

station if there is an overload that would

cause overheating of the motor.

(d) No control circuit of a motor

controller, steering-gear control system,

or indicating or alarm system may have

overcurrent protection except shortcircuit protection that is instantaneous

and rated at 400% to 500% of—

(1) The current-carrying capacity of

the conductor; or

(2) The normal load of the system.

(e) The short-circuit protective device

for each steering-gear control system

must be in the steering-gear

compartment and in the control circuit

immediately following the disconnect

switch for the system.

(f) When, in a vessel of less than 1,600

gross tons, an auxiliary steering gear,

which § 58.25–10(c)(3) requires to be

operated by power, is not operated by

electric power or is operated by an

electric motor primarily intended for

other service, the main steering gear

may be fed by one circuit from the main

switchboard. When such an electric

motor is arranged to operate an auxiliary

steering gear, neither § 58.25–25(e) nor

paragraphs (a) through (c) of this section

need be complied with if both the

overcurrent protection and compliance

with §§ 58.25–25(d), 58.25–30, and

58.25–70 (j) and (k) satisfy the

Commanding Officer, Marine Safety

Center.

§ 58.25–60 Non-duplicated hydraulic

rudder actuators.

Non-duplicated hydraulic rudder

actuators may be installed in the

steering-gear control systems on each

vessel of less than 100,000 deadweight

tons. These actuators must meet IMO

Assembly Resolution A.467(XII),

Guidelines for Acceptance of NonDuplicated Rudder Actuators for

Tankers, Chemical Tankers, and Gas

Carriers of 10,000 Tons Gross Tonnage

and Above But Less Than 100,000

Tonnes Deadweight, 1981, and be

acceptable to the Commanding Officer,

Marine Safety Center. Also, the piping

for the main gear must comply with

§ 58.25–10(e)(3).

§ 58.25–65 Feeder circuits.

(a) Each vessel with one or more

electric-driven steering-gear power units

must have at least two feeder circuits,

which must be separated as widely as

practicable. One or more of these

circuits must be supplied from the

vessel’s service switchboard. On a

vessel where the rudder stock is over 23

centimeters (9 inches) in diameter in

way of the tiller, excluding

strengthening for navigation in ice, and

where a final source of emergency

power is required by § 112.05–5(a) of

this chapter, one or more of these

circuits must be supplied from the

emergency switchboard, or from an

alternative source of power that—

(1) Is available automatically within

45 seconds of loss of power from the

vessel’s service switchboard;

(2) Comes from an independent

source of power in the steering-gear

compartment;

(3) Is used for no other purpose; and

(4) Has a capacity for one half-hour of

continuous operation, to move the

rudder from 15° on either side to 15° on

the other in not more than 60 seconds

with the vessel at its deepest loadline

draft and running at one-half maximum

ahead service speed or 7 knots,

whichever is greater.

(b) Each vessel that has a steering gear

with multiple electric-driven power

units must be arranged so that each

power unit is supplied by a separate

feeder.

(c) Each feeder circuit must have a

disconnect switch in the steering-gear

compartment.

(d) Each feeder circuit must have a

current-carrying capacity of—

(1) 125% of the rated full-load current

rating of the electric steering-gear motor

or power unit; and

(2) 100% of the normal current of one

steering-gear control system including

all associated motors.
24780 Federal Register / Vol. 60, No. 90 / Wednesday, May 10, 1995 / Rules and Regulations

§ 58.25–70 Steering-gear control systems.

(a) Each power-driven steering-gear

system must be provided with at least

one steering-gear control system.

(b) The main steering gear must be

operable from the pilothouse by

mechanical, hydraulic, electrical, or

other means acceptable to the

Commanding Officer, Marine Safety

Center. This gear and its components

must give full followup control of the

rudder. Supplementary steering-gear

control not giving full followup may

also be provided from the pilothouse.

(c) Each steering-gear control system

must have in the pilothouse a switch

arranged so that one operation of the

switch’s lever automatically supplies

power to a complete system and its

associated power unit or units. This

switch must be—

(1) Operated by one lever;

(2) Arranged so that not more than

one control system and its associated

power unit or units can be energized

from the pilothouse at any one time;

(3) Arranged so that the lever passes

through ‘‘off’’ during transfer of control

from one control system to another; and

(4) Arranged so that the switches for

each control system are in separate

enclosures or are separated by fireresistant barriers.

(d) Each steering-gear control system

must receive its power from—

(1) The feeder circuit supplying

power to its steering-gear power unit or

units in the steering-gear compartment;

or

(2) A direct connection to the busbars

supplying the circuit for its steering-gear

power unit or units from a point on the

switchboard adjacent to that supply.

(e) Each steering-gear control system

must have a switch that—

(1) Is in the steering-gear

compartment; and

(2) Disconnects the system from its

power source and from the steering gear

that the system serves.

(f) Each motor controller for a steering

gear must be in the steering-gear

compartment.

(g) A means of starting and stopping

each motor for a steering gear must be

in the steering-gear compartment.

(h) When the main steering gear is

arranged in accordance with § 58.25–

10(e), two separate and independent

systems for full followup control must

be provided in the pilothouse; except

that—

(1) The steering wheel or lever need

not be duplicated; and

(2) If the system consists of a

hydraulic telemotor, no second separate

and independent system need be

provided other than on each tank vessel

subject to § 58.25–85.

(i) When only the main steering gear

is power-driven, two separate and

independent systems for full followup

control must be provided in the

pilothouse; except that the steering

wheel or lever need not be duplicated.

(j) When the auxiliary steering gear is

power-driven, a control system for the

auxiliary steering gear must be provided

in the pilothouse that is separate and

independent from the control system for

the main steering gear; except that the

steering wheel or lever need not be

duplicated.

(k) On a vessel of 500 gross tons or

above, each main steering gear and

auxiliary steering gear must be arranged

so that its power unit or units are

operable by controls from the steeringgear compartment. These controls must

not be rendered inoperable by failure of

the controls in the pilothouse.

§ 58.25–75 Materials.

(a) Materials used for the mechanical

or hydraulic transmission of power to

the rudder stock must have an

elongation of at least 15% in 5

centimeters (2 inches); otherwise,

components used for this purpose must

be shock-tested in accordance with

subpart 58.30 of this part.

(b) No materials with low meltingpoints, including such materials as

aluminum and nonmetallic seals, may

be used in control systems for steering

gear or in power actuating systems

unless—

(1) The materials are within a

compartment having little or no risk of

fire;

(2) Because of redundancy in the

system, damage by fire to any

component would not prevent

immediate restoration of steering

capability; or

(3) The materials are within a

steering-gear power actuating system.

§ 58.25–80 Automatic pilots and ancillary

steering gear.

(a) Automatic pilots and ancillary

steering gear, and steering-gear control

systems, must be arranged to allow

immediate resumption of manual

operation of the steering-gear control

system required in the pilothouse. A

switch must be provided, at the primary

steering position in the pilothouse, to

completely disconnect the automatic

equipment from the steering-gear

controls.

(b) Automatic pilots and ancillary

steering gear must be arranged so that

no single failure affects proper operation

and independence of the main or

auxiliary steering gear, required

controls, rudder-angle indicators, or

steering-failure alarm.

§ 58.25–85 Special requirements for tank

vessels.

(a) Each tank vessel must meet the

applicable requirements of §§ 58.25–1

through 58.25–80.

(b) On each tank vessel of 10,000

gross tons or over, the main steering

gear must comprise two or more

identical power units that comply with

§ 58.25–10(e)(2).

(c) Each tank vessel of 10,000 gross

tons or over constructed on or after

September 1, 1984, must comply with

the following:

(1) The main steering gear must be

arranged so that, in case of loss of

steering capability due to a single failure

in any part of the power actuating

system of the main steering gear,

excluding seizure of a rudder actuator or

failure of the tiller, quadrant, or

components serving the same purpose,

steering capability can be regained not

more than 45 seconds after the loss of

one power actuating system.

(2) The main steering gear must

include either—

(i) Two separate and independent

power actuating systems, complying

with § 58.25–10(b)(2); or

(ii) At least two identical hydraulicpower actuating systems, which, acting

simultaneously in normal operation,

must comply with § 58.25–10(b)(2).

(When they must so comply, these

systems must be connected. Loss of

hydraulic fluid from one system must be

capable of being detected, and the

defective system automatically isolated,

so the other system or systems remain

fully operational.)

(3) Steering gear other than hydraulic

must meet equivalent standards to the

satisfaction of the Commanding Officer,

Marine Safety Center.

(d) On each tank vessel of 10,000

gross tons or over, but less than 100,000

deadweight tons, the main steering gear

need not comply with paragraph (c) of

this section if the rudder actuator or

actuators installed are non-duplicated

hydraulic and if—

(1) The actuators comply with

§ 58.25–60; and

(2) In case of loss of steering

capability due to a single failure either

of any part of the piping systems or in

one of the power units, steering

capability can be regained in not more

than 45 seconds.

(e) On each tank vessel of less than

70,000 deadweight tons, constructed

before, and with a steering-gear

installation before, September 1, 1986,

and on an international voyage, the

steering gear not complying with

paragraph (c) (1), (2), or (3) of this

section, as applicable, may continue in

service if the steering gear has a proved
Federal Register / Vol. 60, No. 90 / Wednesday, May 10, 1995 / Rules and Regulations 24781

record of reliability and is in good

repair.

(f) Each tank vessel of 10,000 gross

tons or over, constructed before, and

with a steering-gear installation before,

September 1, 1984, must—

(1) Meet the applicable requirements

in §§ 58.25–15, 58.25–20(c), 58.25–25

(a), (d), and (e), and 58.25–70 (e), (h), (i),

and (j);

(2) Ensure working access to

machinery and controls in the steeringgear compartment (which must include

handrails and either gratings or other

non-slip surfaces to ensure a safe

working environment in case hydraulic

fluid leaks);

(3) Have two separate and

independent steering-gear control

systems, each of which can be operated

from the pilothouse; except that it need

not have separate steering wheels or

steering levers;

(4) Arrange each system required by

paragraph (f)(3) of this section so that,

if the one in operation fails, the other

can be operated from the pilothouse

immediately; and

(5) Supply each system required by

paragraph (f)(3) of this section, if

electric, with power by a circuit that

is—

(i) Used for no other purpose; and

either—

(ii) Connected in the steering-gear

compartment to the circuit supplying

power to the power unit or units

operated by that system; or

(iii) Connected directly to the busbars

supplying the circuit for its steering-gear

power unit or units at a point on the

switchboard adjacent to that supply.

(g) Each tank vessel of 40,000 gross

tons or over, constructed before, and

with a steering-gear installation before,

September 1, 1984, and on an

international voyage, must have the

steering gear arranged so that, in case of

a single failure of the piping or of one

of the power units, either steering

capability equivalent to that required of

the auxiliary steering gear by § 58.25–

10(c)(2) can be maintained or the

rudder’s movement can be limited so

that steering capability can be speedily

regained in less than 10 minutes. This

arrangement must be achieved by—

(1) An independent means of

restraining the rudder;

(2) Fast-acting valves that may be

manually operated to isolate the

actuator or actuators from the external

hydraulic piping, together with a means

of directly refilling the actuators by a

fixed, independent, power-operated

pump and piping; or

(3) An arrangement such that, if

hydraulic-power actuating systems are

connected, loss of hydraulic fluid from

one system must be detected and the

defective system isolated either

automatically or from within the

pilothouse so that the other system

remains fully operational.

Note.—The term ‘‘piping or * * * one of

the power units’’ in paragraph (g) of this

section refers to the pressure-containing

components in hydraulic or electro-hydraulic

steering gear. It does not include rudder

actuators or hydraulic-control servo piping

and pumps used to stroke the pump or valves

of the power unit, unless their failure would

result in failure of the unit or of the piping

to the actuator.

35. Section 58.30–5 is amended by

adding paragraph (d) to read as follows:

§ 58.30–5 Design requirements.

* * * * *

(d) Each pneumatic system must

minimize the entry of oil into the

system and must drain the system of

liquids.

PART 61—PERIODIC TESTS AND

INSPECTIONS

36. The authority citation for part 61

is revised to read as follows:

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

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

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

37. Section 61.05–10 is amended by

revising paragraphs (a) and (b),

removing current Table 61.05–10, and

adding new Table 61.05–10 after current

paragraph (g) to read as follows:

§ 61.05–10 Boilers in service.

(a) Each boiler, including superheater,

reheater, economizer, auxiliary boiler,

low-pressure heating boiler, and unfired

steam boiler, must be available for

examination by the marine inspector at

intervals specified by Table 61.05–10,

and more often if necessary, to

determine that the complete unit is in

a safe and satisfactory condition. When

a hydrostatic test is required, the marine

inspector may examine all accessible

parts of the boiler while it is under

pressure.

(b) The owner, master, or person in

charge of the vessel shall give ample

notice to the cognizant Officer in

Charge, Marine Inspection, so that a

marine inspector may witness the tests

and make the required inspections.

* * * * *

TABLE 61.05–10.—INSPECTION INTERVALS FOR BOILERS 1 2 3

Firetube boiler ≥ 150 psiWatertube

boiler

Any firetube

boiler for

propulsion

Firetube boiler < 150 psi

Hydro Test:

Passenger Vessel ............................................................................................... 2.5 2.5 1 2.5

Other Vessel ....................................................................................................... 2.5 5 1 5

Fireside Inspection ..................................................................................................... 1 2.5 1 2.5

Waterside Inspection .................................................................................................. 1 2.5 1 2.5

Boiler Safety-Valve Test ............................................................................................. 1 COI 1 1

Valves Inspection ....................................................................................................... 5 5 5 5

Studs and Bolts Inspection ........................................................................................ 10 10 10 10

Mountings Inspection ................................................................................................. 10 10 10 10

Steam Gauge Test ..................................................................................................... COI COI COI COI

Fusible Plug Inspection .............................................................................................. 2.5 ..................... COI 2.5

1All intervals are in years; where COI is used, the intervals coincide with the applicable vessel’s inspection for certification.

2Where the 2.5-year interval is indicated: two tests or inspections must occur within any five-year period, and no more than three years may

elapse between any test or inspection and its immediate predecessor. 3 Intervals for hybrid boilers are the same as for firetube boilers.
24782 Federal Register / Vol. 60, No. 90 / Wednesday, May 10, 1995 / Rules and Regulations

38. Section 61.05–15 is amended by

revising paragraphs (a), (b), (c)(1), (f),

and (g) to read as follows:

§ 61.05–15 Boiler mountings and

attachments.

(a) Each valve shall be opened and

examined by the marine inspector at the

interval specified in Table 61.05–10.

(b) Each stud or bolt for each boiler

mounting that paragraph (c) of this

section requires to be removed may be

examined by the marine inspector.

(c)(1) Each boiler mounting may be

removed from the boiler and be

examined by the marine inspector at the

interval specified by Table 61.05–10

when any of the following conditions

exist:

* * * * *

(f) Each steam gauge for a boiler or a

main steam line may be examined and

checked for accuracy by the marine

inspector at the interval specified by

Table 61.05–10.

(g) Each fusible plug may be

examined by the marine inspector at the

interval specified by Table 61.05–10.

39. Section 61.05–20 is revised to read

as follows:

§ 61.05–20 Boiler safety valves.

Each safety valve for a drum,

superheater, or reheater of a boiler shall

be tested and resealed in the presence

of the marine inspector at the interval

specified by Table 61.05–10.

40. Section 61.10–5 is amended by

revising the heading and paragraphs (a),

(b), (d), and (g) to read as follows:

§ 61.10–5 Pressure vessels in service.

(a) Basic requirement. Each pressure

vessel must be examined or tested twice

within any five-year period, except that

no more than three years may elapse

between any test or examination and its

immediate predecessor. The extent of

the test or examination should be that

necessary to determine that the pressure

vessel’s condition is satisfactory and

that the pressure vessel is fit for the

service intended.

(b) Internal and external tests and

inspections. Each pressure vessel

stamped with the Coast Guard symbol,

and each pressure vessel in a system

regulated under subpart 58.60 of this

subchapter that is fitted with a manhole

or other inspection opening so it can be

satisfactorily examined internally, must

be opened twice within any five-year

period, except that no more than three

years may elapse between any

examination and its immediate

predecessor. Each pressure vessel must

be thoroughly examined internally and

externally. No pressure vessel need be

hydrostatically tested except when any

defect in a pressure vessel is found that,

in the marine inspector’s opinion, may

affect the safety of the pressure vessel;

in this case, the pressure vessel should

be hydrostatically tested at a pressure of

11⁄2 times the maximum allowable

working pressure.

* * * * *

(d) Hydrostatic tests under pressure.

Each pressure vessel, other than one

exempted by this section, must be

subjected to a hydrostatic test at a

pressure of 11⁄4 times the maximum

allowable working pressure twice

within any five-year period, except that

no more than three years may elapse

between any test and its immediate

predecessor.

* * * * *

(g) Bulk storage tanks. Each bulk

storage tank containing refrigerated

liquefied CO2 for use aboard a vessel as

a fire-extinguishing agent shall be

subjected to a hydrostatic test of 11⁄2

times the maximum allowable working

pressure in the tenth year of the

installation and at ten-year intervals

thereafter. After the test, the tank should

be drained and an internal examination

made. Parts of the jacket and lagging on

the underside of the tank designated by

the marine inspector must be removed

at the time of the test so the marine

inspector may determine the external

condition of the tank.

* * * * *

41. Section 61.15–5 is amended by

revising paragraph (b) to read as follows:

§ 61.15–5 Steam piping.

* * * * *

(b) All steam piping subject to

pressure from the main boiler should be

subjected to a hydrostatic test at a

pressure of 11⁄4 times the maximum

allowable working pressure of the boiler

after every five years of service except

as otherwise provided for in paragraph

(a) of this section. Unless the covering

of the piping is removed, the test

pressure must be maintained on the

piping for ten minutes. If any evidence

of moisture or leakage is detected, the

covering should be removed and the

piping thoroughly examined. No piping

with a nominal size of 3 inches or less

need be hydrostatically tested.

* * * * *

PART 111—ELECTRIC SYSTEMS—

GENERAL REQUIREMENTS

42. The authority citation for part 111

is revised to read as follows:

Authority: 46 U.S.C. 2103, 3306, 3703; 49

CFR 1.46.

43. Subpart 111.93 (consisting of

§§ 111.93–1, 111.93–3, 111.93–5,

111.93–7, 111.93–9, 111.93–11, and

111.93–13) is removed.

§§ 111.93–1, 111.93–3, 111.93–5, 111.93–7,

111.93–9, 111.93–11, and 111.93–13

(Subpart 111.93) [Removed]

Dated: April 13, 1995.

G.N. Naccara,

Acting Chief, Office of Marine Safety, Security

and Environmental Protectoin.

[FR Doc. 95–10921 Filed 5–9–95; 8:45 am]

BILLING CODE 4910–14–P

ENVIRONMENTAL PROTECTION

AGENCY

40 CFR Part 180

[OPP–300379A; FRL–4941–7]

RIN 2070–AB78

Imidacloprid; Extended Tolerance on

Dried Hops

AGENCY: Environmental Protection

Agency (EPA).

ACTION: Final rule.

SUMMARY: This document extends the

tolerance for residues of the insecticide

1-[(6-chloro-3-pyridinyl) methyl]-Nnitro-2-imidazolidinimine and its

metabolites (common name

‘‘imidacloprid’’) in or on dried hops at

3.0 parts per million (ppm). On its own

inititative, EPA is extending the

tolerance to allow time to review a

petition from the Interregional Research

Project No. 4 (IR-4).

EFFECTIVE DATE: This regulation

becomes effective May 10, 1995.

ADDRESSES: Written objections,

identified by the document control

number, [OPP-300379A], may be

submitted to: Hearing Clerk (1900),

Environmental Protection Agency, Rm.

M3708, 401 M St., SW., Washington, DC

20460. Fees accompanying objections

shall be labeled ‘‘Tolerance Petition

Fees’’ and forwarded to: EPA

Headquarters Accounting Operations

Branch, OPP (Tolerance Fees), P.O. Box

360277M, Pittsburgh, PA 15251. A copy

of any objections and hearing requests

filed with the Hearing Clerk should be

identified by the document control

number and submitted to: Public

Response and Program Resources

Branch, Field Operations Division

(7506C), Office of Pesticide Programs,

Environmental Protection Agency, 401

M St., SW., Washington, DC 20460. In

person, bring copy of objections and

hearing requests to: Rm. 1132, CM #2,

1921 Jefferson Davis Hwy., Arlington,

VA 22202.

A copy of objections and requests for

hearings filed with the Hearing Clerk