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Pt. 157
(i) Lightering operations shall not be
conducted within 1 nautical mile of offshore structures or mobile offshore
drilling units.
(j) No vessel engaged in lightering activities may anchor over charted pipelines, artificial reefs, or historical resources.
(k) All vessels engaged in lightering
activities shall be able to immediately
maneuver at all times while inside a
designated lightering zone. The main
propulsion system must not be disabled
at any time.
(l) In preparing to moor alongside the
vessel to be lightered, a service vessel
shall not approach the vessel to be
lightered closer than 1000 meters unless
the service vessel is positioned broad
on the quarter of the vessel to be
lightered. The service vessel must transition to a nearly parallel heading
prior to closing to within 50 meters of
the vessel to be lightered.
PART 157—RULES FOR THE PROTECTION OF THE MARINE ENVIRONMENT RELATING TO TANK VESSELS CARRYING OIL IN BULK
Subpart A—General
Sec.
157.01 Applicability.
157.02 Incorportion by reference.
157.03 Definitions.
157.04 Authorization of classification societies.
157.05 Performing calculations for this part.
157.06 Appeals.
157.07 Equivalents.
157.11 Pumping, piping and discharge arrangements.
157.12 Cargo monitor and control system.
157.13 Designated observation area.
157.15 Slop tanks in tank vessels.
157.17 Oily residue tank.
157.19 Cargo tank arrangement and size.
157.21 Subdivision and stability.
157.23 Cargo and ballast system information.
157.24 Submission of calculations, plans,
and specifications.
157.24a Submission of calculations, plans,
and specifications for existing vessels installing segregated ballast tanks.
Subpart C—Vessel Operation
157.25 Applicability of subpart C.
157.26 Operation of a tank vessel in violation of regulations.
157.27 Discharges: Tank vessels carrying oil
exclusively on rivers, lakes, bays,
sounds, and the Great Lakes, and seagoing tank vessels of less than 150 gross
tons.
157.28 Discharges from tank barges exempted from certain design requirements.
157.29 Discharges: Seagoing tank vessels of
150 gross tons or more.
157.31 Discharges: Chemical additives.
157.33 Water ballast in oil fuel tanks.
157.35 Ballast added to cargo tanks.
157.37 Discharge of cargo residue.
157.39 Machinery space bilges.
157.41 Emergencies.
157.43 Discharges of clean and segregated
ballast: Seagoing tank vessels of 150
gross tons or more.
157.45 Valves in cargo or ballast piping system.
157.47 Information for master.
157.49 Instruction manual.
Subpart D—Crude Oil Washing (COW)
System on Tank Vessels
Subpart B—Design, Equipment, and
Installation
GENERAL
157.08 Applicability of Subpart B.
157.09 Segregated ballast.
157.10 Segregated ballast tanks and crude
oil washing systems for certain new vessels.
157.10a Segregated ballast tanks, crude oil
washing systems, and dedicated clean
ballast tanks for certain new and existing vessels of 40,000 DWT or more.
157.10b Segregated ballast tanks, dedicated
clean ballast tanks, and special ballast
arrangements for tank vessels transporting Outer Continental Shelf oil.
157.10c Segregated ballast tanks, crude oil
washing systems, and dedicated clean
ballast tanks for certain new and existing tankships of 20,000 to 40,000 DWT.
157.10d Double hulls on tank vessels.
157.100 Plans for U.S. tank vessels: Submission.
157.102 Plans for foreign tank vessels: Submission.
157.104 Scale models.
157.106 Letter of acceptance.
157.108 Crude Oil Washing Operations and
Equipment Manual for U.S. tank vessels:
Submission.
157.110 Crude Oil Washing Operations and
Equipment Manual for foreign tank vessels: Submission.
157.112 Approved Crude Oil Washing Operations and Equipment Manual.
157.114 Crude Oil Washing Operations and
Equipment Manual: Not approved.
157.116 Required documents: U.S. tank vessels.
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Pt. 157
33 CFR Ch. I (7–1–01 Edition)
157.118 Required documents: Foreign tank
vessels.
157.120 Waiver of required documents.
DESIGN, EQUIPMENT, AND INSTALLATION
157.122 Piping, valves, and fittings.
157.124 COW tank washing machines.
157.126 Pumps.
157.128 Stripping system.
157.130 Crude oil washing with more than
one grade of crude oil.
157.132 Cargo tanks: Hydrocarbon vapor
emissions.
157.134 Cargo tank drainage.
157.136 Two-way voice communications.
157.138 Crude Oil Washing Operations and
Equipment Manual.
INSPECTIONS
157.140 Tank vessel inspections.
157.142 Letter of acceptance: Inspections.
157.144 Tank vessels of the same class: Inspections.
157.146 Similar tank design: Inspections on
U.S. tank vessels.
157.147 Similar tank design: Inspections on
foreign tank vessels.
157.148 COW system: Evidence for inspections.
157.150 Crude Oil Washing Operations and
Equipment Manual: Recording information after inspections.
PERSONNEL
157.152
157.154
Person in charge of COW operations.
Assistant personnel.
COW OPERATIONS
157.155 COW operations: General.
157.156 COW operations: Meeting manual requirements.
157.158 COW operations: Changed characteristics.
157.160 Tanks: Ballasting and crude oil
washing.
157.162 Crude oil washing during a voyage.
157.164 Use of inert gas system.
157.166 Hydrocarbon emissions.
157.168 Crew member: Main deck watch.
157.170 COW equipment: Removal.
157.172 Limitations on grades of crude oil
carried.
Subpart E—Dedicated Clean Ballast Tanks
on Tank Vessels
GENERAL
157.200 Plans for U.S. tank vessels: Submission.
157.202 Plans and documents for foreign
tank vessels: Submission.
157.204 Letter of acceptance.
157.206 Dedicated Clean Ballast Tanks Operations Manual for U.S. tank vessels: Submission.
157.208 Dedicated Clean Ballast Tanks Operations Manual for foreign tank vessels:
Submission.
157.210 Approved Dedicated Clean Ballast
Tanks Operations Manual.
157.212 Dedicated Clean Ballast Tanks Operations Manual: Not approved.
157.214 Required documents: U.S. tank vessels.
157.216 Required documents: Foreign tank
vessels.
157.218 Dedicated clean ballast tanks: Alterations.
DESIGN AND EQUIPMENT
157.220 Dedicated
clean
ballast
tanks:
Standards.
157.222 Pump and piping arrangements.
157.224 Dedicated Clean Ballast Tanks Operations Manual.
DEDICATED CLEAN BALLAST TANKS
OPERATIONS
157.225 Dedicated clean ballast tanks operations: General.
157.226 Dedicated Clean Ballast Tanks Operations Manual: Procedures to be followed.
157.228 Isolating Valves: Closed during a
voyage.
Subpart F—Exemption From § 157.10a or
§ 157.10c
157.300 Qualifications for exemptions under
this part.
157.302 Applying for an exemption or requesting modification of an exemption.
157.304 Shore-based
reception
facility:
standards.
157.306 Granting, denying, or modifying an
exemption.
157.308 Revocation of exemption: procedure
and appeals.
157.310 Exempted vessels: operations.
Subpart G—Interim Measures for Certain
Tank Vessels Without Double Hulls Carrying Petroleum Oils
157.400 Purpose and applicability.
157.410 Emergency lightering requirements
for oil tankers.
157.415 Bridge resource management policy
and procedures.
157.420 Vessel specific watch policy and procedures.
157.430 Enhanced survey requirements.
157.435 Vital systems surveys.
157.440 Autopilot alarm or indicator.
157.445 Maneuvering
performance
capability.
157.450 Maneuvering and vessel status information.
157.455 Minimum under–keel clearance.
157.460 Additional operational requirements
for tank barges.
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Coast Guard, DOT
§ 157.02
Subpart H—Interim Measures for Certain
Tank Vessels Without Double Hulls Carrying Animal Fat or Vegetable Oil
157.500
157.510
Purpose and applicability.
Operational measures.
Subpart I—Interim Measures for Certain
Tank Vessels Without Double Hulls Carrying Other Non–Petroleum Oil
157.600 Purpose and applicability.
157.610 Operational measures.
APPENDIX A TO PART 157—DAMAGE ASSUMPTIONS, HYPOTHETICAL OUTFLOWS, AND
CARGO TANK SIZE AND ARRANGEMENTS
APPENDIX B TO PART 157—SUBDIVISION AND
STABILITY ASSUMPTIONS
APPENDIX C TO PART 157—PROCEDURE FOR DETERMINING DISTRIBUTION OF SEGREGATED
BALLAST TANKS TO PROVIDE PROTECTION
AGAINST OIL OUTFLOW IN THE EVENT OF
GROUNDING, RAMMING, OR COLLISION
APPENDIX D TO PART 157—EXAMPLE OF A PROCEDURE FOR DEDICATED CLEAN BALLAST
TANKS OPERATIONS
APPENDIX E TO PART 157—SPECIFICATIONS FOR
THE DESIGN, INSTALLATION AND OPERATION OF A PART FLOW SYSTEM FOR CONTROL OF OVERBOARD DISCHARGES
APPENDIX F TO PART 157—GUIDELINES AND
SPECIFICATIONS FOR OIL DISCHARGE MONITORING AND CONTROL SYSTEMS FOR TANKERS
APPENDIX G TO PART 157—TIMETABLES FOR
APPLICATION OF DOUBLE HULL REQUIREMENTS
AUTHORITY: 33 U.S.C. 1903; 46 U.S.C. 3703,
3703a (note); 49 CFR 1.46. Subparts G, H, and
I are also issued under section 4115(b), Pub.
L. 101–380, 104 Stat. 520; Pub. L. 104–55, 109
Stat. 546.
SOURCE: CGD 74–32, 40 FR 48283, Oct. 14,
1975, unless otherwise noted.
Subpart A—General
§ 157.01 Applicability.
(a) Unless otherwise indicated, this
part applies to each vessel that carries
oil in bulk as cargo and that is:
(1) Documented under the laws of the
United States (a U.S. vessel); or
(2) Any other vessel that enters or
operates in the navigable waters of the
United States, or that operates, conducts ligtering under 46 U.S.C. 3715, or
receives cargo from or transfers cargo
to a deepwater port under 33 U.S.C. 1501
et seq., in the United States Exclusive
Economic Zone, as defined in 33 U.S.C.
2701(8).
(b) This part does not apply to a vessel exempted under 46 U.S.C. 2109 or 46
U.S.C. 3702.
[CGD 90–051, 57 FR 36238, Aug. 12, 1992, as
amended by CGD 91–045, 61 FR 39788, July 30,
1996]
§ 157.02
Incorportion by reference.
(a) Certain material is incorporated
by reference into this part with the approval of the Director of the Federal
Register under 5 U.S.C. 552(a) and 1
CFR part 51. To enforce any edition
other than that specified in paragraph
(b) of this section, the Coast Guard
must publish notice of change in the
FEDERAL REGISTER; and the material
must be available to the public. All approved material is available for inspection at the Office of the Federal Register, 800 North Capitol Street NW.,
suite 700, Washington, DC, and at the
U.S. Coast Guard, Office of Operating
and Environmental Standards (G–
MSO), 2100 Second Street SW., Washington, DC 20593–0001, and is available
from the sources indicated in paragraph (b) of this section.
(b) The material approved for incorporation by reference in this part and
the sections affected are as follows:
International Maritime Organization (IMO)—4 Albert Embankment, London SE1 7SR,
England.
IMO Assembly Resolution A.601(15), Provision and Display of Manoeuvring Information on Board Ships, Annex sections 1.1, 2.3, 3.1, and 3.2 with appendices,
adopted on 19 November 1987 ..............................................................................
IMO Assembly Resolution A.744(18), Guidelines on the Enhanced Programme of
Inspections During Surveys of Bulk Carriers and Oil Tankers, Annex B sections 1.1.3–1.1.4, 1.2–1.3, 2.1, 2.3–2.6, 3–8, and Annexes 1–10 with appendices,
adopted 4 November 1993 .....................................................................................
IMO
Assembly
Resolution
A.751(18),
Interim
Standards
for
Ship
Manoeuvrability, Annex sections 1.2, 2.3–2.4, 3–4.2, and 5, adopted 4 November
1993 with Explanatory Notes in MSC/Circ. 644 dated 6 June 1994 ........................
157.450
157.430
157.445
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§ 157.03
33 CFR Ch. I (7–1–01 Edition)
Oil Companies International Marine Forum (OCIMF)—15th Floor, 96 Victoria Street,
London, SW1E 5JW, England.
International Safety Guide for Oil Tankers and Terminals, Fourth Edition,
Chapters 6, 7, and 10, 1996 ....................................................................................
[CGD 91–045, 61 FR 39788, July 30, 1996; 61 FR
41685, Aug. 9, 1996]
§ 157.03
Definitions.
Except as otherwise stated in a subpart:
Amidships means the middle of the
length.
Animal fat means a non-petroleum
oil, fat, or grease derived from animals
and not specifically identified elsewhere in this part.
Ballast voyage means the voyage that
a tank vessel engages in after it leaves
the port of final cargo discharge.
Breadth or B means the maximum
molded breadth of a vessel in meters.
Cargo tank length means the length
from the forward bulkhead of the
forwardmost cargo tanks, to the after
bulkhead of the aftermost cargo tanks.
Center tank means any tank inboard
of a longitudinal bulkhead.
Clean ballast means ballast which:
(1) If discharged from a vessel that is
stationary into clean, calm water on a
clear day, would not—
(i) Produce visible traces of oil on the
surface of the water or on adjoining
shore lines; or
(ii) Cause a sludge or emulsion to be
deposited beneath the surface of the
water or upon adjoining shore lines; or
(2) If verified by an approved cargo
monitor and control system, has an oil
content that does not exceed 15 p.m.
Combination carrier means a vessel designed to carry oil or solid cargoes in
bulk.
Crude oil means any liquid hydrocarbon mixture occurring naturally in
the earth, whether or not treated to
render it suitable for transportation,
and includes crude oil from which certain distillate fractions may have been
removed, and crude oil to which certain distillate fractions may have been
added.
Deadweight or DWT means the difference in metric tons between the
lightweight displacement and the total
displacement of a vessel measured in
water of specific gravity 1.025 at the
157.435
load waterline corresponding to the assigned summer freeboard.
Dedicated clean ballast tank means a
cargo tank that is allocated solely for
the carriage of clean ballast.
Domestic trade means trade between
ports or places within the United
States, its territories and possessions,
either directly or via a foreign port including trade on the navigable rivers,
lakes, and inland waters.
Double bottom means watertight protective spaces that do not carry any oil
and which separate the bottom of
tanks that hold any oil within the
cargo tank length from the outer skin
of the vessel.
Double hull means watertight protective spaces that do not carry any oil
and which separate the sides, bottom,
forward end, and aft end of tanks that
hold any oil within the cargo tank
length from the outer skin of the vessel
as prescribed in § 157.10d.
Doubles sides means watertight protective spaces that do not carry any oil
and which separate the sides of tanks
that hold any oil within the cargo tank
length from the outer skin of the vessel.
Existing vessel means any vessel that
is not a new vessel.
Fleeting or assist towing vessel means
any commercial vessel engaged in towing astern, alongside, or pushing ahead,
used solely within a limited geographic
area, such as a particular barge fleeting area or commercial facility, and
used solely for restricted service, such
as making up or breaking up larger
tows.
Foreign trade means any trade that is
not domestic trade.
From the nearest land means from the
baseline from which the territorial sea
of the United States is established in
accordance with international law.
Inland vessel means a vessel that is
not oceangoing and that does not operate on the Great Lakes.
Instantaneous rate of discharge of oil
content means the rate of discharge of
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§ 157.03
oil in liters per hour at any instant, divided by the speed of the vessel in
knots at the same instant.
Integrated tug barge means a tug and
a tank barge with a mechanical system
that allows the connection of the propulsion unit (the tug) to the stern of
the cargo carrying unit (the tank
barge) so that the two vessels function
as a single self-propelled vessel.
Large primary structural member includes any of the following:
(1) Web frames.
(2) Girders.
(3) Webs.
(4) Main brackets.
(5) Transverses.
(6) Stringers.
(7) Struts in transverse web frames
when there are 3 or more struts and the
depth of each is more than 1⁄15 of the
total depth of the tank.
Length or L means the distance in
meters from the fore side of the stem
to the axis of the rudder stock on a waterline at 85 percent of the least molded depth measured from the molded
baseline, or 96 percent of the total
length on that waterline, whichever is
greater. In vessels designed with drag,
the waterline is measured parallel to
the designed waterline.
Lightweight means the displacement
of a vessel in metric tons without
cargo, oil fuel, lubricating oil, ballast
water, fresh water, and feedwater in
tanks, consumable stores, and any persons and their effects.
Major conversion means a conversion
of an existing vessel that:
(1) Substantially alters the dimensions or carrying capacity of the vessel, except a conversion that includes
only the installation of segregated ballast tanks, dedicated clean ballast
tanks, a crude oil washing system, double sides, a double bottom, or a double
hull;
(2) Changes the type of vessel;
(3) Substantially prolongs the vessel’s service life; or
(4) Otherwise so changes the vessel
that it is essentially a new vessel, as
determined by the Commandant (G–
MOC).
MARPOL Protocol means the Protocol
of 1978 Relating to the International
Convention for the Prevention of Pollution from Ships, 1973, done at London
on February 17, 1978. This Protocol incorporates and modifies the International Convention for the Prevention
of Pollution from Ships, 1973, done at
London on November 2, 1973.
New vessel means:
(1) A U.S. vessel in domestic trade
that:
(i) Is constructed under a contract
awarded after December 31, 1974;
(ii) In the absence of a building contract, has the keel laid or is at a similar stage of construction after June 30,
1975;
(iii) Is delivered after December 31,
1977; or
(iv) Has undergone a major conversion for which:
(A) The contract is awarded after December 31, 1974;
(B) In the absence of a contract, conversion is begun after June 30, 1975; or
(C) Conversion is completed after December 31, 1977; and
(2) A foreign vessel or a U.S. vessel in
foreign trade that:
(i) Is constructed under a contract
awarded after December 31, 1975;
(ii) In the absence of a building contract, has the keel laid or is at a similar stage of construction after June 30,
1976;
(iii) Is delivered after December 31,
1979; or
(iv) Has undergone a major conversion for which:
(A) The contract is awarded after December 31, 1975;
(B) In the absence of a contract, conversion is begun after June 30, 1976; or
(C) Conversion is completed after December 31, 1979.
Non-petroleum oil means oil of any
kind that is not petroleum-based. It includes, but is not limited to, animal fat
and vegetable oil.
Oceangoing has the same meaning as
defined in § 151.05 of this chapter.
Officer in charge of a navigational
watch means any officer employed or
engaged to be responsible for navigating or maneuvering the vessel and
for maintaining a continuous vigilant
watch during his or her periods of duty
and following guidance set out by the
master, international or national regulations, and company policies.
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§ 157.04
33 CFR Ch. I (7–1–01 Edition)
Oil means oil of any kind or in any
form including, but not limited to, petroleum, fuel oil, sludge, oil refuse, and
oil mixed with wastes other than
dredged spoil. This includes liquid hydrocarbons as well as animal and vegetable oils.
Oil fuel means any oil used as fuel for
machinery in the vessel in which it is
carried.
Oil spill response vessel means a vessel
that is exclusively dedicated to operations to prevent or mitigate environmental damage due to an actual or impending accidental oil spill. This includes a vessel that performs routine
service as an escort for a tank vessel,
but excludes a vessel that engages in
any other commercial activity, such as
the carriage of any type of cargo.
Oil tanker means a vessel that is constructed or adapted primarily to carry
crude oil or products in bulk as cargo.
This includes a tank barge, a tankship,
and a combination carrier, as well as a
vessel that is constructed or adapted
primarily to carry noxious liquid substances in bulk as cargo and which also
carries crude oil or products in bulk as
cargo.
Oily mixture means a mixture with
any oil content.
Other non-petroleum oil means an oil
of any kind that is not petroleum oil,
an animal fat, or a vegetable oil.
Permeability of a space means the
ratio of the volume within a space that
is assumed to be occupied by water to
the total volume of that space.
Petroleum oil means petroleum in any
form including crude oil, fuel oil, mineral oil, sludge, oil refuse, and refined
products.
Primary towing vessel means any vessel engaged in towing astern, alongside, or pushing ahead and includes the
tug in an integrated tug barge. It does
not include fleeting or assist towing
vessels.
Product means any liquid hydrocarbon mixture in any form, except
crude oil, petrochemicals, and liquefied
gases.
Segregated ballast means the ballast
water introduced into a tank that is
completely separated from the cargo
oil and oil fuel system and that is permanently allocated to the carriage of
ballast.
Slop tank means a tank specifically
designated for the collection of cargo
drainings, washings, and other oil mixtures.
Tank means an enclosed space that is
formed by the permanent structure of a
vessel, and designed for the carriage of
liquid in bulk.
Tank barge means a tank vessel not
equipped with a means of self-propulsion.
Tank vessel means a vessel that is
constructed or adapted primarily to
carry, or that carries, oil or hazardous
material in bulk as cargo or cargo residue, and that—
(1) Is a vessel of the United States;
(2) Operates on the navigable waters
of the United States; or
(3) Transfers oil or hazardous material in a port or place subject to the jurisdiction of the United States. This
does not include an offshore supply vessel, or a fishing vessel or fish tender
vessel of not more than 750 gross tons
when engaged only in the fishing industry.
Tankship means a tank vessel propelled by mechanical power or sail.
Vegetable oil means a non-petroleum
oil or fat not specifically identified
elsewhere in this part that is derived
from plant seeds, nuts, kernels, or
fruits.
Wing tank means a tank that is located adjacent to the side shell plating.
[CGD 96–026, 61 FR 33666, June 28, 1996; 61 FR
36786, July 12, 1996, as amended by CGD 91–
045, 61 FR 39788, July 30, 1996]
§ 157.04 Authorization of classification
societies.
(a) The Coast Guard may authorize
any classification society (CS) to perform certain plan reviews, certifications, and inspections required by
this part on vessels classed by that CS,
except that only U.S. classification societies may be authorized to perform
those plan reviews, inspections, and
certifications for U.S. vessels.
(b) If a CS desires authorization to
perform the plan reviews, certifications, and inspections required under
this part, it must submit to the Commandant (G–MOC), U.S. Coast Guard,
Washington, DC 20593–0001, evidence
from the governments concerned showing that they have authorized the CS
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§ 157.06
to inspect and certify vessels on their
behalf under the MARPOL Protocol.
(c) The Coast Guard notifies the CS
in writing whether or not it is accepted
as an authorized CS. If authorization is
refused, reasons for the refusal are included.
(d) Acceptance as an authorized CS
terminates unless the following are
met:
(1) The authorized CS must have each
Coast Guard regulation that is applicable to foreign vessels on the navigable
waters of the United States.
(2) Each issue concerning equivalents
to the regulations in this part must be
referred to the Coast Guard for determination.
(3) Copies of any plans, calculations,
records of inspections, or other documents relating to any plan review, inspection, or certification performed to
meet this part must be made available
to the Coast Guard.
(4) Each document certified under
§§ 157.116(a)(2),
157.118(b)(1)(ii),
and
157.216(b)(1)(ii) must be marked with
the name or seal of the authorized CS.
(5) A copy of the final documentation
that is issued to each vessel that is certified under this part must be referred
to the Commandant (G–MOC), U.S.
Coast Guard, Washington, D.C. 20593–
0001.
(Reporting and recordkeeping requirements
approved by the Office of Management and
Budget under control number 2115–0520)
[CGD 82–28, 50 FR 11625, and 11630, Mar. 22,
1985, as amended by CGD 88–052, 53 FR 25122,
July 1, 1988; CGD 96–026, 61 FR 33668, June 28,
1996]
§ 157.05 Performing
this part.
calculations
for
In this part, unless the context requires otherwise:
(a) Formulas are in the International
System of Units (SI);
(b) Values used in those formulas
must be in the International System of
Units; and
(c) Forward and after perpendiculars
are located at the forward end and at
the after end of the length. The forward perpendicular coincides with the
foreside of the stem on the waterline
on which the length of the vessel is
measured.
§ 157.06 Appeals.
(a) Any person directly affected by an
action taken under this part may request reconsideration by the Coast
Guard official who is responsible for
that action.
(b) Any person not satisfied with a
ruling made under the procedure contained in paragraph (a) of this section
may appeal that ruling in writing, except as allowed under paragraph (e) of
this section, to the Coast Guard District Commander of the district in
which the action was taken. The appeal
may contain supporting documentation
and evidence that the appellant wishes
to have considered. If requested, the
District Commander may stay the effect of the action being appealed while
the ruling is being reviewed. The District Commander issues a ruling after
reviewing the appeal submitted under
this paragraph.
(c) Any person not satisfied with a
ruling made under the procedure contained in paragraph (b) of this section
may appeal that ruling in writing, except as allowed under paragraph (e) of
this section, to the Assistant Commandant for Marine Safety and Environmental Protection, U.S. Coast
Guard, Washington, DC 20593–0001. The
appeal may contain supporting documentation and evidence that the appellant wishes to have considered. If requested, the Assistant Commandant for
Marine Safety and Environmental Protection may stay the effect of the action being appealed while the ruling is
being reviewed. The Chief, Marine
Safety and Environmental Protection
issues a ruling after reviewing the appeal submitted under this paragraph.
(d) Any decision made by the Assistant Commandant for Marine Safety
and Environmental Protection under
the procedure contained in paragraph
(c) of this section is final agency action.
(e) If the delay in presenting a written appeal would have a significant adverse impact on the appellant, the appeal under paragraph (b) or (c) of this
section may initially be presented orally. If an initial presentation of the appeal is made orally, the appellant must
submit the appeal in writing within
five days of the oral presentation to
the Coast Guard official to whom the
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§ 157.07
33 CFR Ch. I (7–1–01 Edition)
oral presentation was made. The written appeal must contain, at a minimum the basis for the appeal and a
summary of the material presented
orally.
[CGD 77–058b, 45 FR 43706, June 30, 1980, as
amended by CGD 88–052, 53 FR 25122, July 1,
1988; CGD 96–026, 61 FR 33667, 33668, June 28,
1996; CGD 97–023, 62 FR 33364, June 19, 1997]
§ 157.07
Equivalents.
The Coast Guard may accept an
equivalent, in accordance with the procedure in 46 CFR 30.15–1, of a design or
an equipment to fulfill a requirement
in this Part, except an operational
method may not be substituted for a
design or equipment requirement that
is also required under the MARPOL
Protocol.
[CGD 82–28, 50 FR 11625, Mar. 22, 1985, as
amended by CGD 97–023, 62 FR 33364, June 19,
1997]
Subpart B—Design, Equipment,
and Installation
§ 157.08
Applicability of Subpart B.
NOTE: An ‘‘oil tanker’’ as defined in § 157.03
includes barges as well as self-propelled vessels.
(a) Sections 157.10d and 157.11(g)
apply to each vessel to which this part
applies.
(b) Sections 157.11 (a) through (f),
157.12, 157.15, 157.19(b)(3), 157.33, and
157.37 apply to each vessel to which
this part applies that carries 200 cubic
meters or more of crude oil or products
in bulk as cargo, as well as to each
oceangoing oil tanker to which this
part applies of 150 gross tons or more.
These sections do not apply to a foreign vessel which remains beyond the
navigable waters of the United States
and does not transfer oil cargo at a
port or place subject to the jurisdiction
of the United States.
(c) Section 157.21 applies to each oil
tanker to which this part applies of 150
gross tons or more that is oceangoing
or that operates on the Great Lakes.
This section does not apply to a foreign
vessel which remains beyond the navigable waters of the United States and
does not transfer oil cargo at a port or
place subject to the jurisdiction of the
United States.
(d) Sections in subpart B of 33 CFR
part 157 that are not specified in paragraphs (a) through (c) of this section
apply to each oceangoing oil tanker to
which this part applies of 150 gross tons
or more, unless otherwise indicated in
paragraphs (e) through (m) of this section. These sections do not apply to a
foreign vessel which remains beyond
the navigable waters of the United
States and does not transfer oil cargo
at a port or place subject to the jurisdiction of the United States.
(e) Sections 157.11 (a) through (f),
157.12, and 157.15 do not apply to a vessel, except an oil tanker, that carries
less than 1,000 cubic meters of crude oil
or products in bulk as cargo and which
retains oily mixtures on board and discharges them to a reception facility.
(f) Sections 157.11 (a) through (f),
157.12, 157.13, and 157.15 do not apply to
a tank vessel that carries only asphalt,
carbon black feedstock, or other products with similar physical properties,
such as specific gravity and cohesive
and adhesive characteristics, that inhibit effective product/water separation and monitoring.
(g) Sections 157.11 (a) through (f),
157.12, 157.13, 157.15, and 157.23 do not
apply to a tank barge that cannot ballast cargo tanks or wash cargo tanks
while underway.
(h) Sections 157.19 and 157.21 do not
apply to a tank barge that is certificated by the Coast Guard for limited
short protected coastwise routes if the
barge is otherwise constructed and certificated for service exclusively on inland routes.
(i) Section 157.09(d) does not apply to
any:
(1) U.S. vessel in domestic trade that
is constructed under a contract awarded before January 8, 1976;
(2) U.S. vessel in foreign trade that is
constructed under a contract awarded
before April 1, 1977; or
(3) Foreign vessel that is constructed
under a contract awarded before April
1, 1977.
(j) Sections 157.09 and 157.10a do not
apply to a new vessel that:
(1) Is constructed under a building
contract awarded after June 1, 1979;
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Coast Guard, DOT
§ 157.09
(2) In the absence of a building contract, has the keel laid or is at a similar stage of construction after January
1, 1980;
(3) Is delivered after June 1, 1982; or
(4) Has undergone a major conversion
for which:
(i) The contract is awarded after
June 1, 1979;
(ii) In the absence of a contract, conversion is begun after January 1, 1980;
or
(iii) Conversion is completed after
June 1, 1982.
(k) Sections 157.09(b)(3), 157.10(c)(3),
157.10a(d)(3), and 157.10b(b)(3) do not
apply to tank barges.
(l) Section 157.10b does not apply to
tank barges if they do not carry ballast
while they are engaged in trade involving the transfer of crude oil from an
offshore oil exploitation or production
facility on the Outer Continental Shelf
of the United States.
(m) Section 157.12 does not apply to a
U.S. vessel that:
(1) Is granted an exemption under
Subpart F of this part; or
(2) Is engaged solely in voyages that
are:
(i) Between ports or places within the
United States, its territories or possessions;
(ii) Of less than 72 hours in length;
and
(iii) At all times within 50 nautical
miles of the nearest land.
(n) Section 157.10d does not apply to:
(1) A vessel that operates exclusively
beyond the navigable waters of the
United States and the United States
Exclusive Economic Zone, as defined in
33 U.S.C. 2701(8);
(2) An oil spill response vessel;
(3) Before January 1, 2015—
(i) A vessel unloading oil in bulk as
cargo at a deepwater port licensed
under the Deepwater Port Act of 1974
(33 U.S.C. 1501 et seq.); or
(ii) A delivering vessel that is offloading oil in bulk as cargo in
lightering activities—
(A) Within a lightering zone established under 46 U.S.C. 3715(b)(5); and
(B) More than 60 miles from the territorial sea base line, as defined in 33
CFR 2.05–10.
(4) A vessel documented under 46
U.S.C., Chapter 121, that was equipped
with a double hull before August 12,
1992;
(5) A barge of less than 1,500 gross
tons as measured under 46 U.S.C.,
Chapter 145, carrying refined petroleum
in bulk as cargo in or adjacent to waters of the Bering Sea, Chukchi Sea,
and Arctic Ocean and waters tributary
thereto and in the waters of the Aleutian Islands and the Alaskan Peninsula
west of 155 degrees west longitude; or
(6) A vessel in the National Defense
Reserve Fleet pursuant to 50 App.
U.S.C. 1744.
[CGD 75–240, 41 FR 54179, Dec. 13, 1976, as
amended by CGD 77–058b, 45 FR 43707, June
30, 1980; CGD 79–152, 45 FR 82249, Dec. 15, 1980;
CGD 76–088b, 48 FR 45720, Oct. 6, 1983; CGD 90–
051, 57 FR 36239, Aug. 12, 1992; 57 FR 40494,
Sept. 3, 1992; CGD 97–023, 62 FR 33364, June 19,
1997]
§ 157.09
Segregated ballast.
(a) A new vessel of 70,000 tons DWT or
more must have segregated ballast
tanks that have a total capacity to
allow the vessel to meet the draft and
trim requirements in paragraph (b) of
this section without recourse to the
use of oil tanks for water ballast.
(b) In any ballast condition during
any part of a voyage, including that of
lightweight with only segregated ballast, the vessel’s drafts and trim must
have the capability of meeting each of
the following requirements:
(1) The molded draft amidship (dm)
in meters without taking into account
vessel deformation must not be less
than dm in the following mathematical
relationship:
dm=2.0+0.02L
(2) The drafts at the forward and
after perpendiculars must correspond
to those determined by the draft
amidship as specified in paragraph
(b)(1) of this section, in association
with the trim by the stern of no more
than 0.015L.
(3) The minimum allowable draft at
the after perpendicular is that which is
necessary to obtain full immersion of
the propeller.
(c) The vessel may be designed to
carry ballast water in cargo tanks during the condition described in § 157.35.
(d) Segregated ballast spaces, voids,
and other noncargo-carrying spaces for
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§ 157.10
33 CFR Ch. I (7–1–01 Edition)
a vessel of conventional form must be
distributed:
(1) So that the mathematical average
of the hypothetical collision (Oc) and
the hypothetical stranding (Os) outflows as determined by the application
of the procedures in § 157.19 and Appendix B is 80 percent or less of the maximum allowable outflow (OA) as determined by § 157.19(b)(1); and
(2) To protect at least 45 percent of
the sum of the side and bottom shell
areas, based upon projected molded dimensions, within the cargo tank
length. When the vessel design configuration does not provide for the spaces
to be distributed to protect at least 45
percent of the side and bottom shell
areas, the spaces must be distributed
so that the mathematical average of
the hypothetical collision (Oc) and the
hypothetical stranding (Os) outflows,
determined by application of the procedures in § 157.19 and Appendix B, is a
further 2 percent less than the maximum allowable outflow (Oa) for each 1
percent by which the shell area protection coverage required is not achieved.
(e) A ballast space, void or other noncargo-carrying space used to meet requirements in paragraph (d) of this section must separate the cargo tank
boundaries from the shell plating of
the vessel by at least 2 meters.
(f) A vessel of conventional form for
application of this section has:
(1) A block coefficient of .80 or greater,
(2) A length to depth ratio between 12
and 16, and
(3) A breadth to depth ratio between
1.5 and 3.5.
(g) Segregated ballast spaces, voids,
and other noncargo-carrying spaces for
a vessel not of conventional form must
be distributed in a configuration acceptable to the Coast Guard.
[CGD 74–32, 40 FR 48283, Oct. 14, 1975, as
amended by CGD 74–32, 40 FR 49328, Oct. 22,
1975; CGD 75–201, 41 FR 1482, Jan. 8, 1976]
§ 157.10 Segregated ballast tanks and
crude oil washing systems for certain new vessels.
(a) This section applies to a new vessel that:
(1) Is constructed under a building
contract awarded after June 1, 1979;
(2) In the absence of a building contract, has the keel laid or is at a similar stage of construction after January
1, 1980;
(3) Is delivered after June 1, 1982; or
(4) Has undergone a major conversion
for which:
(i) The contract is awarded after
June 1, 1979;
(ii) In the absence of a contract, conversion is begun after January 1, 1980;
or
(iii) Conversion is completed after
June 1, 1982.
(b) Each tank vessel under this section of 20,000 DWT or more that carries
crude oil and of 30,000 DWT or more
that carries products must have segregated ballast tanks that have a total
capacity to allow the vessel to meet
the draft and trim requirements in
paragraph (c) of this section without
recourse to the use of cargo tanks for
water ballast.
(c) In any ballast condition during
any part of a voyage, including that of
lightweight with only segregated ballast, each tank vessel under paragraph
(b) of this section must have the capability of meeting each of the following:
(1) The molded draft amidship (dm)
in meters, without taking into account
vessel deformation, must not be less
than dm in the following mathematical
relationship:
dm = 2.0 + 0.02L
(2) The drafts at the forward and
after perpendiculars must correspond
to those determined by the draft
amidship under paragraph (c)(1) of this
section, in association with a trim by
the stern of no more than 0.015L.
(3) The minimum draft at the after
perpendicular is that which is necessary to obtain full immersion of the
propeller.
(d) Segregated ballast tanks required
in paragraph (b) of this section, voids,
and other spaces that do not carry
cargo must be distributed:
(1) For a vessel to which § 157.10d applies, in accordance with § 157.10d(c)(4);
or,
(2) For a vessel to which § 157.10d does
not apply, in accordance with the procedure contained in appendix C to this
part.
(e) Each tank vessel under this section of 20,000 DWT or more that carries
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§ 157.10b
crude oil must have a crude oil washing
system that meets the design, equipment, and installation requirements in
Subpart D of this part.
(f) Each tank vessel under this section may be designed to carry ballast
water in cargo tanks as allowed under
§ 157.35.
[CGD 77–058b, 45 FR 43707, June 30, 1980, as
amended by CGD 90–051, 57 FR 36239, Aug. 12,
1992]
§ 157.10a Segregated
ballast
tanks,
crude oil washing systems, and
dedicated clean ballast tanks for
certain new and existing vessels of
40,000 DWT or more.
(a) An existing vessel of 40,000 DWT
or more that carries crude oil and a
new vessel of 40,000 DWT or more but
less than 70,000 DWT that carries crude
oil must have:
(1) Segregated ballast tanks with a
total capacity to meet the draft and
trim requirements in paragraph (d) of
this section; or
(2) A crude oil washing system that
meets the design, equipment, and installation requirements of Subpart D of
this part.
(b) [Reserved]
(c) An existing vessel of 40,000 DWT
or more that carries products and a
new vessel of 40,000 DWT or more but
less than 70,000 DWT that carries products must have:
(1) Segregated ballast tanks with a
total capacity to meet the draft and
trim requirements in paragraph (d) of
this section; or
(2) Dedicated clean ballast tanks that
have a total capacity to meet the draft
and trim requirements in paragraph (d)
of this section and that meet the design and equipment requirements
under Subpart E of this part.
(d) In any ballast condition during
any part of a voyage, including that of
lightweight with either segregated ballast in segregated ballast tanks or
clean ballast in dedicated clean ballast
tanks, each tank vessel under paragraph (a)(1), or (c) of this section must
have the capability of meeting each of
the following without recourse to the
use of cargo tanks for water ballast:
(1) The molded draft amidship (dm)
in meters, without taking into account
vessel deformation, must not be less
than dm in the following mathematical
relationship:
dm=2.0+0.02L
(2) The drafts at the forward and
after perpendiculars must correspond
to those determined by the draft
amidship under paragraph (d)(1) of this
section, in association with a trim by
the stern of no more than 0.015L.
(3) The minimum draft at the after
perpendicular is that which is necessary to obtain full immersion of the
propeller.
(e) Each tank vessel that meets paragraph (a)(1), or (c) of this section may
be designed to carry ballast water in
cargo tanks as allowed under § 157.35.
NOTE: Segregated ballast tanks located in
wing tanks provide protection against oil
outflow in the event of a collision, ramming,
or grounding.
[CGD 77–058b, 45 FR 43707, June 30, 1980, as
amended by CGD 82–28, 50 FR 11626, Mar. 22,
1985; USCG–1998–3799, 63 FR 35531, June 30,
1998]
§ 157.10b Segregated
ballast
tanks,
dedicated clean ballast tanks, and
special ballast arrangements for
tank vessels transporting Outer
Continental Shelf oil.
(a) Each tank vessel that is engaged
in the transfer of crude oil from an offshore oil exploitation or production facility on the Outer Continental Shelf of
the United States on or after June 1,
1980 must, if segregated ballast tanks
or dedicated clean ballast tanks are
not required under § 157.09, § 157.10 or
§ 157.10a, have one of the following:
(1) Segregated ballast tanks with a
total capacity to meet the draft and
trim requirements in paragraph (b) of
this section.
(2) Dedicated clean ballast tanks having a total capacity to meet the draft
and trim requirements in paragraph (b)
of this section and meeting the design
and equipment requirements under
Subpart E of this part.
(3) Special ballast arrangements acceptable to the Coast Guard.
(b) In any ballast condition during
any part of a voyage, including that of
lightweight with either segregated ballast in segregated ballast tanks or
clean ballast in dedicated clean ballast
tanks, each vessel under paragraph
(a)(1) or (a)(2) of this section must have
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§ 157.10c
33 CFR Ch. I (7–1–01 Edition)
the capability of meeting each of the
following:
(1) The molded draft amidship (dm),
in meters, without taking into account
vessel deformation, must not be less
than ‘‘dm’’ in the following mathematical relationship:
dm=2.00+0.020L for vessels of 150 meters or
more in length
dm=1.25+0.025L for vessels less than 150 meters in length
(2) The drafts, in meters, at the forward and after perpendiculars must
correspond to those determined by the
draft amidship under paragraph (b)(1)
of this section, in association with a
trim, in meters, by the stern (t) of no
more than ‘‘t’’ in the following mathematical relationship:
t=0.015L for vessels of 150 meters or
more in length
t=1.5+0.005L for vessels less than 150
meters in length
(3) The minimum draft at the after
perpendicular is that which is necessary to obtain full immersion of the
propeller.
(c) Special ballast arrangements are
accepted under the procedures in paragraph (d) of this section if:
(1) The vessel is dedicated to one specific route;
(2) Each offshore transfer facility on
the route is less than 50 miles from
shore;
(3) The duration of the ballast voyage
is less than 10 hours;
(4) They prevent the mixing of ballast water and oil; and
(5) They provide suitable draft and
trim to allow for the safe navigation of
the vessel on the intended route.
(d) The owner or operator of a vessel
that meets paragraph (c) of this section
must apply for acceptance of the special ballast arrangement, in writing, to
the Officer in Charge, Marine Inspection, of the zone in which the vessel operates. The application must contain:
(1) The specific route on which the
vessel would operate;
(2) The type of ballast to be carried;
(3) The location of the ballast on the
vessel;
(4) Calculations of draft and trim for
maximum ballast conditions; and
(5) The associated operating requirements or limitations necessary to ensure safe navigation of the vessel.
NOTE: Operating requirements or limitations necessary to ensure safe navigation of
the vessel could include (but are not limited
to) weather conditions under which the vessel would not operate and weather conditions
under which cargo would be carried in certain cargo tanks on the ballast voyage.
(e) The Coast Guard will inform each
applicant for special ballast arrangements under paragraph (d) of this section whether or not the arrangements
are accepted. If they are not accepted,
the reasons why they are not accepted
will be stated.
(f) Each tank vessel under this section may be designed to carry ballast
water in cargo tanks, as allowed under
§ 157.35.
[CGD 79–152, 45 FR 82249, Dec. 15, 1980]
§ 157.10c Segregated
ballast
tanks,
crude oil washing systems, and
dedicated clean ballast tanks for
certain new and existing tankships
of 20,000 to 40,000 DWT.
(a) This section applies to each tankship of 20,000 DWT or more, but less
then 40,000 DWT, except each one
that—
(1) Is constructed under a building
contract awarded after June 1, 1979;
(2) In the absence of a building contract, has the keel laid or is at a similar stage of construction after January
1, 1980;
(3) Is delivered after June 1, 1982; or
(4) Has undergone a major conversion, for which—
(i) The contract is awarded after
June 1, 1979; or
(ii) Conversion is completed after
June 1, 1982.
(b) On January 1, 1986, or 15 years
after the date it was delivered to the
original owner or 15 years after the
completion of a major conversion,
whichever is later, a vessel under this
section that carries crude oil must
have—
(1) Segregated ballast tanks that
have a total capacity to allow the vessel to meet the draft and trim requirements in § 157.09(b); or
(2) A crude oil washing system that
meets the design, equipment, and installation requirements of §§157.122
through 157.138.
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§ 157.10d
(c) On January 1, 1986, or 15 years
after the date it was delivered to the
original owner or 15 years after the
completion of a major conversion,
whichever is later, a vessel under this
section that carries product must
have—
(1) Segregated ballast tanks that
have total capacity to allow the vessel
to meet the draft and trim requirements in § 157.09(b); or
(2) Dedicated clean ballast tanks that
meet the design and equipment requirements under §§ 157.220, 157.222, and
157.224 and have total capacity to allow
the vessel to meet the draft and trim
requirements in § 157.09(b).
(d) If the arrangement of tanks on a
vessel under this section is such that,
when using the tankage necessary to
comply with the draft and trim requirements in §157.09(b), the draft
amidships exceeds the minimum required draft by more the 10 percent, or
the arrangement results in the propeller being fully immersed by more
than 10 percent of its diameter, alternative arrangements may be accepted
provided—
(1) At least 80 percent of the propeller
diameter is immersed; and
(2) The moulded draft amidships is at
least 80 percent of that required under
§ 157.09(b)(1).
[CGD 82–28, 50 FR 11626, Mar. 22, 1985; 50 FR
12800, Apr. 1, 1985]
§ 157.10d Double hulls on tank vessels.
(a) With the exceptions stated in
§ 157.08(n), this section applies to a
tank vessel—
(1) For which the building contract is
awarded after June 30, 1990;
(2) That is delivered after December
31, 1993;
(3) That undergoes a major conversion for which;
(i) The contract is awarded after
June 30, 1990; or
(ii) Conversion is completed after December 31, 1993; or
(4) That is otherwise required to have
a double hull by 46 U.S.C. 3703a(c).
NOTE: The double hull compliance dates of
46 U.S.C. 3703a(c) are set out in appendix G to
this part. To determine a tank vessel’s double hull compliance date under OPA 90, use
the vessel’s hull configuration (i.e., single
hull; single hull with double sides; or single
hull with double bottom) on August 18, 1990.
(b) Each vessel to which this section
applies must be fitted with:
(1) A double hull in accordance with
this section; and
(2) If § 157.10 applies, segregated ballast tanks and a crude oil washing system in accordance with that section.
(c) Except on a vessel to which
§ 157.10d(d) applies, tanks within the
cargo tank length that carry any oil
must be protected by double sides and
a double bottom as follows:
(1) Double sides must extend for the
full depth of the vessel’s side or from
the uppermost deck, disregarding a
rounded gunwale where fitted, to the
top of the double bottom. At any cross
section, the molded width of the double
side, measured at right angles to the
side shell plating, from the side of
tanks containing oil to the side shell
plating, must not be less than the distance w as shown in Figure 157.10d(c)
and specified as follows:
(i) For a vessel of 5,000 DWT and
above: w=[0.5+(DWT/20,000)] meters; or,
w=2.0 meters (79 in.), whichever is less,
but in no case less than 1.0 meter (39
in.).
(ii) For a vessel of less than 5,000
DWT: w=[0.4+(2.4)(DWT/20,000)] meters,
but in no case less than 0.76 meter (30
in.).
(iii) For a vessel to which paragraph
(a)(4) of this section applies: w=0.76
meter (30 in.), provided that the double
side was fitted under a construction or
conversion contract awarded prior to
June 30, 1990.
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§ 157.10d
33 CFR Ch. I (7–1–01 Edition)
(2) At any cross section, the molded
depth of the double bottom, measured
at right angles to the bottom shell
plating, from the bottom of tanks con-
taining oil to the bottom shell plating,
must not be less than the distance h as
shown in Figure 157.10d(c) and specified
as follows:
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§ 157.10d
(i) For a vessel of 5,000 DWT and
above: h=B/15; or, h=2.0 meters (79 in.),
whichever is less, but in no case less
than 1.0 meter (39 in.).
(ii) For a vessel of less than 5,000
DWT: h=B/15, but in no case less than
0.76 meter (30 in.).
(iii) For a vessel to which paragraph
(a)(4) of this section applies: h=B/15; or,
h=2.0 meters (79 in.), whichever is the
lesser, but in no case less than 0.76
meter (30 in.), provided that the double
bottom was fitted under a construction
or conversion contract awarded prior
to June 30, 1990.
(3) For a vessel built under a contract
awarded after September 11, 1992, within the turn of the bilge or at cross sections where the turn of the bilge is not
clearly defined, tanks containing oil
must be located inboard of the outer
shell—
(i) For a vessel of 5,000 DWT and
above: At levels up to 1.5h above the
base line, not less than the distance h,
as shown in Figure 157.10d(c) and specified in paragraph (c)(2) of this section.
At levels greater than 1.5h above the
base line, not less than the distance w,
as shown in Figure 157.10d(c) and specified in paragraph (c)(1) of this section.
(ii) For a vessel of less than 5,000
DWT: Not less than the distance h
above the line of the mid-ship flat bottom, as shown in Figure 157.10d(c)(3)(ii)
and specified in paragraph (c)(2) of this
section. At levels greater than h above
the line of the mid-ship flat bottom,
not less than the distance w, as shown
in Figure 157.10d(c)(3)(ii) and specified
in paragraph (c)(1) of this section.
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§ 157.10d
33 CFR Ch. I (7–1–01 Edition)
(4) For a vessel to which § 157.10(b) applies that is built under a contract
awarded after September 11, 1992.
(i) The aggregate volume of the double sides, double bottom, forepeak
tanks, and afterpeak tanks must not be
less than the capacity of segregated
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§ 157.11
ballast tanks required under § 157.10(b).
Segregated ballast tanks that may be
provided in addition to those required
under § 157.10(b) may be located anywhere within the vessel.
(ii) Double side and double bottom
tanks used to meet the requirements of
§ 157.10(b) must be located as uniformly
as practicable along the cargo tank
length. Large inboard extensions of individual double side and double bottom
tanks, which result in a reduction of
overall side or bottom protection, must
be avoided.
(d) A vessel of less than 10,000 DWT
that is constructed and certificated for
service exclusively on inland or limited
short protected coastwise routes must
be fitted with double sides and a double
bottom as follows:
(1) A minimum of 61 cm. (2 ft.) from
the inboard side of the side shell plate,
extending the full depth of the side or
from the main deck to the top of the
double bottom, measured at right angles to the side shell; and
(2) A minimum of 61 cm. (2 ft.) from
the top of the bottom shell plating,
along the full breadth of the vessel’s
bottom, measured at right angles to
the bottom shell.
(3) For a vessel to which paragraph
(a)(4) of this section applies, the width
of the double sides and the depth of the
double bottom may be 38 cm. (15 in.), in
lieu of the dimensions specified in
paragraphs (d)(1) and (d)(2) of this section, provided that the double side and
double bottom tanks were fitted under
a construction or conversion contract
awarded prior to June 30, 1990.
(4) For a vessel built under a contract
awarded after September 11, 1992, a
minimum 46 cm. (18 in.) clearance for
passage between framing must be
maintained throughout the double
sides and double bottom.
(e) Except as provided in paragraph
(e)(3) of this section, a vessel must not
carry any oil in any tank extending
forward of:
(1) The collision bulkhead; or
(2) In the absence of a collision bulkhead, the transverse plane perpendicular to the centerline through a
point located:
(i) The lesser of 10 meters (32.8 ft.) or
5 percent of the vessel length, but in no
case less than 1 meter (39 in.), aft of
the forward perpendicular;
(ii) On a vessel of less than 10,000
DWT tons that is constructed and certificated for service exclusively on inland or limited short protected coastwise routes, the lesser of 7.62 meters (25
ft.) or 5 percent of the vessel length,
but in no case less than 61 cm. (2 ft.),
aft of the headlog or stem at the
freeboard deck; or
(iii) On each vessel which operates
exclusively as a box or trail barge, 61
cm. (2 ft.) aft of the headlog.
(3) This paragraph does not apply to
independent fuel oil tanks that must be
located on or above the main deck
within the areas described in paragraphs (e)(1) and (e)(2) of this section to
serve adjacent deck equipment that
cannot be located further aft. Such
tanks must be as small and as far aft
as is practicable.
(f) On each vessel, the cargo tank
length must not extend aft to any
point closer to the stern than the distance equal to the required width of
the double side, as prescribed in
§ 157.10d(c)(1) or § 157.10d(d)(1).
[CGD 90–051, 57 FR 36239, Aug. 12, 1992, as
amended by USCG–1999–6164, 65 FR 39262,
June 23, 2000]
§ 157.11 Pumping, piping
charge arrangements.
and
dis-
(a) Each tank vessel must have a
fixed piping system for transferring
cargo residues and other oily mixtures
from cargo tanks to slop tanks and for
discharging oily mixtures to the sea
and to reception facilities. On a vessel
that has two or more independent piping arrangements, the arrangements
collectively form the fixed piping system required by this paragraph.
(b) Each fixed piping system required
by paragraph (a) of this section must
have:
(1) At least two manifolds on the
weather deck for transferring oily mixtures to reception facilities, one of
which is on the port side of the vessel
and one of which is on the starboard
side; and
(2) Except as provided in paragraph
(c) of this section, at least one discharge point that:
(i) Is used for discharges to the sea;
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§ 157.12
33 CFR Ch. I (7–1–01 Edition)
(ii) Is on a port or starboard weather
deck or on the vessel’s side above the
waterline of its deepest ballast condition; and
(iii) Has an automatic stop valve that
is actuated by a cargo monitor signal,
except that manual valves may be provided on new vessels of less than 4,000
tons deadweight and on existing vessels.
(c) An above waterline discharge
point is not required on an existing
vessel if its fixed piping system meets
Paragraphs 3 and 4 of Appendix E of
this part.
(d) Each tank vessel under § 157.09,
§ 157.10a, or § 157.10b that carries crude
oil must have:
(1) Equipment that drains each cargo
pump and oil piping line of oil residue;
(2) Oil piping lines for the draining of
oil residue from cargo pumps and other
oil piping lines to a cargo tank or a
slop tank; and
(3) An oil piping line that meets paragraph (f) of this section and is connected to the cargo discharge piping on
the outboard side of the manifold
valves for the draining of oil residue
from cargo pumps and other oil piping
lines to a receptacle on the shore.
(e) Each tank vessel under § 157.10
must have:
(1) Oil piping lines that are designed
and installed to minimize oil retention
in those lines;
(2) Equipment that drains each cargo
pump and oil piping line of oil residue;
(3) Oil piping lines for the draining of
oil residue from cargo pumps and other
oil piping lines to a cargo tank or slop
tank; and
(4) An oil piping line that meets paragraph (f) of this section and is connected to the cargo discharge piping on
the outboard side of the manifold
valves for the draining of oil residue
from cargo pumps and other oil piping
lines to a receptacle on the shore.
(f) Each oil piping line under paragraph (d)(3) or (e)(4) of this section
must have a cross-sectional area of 10
percent or less of the cross-sectional
area of the main cargo discharge piping
line, except if the oil piping line under
paragraph (d)(3) of this section is installed before January 1, 1980, that piping line may have a cross-sectional
area of 25 percent or less of the cross-
sectional area of the main cargo discharge piping line.
(g) Each tank vessel to which § 157.10d
applies that is built under a contract
awarded after September 11, 1992 must
be arranged so that:
(1) Except for short lengths of completely welded (or equivalent) piping,
(i) Ballast piping and other piping to
ballast tanks, such as sounding and
vent piping, do not pass through cargo
tanks, and
(ii) Cargo piping and other piping to
cargo tanks do not pass through ballast tanks;
(2) Suction wells in cargo tanks that
protrude into the double bottom are as
small as practicable and extend no
closer to the bottom shell plating than
0.5h, as specified in § 157.10d(c)(2) or
§ 157.10d(d)(2), as applicable; and
(3) On a vessel that is constructed
and certificated for service exclusively
on inland, Great Lakes, or limited
short protected coastwise routes, any
oil piping that is located within double
hull spaces must be placed as far from
the outer shell as is practicable and
must be fitted with valves at the point
of connection to the tank served, to
prevent oil outflow in the event of
damage to the piping. Such valves
must be closed whenever the vessel is
underway with any oil in tanks served
by the associated piping, except as necessary during transfer operations.
NOTE: Piping location requirements for an
oceangoing vessel are in § 157.19(d). Related
operating requirements are in § 157.45.
[CGD 74–32, 40 FR 48283, Oct. 14, 1975, as
amended by CGD 80–78, 45 FR 43704, June 30,
1980; CGD 77–058b, 45 FR 43708, June 30, 1980;
CGD 79–152, 45 FR 82250, Dec. 15, 1980; CGD 76–
088b, 48 FR 45720, Oct. 6, 1983; CGD 90–051, 57
FR 36244, Aug. 12, 1992]
§ 157.12 Cargo monitor and control
system.
(a) Each vessel must have, for each
type of cargo oil that it carries, at
least one cargo monitor that is designed for use with that oil.
(b) Each monitor installed on a U.S.
vessel must be approved under 46 CFR
162.050. Each monitor installed on a
foreign vessel must be approved:
(1) Under 46 CFR 162.050; or
(2) As meeting IMO Resolution
A.393(X) by a country that has ratified
the MARPOL Protocol.
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§ 157.19
(c) Each monitor must be installed in
accordance with Paragraphs 4, 5, and 6
of Appendix F to this part and be fitted
with the control system prescribed by
paragraphs 6.1.4.2 through 6.1.4.5.5 of
that appendix.
[CGD 76–088b, 48 FR 45720, Oct. 6, 1983, as
amended by USCG–1998–3799, 63 FR 35531,
June 30, 1998]
§ 157.13 Designated observation area.
Each new vessel must have a designated observation area on the weather deck or above that is:
(a) Located where the effluent from
each discharge point and manifold described in §157.11 can be visually observed; and
(b) Equipped with:
(1) A means to directly stop the discharge of effluent into the sea; or
(2) A positive communication system,
such as a telephone or a radio, between
the observation area and the discharge
control position.
[CGD 74–32, 40 FR 48283, Oct. 14, 1975, as
amended by CGD 76–088b, 48 FR 45720, Oct. 6,
1983]
§ 157.15 Slop tanks in tank vessels.
(a) Number. A tank vessel must have
the following number of slop tanks
that comply with the requirements of
this section:
(1) A new vessel of less than 70,000
tons DWT and an existing vessel must
have at least one slop tank.
(2) A new vessel of 70,000 tons DWT or
more must have at least two slop
tanks.
(b) Capacity. Slop tanks must have
the total capacity to retain slops from
tank washings, oil residues, and dirty
ballast residues of three percent or
more of the oil carrying capacity, except two percent capacity is allowed if
there are:
(1) Segregated ballast tanks that
meet the requirements in § 157.09,
§ 157.10, § 157.10a, or § 157.10b; or
(2) No eductors arrangements that
use water in addition to the washing
water.
(c) Design. A slop tank required in
this section:
(1) Must minimize turbulence, entrainment of oil, and the creation of an
emulsion by the use of separate inlet
and outlet connections; and
(2) May carry bulk oil when not being
used as a slop tank.
[CGD 74–32, 40 FR 48283, Oct. 14, 1975]
EDITORIAL NOTE: For FEDERAL REGISTER citations affecting § 157.15, see the List of CFR
Sections Affected, which appears in the
Finding Aids section of the printed volume
and on GPO Access.
§ 157.17 Oily residue tank.
(a) A tank vessel of 400 gross tons or
more must have a tank that receives
and holds oily residue resulting from
purification of fuel and lubricating oil
and from oil leakages in machinery
spaces.
(b) Each oily residue tank required in
paragraph (a) of this section must have
an adequate capacity that is determined by the:
(1) Type of machinery installed on
the vessel; and
(2) Maximum fuel oil capacity.
(c) Each oily residue tank on a new
vessel must be designed to facilitate:
(1) Cleaning; and
(2) Discharging to a reception facility.
[CGD 74–32, 40 FR 48283, Oct. 14, 1975, as
amended by CGD 80–78, 45 FR 43704, June 30,
1980]
§ 157.19 Cargo tank arrangement and
size.
(a) This section applies to:
(1) A U.S. or foreign vessel that is delivered after January 1, 1977;
(2) A U.S. vessel that is delivered before January 1, 1977, for which the
building contract is awarded after January 1, 1972, or, if there is no building
contract, the keel is laid or the vessel
is at a similar stage of construction
after June 30, 1972; and
(3) A foreign vessel that is delivered
before January 1, 1977, for which the
building contract is awarded after January 1, 1974, or, if there is no building
contract, the keel is laid or the vessel
is at a similar stage of construction
after June 30, 1974.
(b) As determined in accordance with
the procedures contained in Appendix
A of this part, each cargo tank must be
of such size and arrangement that:
(1) The hypothetical outflow for side
damage (Oc) or for bottom damage (Os)
anywhere within the length of the vessel must not exceed OA (30,000 cubic
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§ 157.21
33 CFR Ch. I (7–1–01 Edition)
meters or (400)×(3√ DWT) whichever is
greater, limited to a maximum of 40,000
cubic meters);
(2) The volume of each wing tank and
center tank is less than the allowable
volume of a wing tank (VOLW) and the
allowable volume of a center tank
(VOLC) respectively; and
(3) The length of a tank is less than
the allowable length of a tank (la).
(c) If a cargo transfer system interconnects two or more cargo tanks, the
system must have valves to segregate
the tanks from each other.
(d) If a line of piping that runs
through a cargo tank in a position less
than tc from the vessel’s side or less
than vs from the vessel’s bottom as defined in Appendix A of this part, has a
branch, that branch must have a stop
valve:
(1) Within each cargo tank into
which the branch opens; or
(2) Outside each tank into which the
branch opens in a location that is immediately adjacent to the point at
which the branch enters the tank.
(e) If piping that serves suction wells
is installed within a double bottom,
that piping must be:
(1) Fitted with valves located at the
point of connection to the tank served
to prevent oil outflow in the event of
damage to the piping; and
(2) Designed to be installed as high
from the bottom shell as possible.
[CGD 74–32, 40 FR 48283, Oct. 14, 1975, as
amended by CGD 75–240, 41 FR 54180, Dec. 13,
1976; CGD 76–088b, 48 FR 45720, Oct. 6, 1983;
USCG–2000–7223, 65 FR 40058, June 29, 2000]
§ 157.21
Subdivision and stability.
A new vessel that is a U.S. vessel
must meet the following subdivision
and damage stability criteria after assuming side and bottom damages, as
defined in Appendix B of this Part. A
U.S. vessel that meets the requirements in this section is considered by
the Coast Guard as meeting 46 CFR
42.20–5.
(a) The final waterline, taking into
account sinkage, heel, and trim, must
be below the lower edge of an opening
through which progressive flooding
may take place, such as an air pipe, or
any opening that is closed by means of
a weathertight door or hatch cover.
This opening does not include an opening closed by a:
(1) Watertight manhole cover;
(2) Flush scuttle;
(3) Small watertight cargo tank
hatch cover that maintains the high
integrity of the deck;
(4) Remotely operated watertight
sliding door; or
(5) Side scuttle of the non-opening
type.
(b) In the final stage of flooding, the
angle of heel due to unsymmetrical
flooding must not exceed 25 degrees,
except that this angle may be increased to 30 degrees if no deck edge
immersion occurs.
(c) For acceptable stability in the
final stage of flooding, the righting
lever curve must have a range of at
least 20 degrees beyond the position of
equilibrium in association with a maximum residual righting lever of at least
0.1 meter. For the calculations required
in this section, weathertight openings
or openings fitted with automatic closures (e.g., a vent fitted with a ball
check valve), need not be considered as
points of downflooding within the
range of residual stability, but other
openings must be accounted for in the
calculation.
[CGD 74–32, 40 FR 48283, Oct. 14, 1975, as
amended by CGD 75–240, 41 FR 54180, Dec. 13,
1976]
§ 157.23 Cargo and ballast system information.
(a) Each tank vessel to which this
part applies must have an instruction
manual that describes the automatic
and manual operation of the cargo and
ballast system in the vessel.
(b) The format and information contained in the instruction manual required in paragraph (a) of this section
must be similar to the manual entitled
‘‘Clean Seas Guide for Oil Tankers’’
which can be obtained from the International Chamber of Shipping, 30–32 St.
Mary Axe, London, England, EC3A 8ET.
§ 157.24 Submission of calculations,
plans, and specifications.
The owner, builder or designer of a
new vessel to which this part applies
shall submit the documentation specified in this section to the Coast Guard
before that vessel enters the navigable
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§ 157.24a
waters of the United States. The
owner, builder, or designer of a vessel
that must comply with § 157.10d shall
submit the documentation specified in
this section to the Coast Guard before
that vessel enters the navigable waters
of the United States or the U.S. Exclusive Economic Zone.
(a) Calculations to substantiate compliance with the tank arrangement and
size requirements under § 157.19, or a
letter from the government of the vessel’s flag state that certifies compliance with:
(1) Section 157.19; or
(2) Regulations 24 of Annex I of the
International Convention for the Prevention of Pollution from Ships, 1973.
(b) Except for a new vessel that is a
foreign vessel, calculations to substantiate compliance with subdivisions and
damage stability requirements under
§ 157.21.
(c) Plans and calculations to substantiate compliance with the applicable
segregated ballast and double hull requirements in §§ 157.09, 157.10, 157.10a,
157.10b, or 157.10d, or certification from
the government of the vessel’s flag
state that the vessel complies with the
segregated ballast and double hull requirements in:
(1) Sections 157.09, 157.10, 157.10a,
157.10b, or 157.10d, as applicable; or
(2) For a vessel to which § 157.10d does
not apply, Regulations 13 and 13E of
the MARPOL Protocol.
(d) Plans and specifications for the
vessel that include:
(1) Design characteristics;
(2) A lines plan;
(3) Curves of form (hydrostatic
curves) or hydrostatic tables;
(4) A general arrangement plan of
each deck and level;
(5) Inboard and outboard profile plans
showing oiltight and watertight bulkheads;
(6) A midship section plan;
(7) A capacity plan showing the capacity and the vertical and longitudinal centers of gravity of each cargo
space, tank, and similar space;
(8) Tank sounding tables or tank capacity tables;
(9) Draft mark locations;
(10) Detailed plans of watertight
doors; and
(11) Detailed plans of vents.
[CGD 75–240, 41 FR 54180, Dec. 13, 1976, as
amended by CGD 77–058b, 45 FR 43708, June
30, 1980; CGD 79–152, 45 FR 82250, Dec. 15, 1980;
CGD 90–051, 57 FR 36244, Aug. 12, 1992]
§ 157.24a Submission of calculations,
plans, and specifications for existing vessels installing segregated
ballast tanks.
(a) Before modifications are made to
a
U.S.
tank
vessel
to
meet
§ 157.10a(a)(1),
§ 157.10a(c)(1),
§ 157.10c(b)(1), or § 157.10c(c)(1), the vessel’s owner or operator must submit
the following to the Officer in Charge,
Marine Inspection, of the zone where
the modification will be made or to the
appropriate Coast Guard technical office listed in 157.100(b):
(1) A drawing or diagram of the
pumping and piping system for the segregated ballast tanks.
(2) A drawing of the segregated ballast tank arrangement.
(3) Documentation, calculations, or
revised stability information to show
that the vessel, with the addition of
the segregated ballast tanks, meets the
stability standards for load line assignment in 46 CFR Part 42.
(4) Documentation, calculations, or a
revised loading manual to show that
the vessel, with the addition of the segregated ballast tanks, meets the structural standards in 46 CFR Part 32.
(5) Plans and calculations to show
that the vessel, as modified, complies
with the segregated ballast capacity
and
distribution
requirements
in
§ 157.10a.
(b) Before each foreign vessel under
§ 157.10a(a)(1) or § 157.10a(c)(1) enters the
navigable waters of the United States,
the owner or operator of that vessel
must—
(1) Submit to the Commandant (G–
MOC), U.S. Coast Guard, Washington,
D.C. 20593–0001—
(i) A letter from the authority that
assigns the load line to the vessel finding that the location of the segregated
ballast tanks is acceptable; and
(ii) Plans and calculations to substantiate compliance with the segregated ballast capacity requirements
in § 157.09(b); or
(2) Submit to the Officer in Charge,
Marine Inspection, of the zone in which
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§ 157.25
33 CFR Ch. I (7–1–01 Edition)
the first U.S. port call is made, a letter
or document from the government of
vessel’s flag state certifying that the
vessel complies with the segregated
ballast
capacity
requirements
in
§ 157.09(b) or Regulation 13 of the
MARPOL Protocol.
(c) On January 1, 1986, or 15 years
after the date it was delivered to the
original owner, or 15 years after the
completion of a major conversion,
whichever is later, before that vessel
enters the navigable waters of the
United States, the owner or operator of
an existing foreign vessel under
§ 157.10c(b)(1) or § 157.10c(c)(1) must—
(1) Submit to the Commandant (G–
MOC), U.S. Coast Guard, Washington,
D.C. 20593–0001—
(i) A letter from the authority that
assigns the load line to the vessel finding that the location of the segregated
ballast tanks is acceptable; and
(ii) Plans and calculations to substantiate compliance with the applicable segregated ballast capacity requirements in § 157.09(b) or § 157.10c(d); or
(2) Submit to the Officer in Charge,
Marine Inspection, of the zone in which
the first U.S. port call is made a letter
from an authorized CS or the government of the vessel’s flag state certifying that the vessel complies with the
segregated ballast capacity requirements in § 157.09(b) or § 157.10c(d).
(Reporting and recordkeeping requirements
approved by the Office of Management and
Budget under control number 2115–0520)
[CGD 82–28, 50 FR 11626 and 11630, Mar. 22,
1985, as amended by CGD 88–052, 53 FR 25122,
July 1, 1988; CGD 96–026, 61 FR 33668, June 28,
1996]
Subpart C—Vessel Operation
§ 157.25 Applicability of subpart C.
(a) This subpart applies to each vessel to which this part applies of 150
gross tons or more, unless otherwise
indicated, that carries crude oil or
products in bulk as cargo. This subpart
does not apply to a foreign vessel
which remains beyond the navigable
waters of the United States and does
not transfer oil cargo at a port or place
subject to the jurisdiction of the
United States.
(b) Sections 157.29, 157.31, 157.37(a)(5),
157.37(a)(6) and 157.43 apply to foreign
vessels when they discharge into the
navigable waters of the United States.
(c) Sections 157.35, 157.37, except
paragraphs (a)(5) and (a)(6), 157.39,
157.45, and 157.47 do not apply to foreign
vessels.
[CGD 76–088b, 48 FR 45720, Oct. 6, 1983, as
amended by CGD 90–051, 57 FR 36244, Aug. 12,
1992]
§ 157.26 Operation of a tank vessel in
violation of regulations.
No person may cause or authorize the
operation of a tank vessel in violation
of the regulations in this part.
[CGD 77–058b, 45 FR 43708, June 30, 1980]
§ 157.27 Discharges: Tank vessels carrying oil exclusively on rivers,
lakes, bays, sounds, and the Great
Lakes, and seagoing tank vessels of
less than 150 gross tons.
Unless a tank vessel carrying oil exclusively on rivers, lakes, bays, sounds,
and the Great Lakes, or a seagoing
tank vessel of less than 150 gross tons
discharges clean ballast or segregated
ballast, the vessel must:
(a) Retain on board any oily mixture;
or
(b) Transfer an oily mixture to a reception facility.
§ 157.28 Discharges from tank barges
exempted from certain design requirements.
The person in charge of a tank barge
exempted under § 157.08(g) from the requirements in §§ 157.11, 157.13, 157.15,
and 157.23 shall ensure that while the
barge is proceeding en route:
(a) Cargo tanks are not ballasted or
washed; and
(b) Oil or oily mixtures are not discharged.
[CGD 74–32, 40 FR 48283, Oct. 14, 1975, as
amended by CGD 76–088b, 48 FR 45721, Oct. 6,
1983; CGD 90–051, 57 FR 36244, Aug. 12, 1992]
§ 157.29 Discharges: Seagoing tank vessels of 150 gross tons or more.
Unless a seagoing tank vessel of 150
gross tons or more discharges an oily
mixture in compliance with the requirements in § 157.37, § 157.39, or
§ 157.43, the vessel must:
(a) Retain the mixture; or
(b) Transfer the mixture to a reception facility.
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§ 157.31 Discharges:
tives.
§ 157.37
Chemical
addi-
No person may use a chemical additive to circumvent the discharge requirements in §§ 157.27, 157.29, 157.37,
157.39, and 157.43.
§ 157.33
Water ballast in oil fuel tanks.
A new vessel may not carry ballast
water in an oil fuel tank.
§ 157.35
Ballast added to cargo tanks.
The master of a tank vessel with segregated ballast tanks or dedicated
clean ballast tanks under § 157.09,
§ 157.10,
§ 157.10a(a)(1),
§ 157.10a(b),
§ 157.10a(c), § 157.10b(a), § 157.10c(b)(1), or
§ 157.10c(c) shall ensure that ballast
water is carried in a cargo tank only
if—
(a) The vessel encounters abnormally
severe weather conditions;
(b) More ballast water than can be
carried in segregated ballast tanks or
dedicated clean ballast tanks is necessary for the safety of the vessel;
(c) The ballast water is processed and
discharged in compliance with § 157.37;
and
(d) On a new vessel under § 157.10 that
carries crude oil, the ballast water is
only carried in a cargo tank that is
crude oil washed in accordance with
Subpart D of this part during or after
the most recent discharge of crude oil
from that tank.
[CGD 77–058b, 45 FR 43708, June 30, 1980, as
amended by CGD 82–28, 50 FR 11626, Mar. 22,
1985]
§ 157.37
Discharge of cargo residue.
(a) A tank vessel may not discharge
an oily mixture into the sea from a
cargo tank, slop tank, or cargo pump
room bilge unless the vessel:
(1) Is more than 50 nautical miles
from the nearest land;
(2) Is proceeding en route;
(3) Is discharging at an instantaneous
rate of oil content not exceeding 60 liters per nautical mile;
(4) Is an existing vessel and the total
quantity of oil discharged into the sea
does not exceed 1/15,000 of the total
quantity of the cargo that the discharge formed a part, or is a new vessel
and the total quantity of oil discharged
into the sea does not exceed 1/30,000 of
the total quantity of the cargo that the
discharge formed a part;
(5) Discharges:
(i) Through the above waterline discharge point described in § 157.11(b)(2);
(ii) In accordance with Paragraph 5 of
Appendix E to this part, if the vessel is
an existing vessel with a Part Flow
System meeting that appendix; or
(iii) Below the waterline in accordance with paragraph (e) of this section;
(6) Has in operation a cargo monitor
and control system required by § 157.12
that is designed for use with the oily
mixture being discharged, except that
the system may be operated manually
if:
(i) The automatic system fails during
a ballast voyage;
(ii) The failure is recorded in the Oil
Record Book;
(iii) The master ensures that the discharge is constantly monitored visually and promptly terminated when
oil is detected in the discharge; and
(iv) The system is operated manually
only until the ballast voyage is completed; and
(7) Is outside the ‘‘Special Areas’’ defined in Regulation 1 (10) of Annex I to
the MARPOL Protocol.
(b) A seagoing tank vessel of 150
gross tons or more that carries asphalt
or other products whose physical properties inhibit effective product/water
separation and monitoring must transfer all residues and tank washings from
such cargoes to a reception facility.
(c) Each cargo monitor must be
maintained and operated in accordance
with its instructions manual.
(d) All discharge data recorded by a
cargo monitor must be retained for at
least three years. The data for the
most recent year must be retained on
board the vessel.
(e) Ballast containing an oily mixture may be discharged below the waterline at sea by gravity if:
(1) The ballast is not from a slop
tank;
(2) Examination with an oil-water
interface detector shows that oil-water
separation has taken place; and
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§ 157.39
33 CFR Ch. I (7–1–01 Edition)
(3) The oil layer is high enough in the
tank so that it will not be discharged.
(The information collection
contained in paragraph (d) of
was approved by the Office of
and Budget under OMB control
0518)
requirement
this section
Management
number 2115–
[CGD 74–32, 40 FR 48283, Oct. 14, 1975, as
amended by CGD 76–088b, 48 FR 45721, Oct. 6,
1983]
§ 157.39
Machinery space bilges.
(a) A tank vessel may discharge an
oily mixture from a machinery space
bilge that is combined with an oil
cargo mixture if the vessel discharges
in compliance with § 157.37.
(b) A tank vessel may discharge an
oily mixture from a machinery space
bilge that is not combined with an oil
cargo mixture if the vessel:
(1) Is more than 12 nautical miles
from the nearest land;
(2) Is proceeding en route;
(3) Is discharging an effluent with an
oil content of less than 100 parts per
million; and
(4) Has in operation an oil discharge
monitoring and control system approved by the Coast Guard (specification regulation to be proposed) and oil
water separating equipment approved
by the Coast Guard (specification regulation to be proposed).
§ 157.41
Emergencies.
Sections 157.27, 157.29, 157.37, and
157.39 do not apply to a tank vessel
that discharges into the sea oil or oily
mixtures:
(a) For the purpose of securing the
safety of the vessel or for saving life at
sea; or
(b) As a result of damage to the vessel or its equipment if:
(1) Reasonable precautions are taken
after the occurrence of the damage or
discovery of the discharge for the purpose of preventing or minimizing the
discharge; and
(2) The owner, master or person in
charge did not intend to cause damage,
or did not act recklessly and with
knowledge that damage of the environment would probably result.
§ 157.43 Discharges of clean and segregated ballast: Seagoing tank vessels of 150 gross tons or more.
(a) Clean ballast may not be discharged overboard unless the discharge
is verified as clean ballast through use
of an approved cargo monitor or, if discharged before the required cargo monitor installation date, by visual examination of the ballast contents immediately before discharge. This paragraph applies to discharges of clean
ballast:
(1) From dedicated clean ballast
tanks; and
(2) Into the navigable waters of the
United States from any other tank.
(b) Segregated ballast may not be
discharged overboard unless a visual
examination, or a test of the ballast
contents with an oil/water interface detector, immediately before the discharge shows that there is no oil mixture in the ballast. Use of a cargo monitor is not required. This paragraph applies to discharges of segregated ballast:
(1) Into the navigable waters of the
United States; and
(2) Below the waterline at sea from
an existing vessel that does not have
an above the waterline discharge point
for segregated ballast.
(c) All discharges of clean ballast and
segregated ballast must be through an
above waterline discharge point described in § 157.11(b)(2), except that:
(1) A vessel may discharge clean ballast and segregated ballast below the
waterline when in port or at an offshore terminal.
(2) A vessel may discharge clean ballast and segregated ballast at sea by
gravity below the waterline.
(3) An existing vessel that does not
have above waterline discharge points
for dedicated clean ballast tanks may
discharge clean ballast from those
tanks below the waterline at sea.
(4) An existing vessel that does not
have above waterline discharge points
for segregated ballast tanks may discharge segregated ballast below the
waterline at sea.
(d) This section applies only to seagoing tank vessels of 150 gross tons or
more.
[CGD 76–088b, 48 FR 45721, Oct. 6, 1983; 48 FR
46985, Oct. 17, 1983]
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Coast Guard, DOT
§ 157.104
§ 157.45 Valves in cargo or ballast piping system.
When a tank vessel is at sea and the
tanks contain oil, valves and closing
devices in the cargo or ballast piping
system or in the transfer system must
be kept closed except they may be
opened for cargo or ballast transfer to
trim the vessel.
§ 157.47
Information for master.
A master or person in charge of a
new vessel shall operate the vessel in
accordance with the information required in 46 CFR 31.10–30(d) that includes the following:
(a) Stability information.
(b) Damage stability information determined in accordance with the criteria contained in Appendix B of this
part.
(c) Loading and distribution of cargo
information determined in compliance
with the damage stability criteria required in Appendix B of this part.
[CGD 74–32, 40 FR 48283, Oct. 14, 1976, as
amended by CGD 75–240, 41 FR 54180, Dec. 13,
1976]
§ 157.49
Instruction manual.
The master of a tank vessel shall ensure that the instruction manual under
§ 157.23 is available and used when the
cargo or ballast systems are operated.
Subpart D—Crude Oil Washing
(COW) System on Tank Vessels
SOURCE: CGD 77–058b, 45 FR 43709, June 30,
1980, unless otherwise noted.
GENERAL
§ 157.100 Plans for U.S. tank vessels:
Submission.
(a) Before each U.S. tank vessel having a COW system under § 157.10(e),
§ 157.10a(a)(2), or § 157.10c(b)(2) is inspected under § 157.140, the owner or operator of that vessel must submit to
the Coast Guard plans that include—
(1) A drawing or diagram of the COW
pumping and piping system that meets
46 CFR 56.01–10(d);
(2) The design of each COW machine;
(3) The arrangement, location, and
installation of the COW machines; and
(4) Except as allowed in § 157.104, the
projected direct impingement pattern
of crude oil from the nozzles of the
COW machines on the surfaces of each
tank, showing the surface areas not
reached by direct impingement.
(b) Plans under paragraph (a) of this
section must be submitted to the Officer in Charge, Marine Inspection, of
the zone in which the COW system is
installed or to the Commanding Officer, U.S. Coast Guard Marine Safety
Center, 400 7th Street, SW., Washington, DC 20590–0001.
(Reporting and recordkeeping requirements
approved by the Office of Management and
Budget under control number 2115–0520)
[CGD 77–058b, 45 FR 43709, June 30, 1980, as
amended by CGD 82–28, 50 FR 11626 and 11630,
Mar. 22, 1985; CDG 85–048a, 51 FR 15481, Apr.
24, 1986; USCG–1998–3799, 63 FR 35531, June 30,
1998]
§ 157.102 Plans for foreign tank vessels: Submission.
If the owner or operator of a foreign
tank vessel having a COW system
under
§ 157.10(e),
§ 157.10a(a)(2),
or
§ 157.10c(b)(2), desires the letter from
the Coast Guard under § 157.106 accepting the plans submitted under this
paragraph, the owner or operator must
submit to the Commandant (G–MOC),
U.S. Coast Guard, Washington, DC
20593–0001, plans that include—
(a) A drawing or diagram of the COW
pumping and piping system that meets
46 CFR 56.01–10(d);
(b) The design of each COW machine;
(c) The arrangement, location, and
installation of the COW machines; and
(d) Except as allowed in § 157.104, the
projected direct impingement pattern
of crude oil from the nozzles of the
COW machines on the surfaces of each
tank, showing the surface areas not
reached by direct impingement.
(Reporting and recordkeeping requirements
approved by the Office of Management and
Budget under control number 2115–0520)
[CGD 77–058b, 45 FR 43709, June 30, 1980, as
amended by CGD 82–28, 50 FR 11627 and 11630,
Mar. 22, 1985; CGD 88–052, 53 FR 25122, July 1,
1988; CGD 96–026, 61 FR 33668, June 28, 1996]
§ 157.104 Scale models.
If the pattern under § 157.100(a)(4) or
§ 157.102(d) cannot be shown on a plan, a
scale model of each tank must be built
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§ 157.106
33 CFR Ch. I (7–1–01 Edition)
for Coast Guard inspection to simulate,
by a pinpoint of light, the projected direct impingement pattern on the surfaces of the tank.
§ 157.106
Letter of acceptance.
The Coast Guard informs the submitter by letter that the plans submitted under § 157.100 or § 157.102 are accepted if:
(a) The plans submitted show that
the COW system meets this subpart; or
(b) The plans submitted and the scale
model under § 157.104 show that the
COW system meets this subpart.
§ 157.108 Crude Oil Washing Operations and Equipment Manual for
U.S. tank vessels: Submission.
Before each U.S. tank vessel having a
COW
system
under
§ 157.10(e),
§ 157.10a(a)(2), or § 157.10c(b)(2) is inspected under § 157.140, the owner or operator of that vessel must submit two
copies of a manual that meets § 157.138,
to the Officer in Charge, Marine Inspection, of the zone in which the COW
system is installed or to the appropriate Coast Guard field technical office listed in § 157.100(b).
(Reporting and recordkeeping requirements
approved by the Office of Management and
Budget under control number 2115–0520)
[CGD 82–28, 50 FR 11627 and 11630, Mar. 22,
1985]
§ 157.110 Crude Oil Washing Operations and Equipment Manual for
foreign tank vessels: Submission.
If the owner or operator of a foreign
tank vessel having a COW system
under
§ 157.10(e),
§ 157.10a(a)(2),
or
§ 157.10c(b)(2) desires a Coast Guard approved Crude Oil Washing Operations
and Equipment Manual under § 157.112,
the owner or operator must submit two
copies of a manual that meets § 157.138
to the Commandant (G–MOC), U.S.
Coast Guard, Washington, DC 20593–
1000.
(Reporting and recordkeeping requirements
approved by the Office of Management and
Budget under control number 2115–0520)
[CGD 82–28, 50 FR 11627 and 11630, Mar. 22,
1985, as amended by CGD 88–052, 53 FR 25122,
July 1, 1988; CGD 96–026, 61 FR 33668, June 28,
1996]
§ 157.112 Approved Crude Oil Washing
Operations and Equipment Manual.
If the manuals submitted under
§ 157.108 or § 157.110 meet § 157.138, the
Coast Guard approves the manuals and
forwards one of the approved manuals
to the submitter.
§ 157.114 Crude Oil Washing Operations and Equipment Manual: Not
approved.
If the manuals submitted under
§ 157.108 or § 157.110 are not approved,
the Coast Guard forwards a letter to
the submitter with the reasons why the
manuals were not approved.
§ 157.116 Required
tank vessels.
documents:
U.S.
The owner, operator, and master of a
U.S. tank vessel having a COW system
under
§ 157.10(e),
§ 157.10a(a)(2),
or
§ 157.10c(b)(2) shall ensure that the vessel does not engage in a voyage unless
the vessel has on board the following:
(a) The Crude Oil Washing Operations
and Equipment Manual that—
(1) Is approved under § 157.112; or
(2) Bears a certification by an authorized CS that the manual contains
the
information
required
under
§ 157.138.
(b) Evidence of acceptance of the
tank vessel’s COW system consisting
of—
(1) A document from an authorized
CS that certifies the vessel meets
§ 157.10c(b)(2) and each amending letter
by the authorized CS approving
changes in the design, equipment, or
installation; or
(2) The letter of acceptance under
§ 157.106 and each amending letter
issued under § 157.158(c).
(c) Evidence that the COW system
passed the required inspections by—
(1) A document from an authorized
CS that the vessel has passed the inspections under § 157.140; or
(2) The letter of acceptance under
§ 157.142 after passing the inspection
under § 157.140.
(Reporting and recordkeeping requirements
approved by the Office of Management and
Budget under control number 2115–0520)
[CGD 82–28, 50 FR 11627 and 11630, Mar. 22,
1985]
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Coast Guard, DOT
§ 157.122
§ 157.118 Required documents: Foreign
tank vessels.
(a) The owner, operator, and master
of a foreign tank vessel under § 157.10(e)
or § 157.10a(a)(2) shall ensure that the
vessel does not enter the navigable waters of the United States or transfer
cargo at a port or place subject to the
jurisdiction of the United States unless
the vessel has on board—
(1) The Crude Oil Washing Operations
and Equipment Manual that—
(i) Is approved under § 157.112; or
(ii) Meets the manual standards in
Resolution 15 of the MARPOL Protocol
and bears the approval of the government of the vessel’s flag state; and
(2) Either—
(i) A document from the government
of the vessel’s flag state that certifies
that the vessel complies with Resolution 15 of the MARPOL Protocol; or
(ii) The following letters issued by
the Coast Guard:
(A) The letter of acceptance issued
under § 157.106.
(B) The letter of acceptance issued
under § 157.142.
(C) Each amending letter issued
under § 157.158(c).
(b) On January 1, 1986, or 15 years
after the date it was delivered to the
original owner or 15 years after the
completion of a major conversion,
whichever is later, the owner, operator,
and master of a foreign vessel having a
COW system under § 157.10c(b)(2) shall
ensure that the vessel does not enter
the navigable waters of the United
States or transfer cargo at a port or
place subject to the jurisdiction of the
United States unless the vessel has on
board—
(1) The Crude Oil Washing Operations
and Equipment Manual that—
(i) Is approved under § 157.112; or
(ii) Bears a certification by an authorized CS or the government of the
vessel’s flag state that the manual contains the information required under
§ 157.138;
(2) Evidence that the COW system
passed the required inspections by—
(i) A document from an authorized
CS or the government of the vessel’s
flag state certifying that the vessel
passed the inspections under § 157.140;
or
(ii) The letter of acceptance under
§ 157.142 after passing the inspection
under § 157.140; and
(3) Either—
(i) A document from an authorized
CS or the government of the vessel’s
flag state certifying that the vessel
complies with the design, equipment
and installation standards in §§ 157.122
through 157.136 and any amending letters approving changed COW system
characteristics; or
(ii) The letter of acceptance under
§ 157.106 and any amending letters
issued under § 157.158(c).
(Reporting and recordkeeping requirements
approved by the Office of Management and
Budget under control number 2115–0520)
[CGD 82–28, 50 FR 11627 and 11630, Mar. 22,
1985]
§ 157.120 Waiver
ments.
of
required
docu-
The Coast Guard waives the requirement for the letter under § 157.116(b), if
a U.S. tank vessel engages in a voyage,
or under § 157.118(b)(2)(ii), if a foreign
tank vessel enters the navigable waters
of the United States or transfers cargo
at a port or place subject to the jurisdiction of the United States, for the
purpose of being inspected under
§ 157.140.
DESIGN, EQUIPMENT, AND INSTALLATION
§ 157.122
Piping, valves, and fittings.
(a) Except as allowed in paragraph (o)
of this section, the piping, valves, and
fittings of each COW system must:
(1) Meet 46 CFR Part 56; and
(2) Be of steel or an equivalent material accepted by the Commandant.
(b) The piping of each COW system
must be permanently installed.
(c) The piping of each COW system
must be separate from other piping
systems on the vessel, except that the
vessel’s cargo piping may be a part of
the COW piping if the cargo piping
meets this section.
(d) The piping of each COW system
must have overpressure relief valves or
other means accepted by the Commandant to prevent overpressure in the
piping of the COW system, unless the
maximum allowable working pressure
of that system is greater than the shut-
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§ 157.124
33 CFR Ch. I (7–1–01 Edition)
off head of each pump that meets
§ 157.126(b).
(e) Each overpressure relief valve
must discharge into the suction side of
a pump that meets § 157.126(b).
(f) The piping and equipment of a
COW system may not be in machinery
spaces.
(g) Each hydrant valve for water
washing in the piping of a COW system
must:
(1) Have adequate strength to meet 46
CFR Part 56 for the working pressure
for which the system is designed; and
(2) Be capable of being blanked off.
(h) Each sensing instrument must
have an isolating valve at its connection to the piping of the COW system,
unless the opening to that connection
is 0.055 inches (1.4 millimeters) or
smaller.
(i) If the washing system for cargo
tanks has a steam heater used when
water washing, it must be located outside the engine room and must be capable of being isolated from the piping of
the COW system by:
(1) At least two shut-off valves in the
inlet piping and at least two shut-off
valves in the outlet piping; or
(2) Blank flanges identifiable as being
closed (e.g., spectacle flanges).
(j) If the COW system has a common
piping system for oil washing and
water washing, that piping system
must be designed to drain the crude oil
into a slop tank or a cargo tank.
(k) The piping of a COW system must
be securely attached to the tank vessel’s structure with pipe anchors.
(l) When COW machines are used as
pipe anchors, there must be other
means available for anchoring the piping if these machines are removed.
(m) There must be a means to allow
movement of the COW system piping as
a result of thermal expansion and
flexing of the tank vessel.
(n) The supply piping attached to
each deck mounted COW machine and
each COW machine that is audio inspected under § 157.155(a)(4)(ii) must
have a shut-off valve.
(o) On combination carriers, piping of
the COW system installed between each
COW machine located in a cargo tank
hatch cover and an adjacent location
just outside the hatch coaming, may be
flexible hose with flanged connections
that is acceptable by the Commandant.
§ 157.124
COW tank washing machines.
(a) COW machines must be permanently mounted in each cargo tank.
(b) The COW machines in each tank
must have sufficient nozzles with the
proper diameter, working pressure,
movement, and timing to allow the
tank vessel to pass the inspections
under § 157.140.
(c) Each COW machine and its supply
piping must be supported to withstand
vibration and pressure surges.
(d) There must be one portable drive
unit available on board the vessel for
every three COW machines that use
portable drive units during COW operations required by § 157.160 before each
ballast voyage.
(e) Except as allowed in paragraph (f)
of this section, each cargo tank must
have COW machines located to wash all
horizontal and vertical areas of the
tank by direct impingement, jet deflection, or splashing to allow the tank
vessel to pass the inspections under
§ 157.140. The following areas in each
tank must not be shielded from direct
impingement by large primary structural members or any other structural
member determined to be equivalent to
a large primary structural member by
the Commandant when reviewing the
plans submitted under § 157.100 or
§ 157.102:
(1) 90 percent or more of the total
horizontal area of the:
(i) Tank bottom;
(ii) Upper surfaces of large primary
structural members; and
(iii) Upper surfaces of any other
structural member determined to be
equivalent to a large primary structural member by the Commandant.
(2) 85 percent or more of the total
vertical area of the tank sides and
swash bulkheads.
(f) Each cargo tank on a vessel having a COW system under § 157.10a(a)(2)
or § 157.10c(b)(2) with complicated internal structural members does not
have to meet paragraph (e) of this section if the following areas of each
cargo tank are washed by direct impingement and the tank vessel can pass
the inspections under § 157.140:
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Coast Guard, DOT
§ 157.128
(1) 90 percent or more of the total
horizontal area of all the:
(i) Tank bottoms;
(ii) Upper surfaces of large primary
structural members; and
(iii) Upper surfaces of any other
structural member determined to be
equivalent to a large primary structural member by the Commandant.
(2) 85 percent or more of the total
vertical area of all the tank sides and
swash bulkheads.
(g) Each single nozzle COW machine
that is mounted to the deck must have
a means located outside of the cargo
tank that indicates the arc and rotation of the movement of the COW machine during COW operations.
(h) Each multi-nozzle COW machine
that is mounted to the deck must have
a means located outside of the cargo
tank that indicates the movement of
the COW machine during COW operations.
(i) Each COW machine mounted to or
close to the bottom of a tank without
a means located outside of the cargo
tank that indicates movement of the
machine must not be programmable.
NOTES: 1. In the calculations to meet
§ 157.124 (e) or (f), areas that are shielded
from direct impingement by structural members other than large primary structural
members or swash bulkheads can be calculated as areas being washed by direct impingement.
2. One or more types of COW machines
could be used to meet § 157.124 (e) or (f).
[CGD 77–058b, 45 FR 43709, June 30, 1980, as
amended by CGD 82–28, 50 FR 11627, Mar. 22,
1985]
§ 157.126 Pumps.
(a) Crude oil must be supplied to the
COW machines by COW system pumps
or cargo pumps.
(b) The pumps under paragraph (a) of
this section must be designed and arranged with sufficient capacity to meet
the following:
(1) A sufficient pressure and flow is
supplied to allow the simultaneous operation of those COW machines designed to operate simultaneously.
(2) If an eductor is used for tank
stripping, enough driving fluid is provided by the pumps to allow the eductor to meet § 157.128(a).
(c) There must be means on the tank
vessel to maintain the pressure under
paragraph (b) of this section when
shore terminal back pressure is less
than the pressure under paragraph (b)
of this section.
(d) The COW system must have two
or more pumps that are capable of supplying oil to the COW machines.
(e) The COW system must be designed
to meet the requirements of this subpart with any one pump not operating.
§ 157.128 Stripping system.
(a) Each tank vessel having a COW
system under § 157.10(e), § 157.10a(a)(2),
or § 157.10c(b)(2) must have a stripping
system that is designed to remove
crude oil from—
(1) Each cargo tank at 1.25 times the
rate at which all the COW machines
that are designed to simultaneously
wash the bottom of the tank, are operating; and
(2) The bottom of each tank to allow
the tank vessel to pass the inspection
under § 157.140(a)(2).
(b) Each cargo tank must be designed
to allow the level of crude oil in the
tank to be determined by:
(1) Hand dipping at the aftermost
portion of the tank and three other locations; or
(2) Any other means accepted by the
Commandant.
(c) Each stripping system must have
at least one of the following devices for
stripping oil from each cargo tank:
(1) A positive displacement pump.
(2) A self-priming centrifugal pump.
(3) An eductor
(4) Any other device accepted by the
Commandant.
(d) There must be a means in the
stripping system piping between the
device under paragraph (c) of this section and each cargo tank to isolate
each tank from the device.
(e) If the stripping system has a positive displacement pump or a selfpriming centrifugal pump, the stripping system must have the following:
(1) In the stripping system piping:
(i) A pressure gauge at the inlet connection to the pump; and
(ii) A pressure gauge at the discharge
connection to the pump.
(2) At least one of the following monitoring devices to indicate operation of
the pump.
(i) Flow indicator.
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§ 157.130
33 CFR Ch. I (7–1–01 Edition)
(ii) Stroke counter.
(iii) Revolution counter.
(f) If the stripping system has an
eductor, the stripping system must
have:
(1) A pressure gauge at each driving
fluid intake and at each discharge; and
(2) A pressure/vacuum gauge at each
suction intake.
(g) The equipment required under
paragraphs (e) and (f) of this section
must have indicating devices in the
cargo control room or another location
that is accepted by the Commandant.
[CGD 77–058b, 45 FR 43709, June 30, 1980, as
amended by CGD 82–28, 50 FR 11627, Mar. 22,
1985]
§ 157.130 Crude oil washing with more
than one grade of crude oil.
If a tank vessel having a COW system
under
§§ 157.10(e),
157.10a(a)(2),
or
157.10c(b)(2) carries more than one
grade of crude oil, the COW system
must be capable of washing the cargo
tanks with the grades of crude oil that
the vessel carries.
[CGD 82–28, 50 FR 11627, Mar. 22, 1985]
§ 157.132 Cargo tanks:
vapor emissions.
Hydrocarbon
Each tank vessel having a COW system under § 157.10a(a)(2) or § 157.10c(b)(2)
without sufficient segregated ballast
tanks or dedicated clean ballast tanks
to allow the vessel to depart from any
port in the United States without
ballasting cargo tanks must have—
(a) A means to discharge hydrocarbon vapors from each cargo tank
that is ballasted to a cargo tank that is
discharging crude oil; or
(b) Any other means accepted by the
Commandant that prevents hydrocarbon vapor emissions when the cargo
tanks are ballasted in port.
[CGD 77–058b, 45 FR 43709, June 30, 1980, as
amended by CGD 82–28, 50 FR 11628, Mar. 22,
1985]
§ 157.134
Cargo tank drainage.
Each cargo tank must be designed for
longitudinal and transverse drainage of
crude oil to allow the tank vessel to
pass the inspections under § 157.140.
§ 157.136 Two-way voice communications.
Each tank vessel having a COW system under § 157.10(e), § 157.10a(a)(2), or
§ 157.10c(b)(2) must have a means that
enables two-way voice communications
between the main deck watch required
under § 157.168 and each cargo discharge
control station.
[CGD 82–28, 50 FR 11628, Mar. 22, 1985]
§ 157.138 Crude Oil Washing Operations and Equipment Manual.
(a) Each Crude Oil Washing Operations
and Equipment Manual must include
the following information:
(1) The text of the Annex of Resolution 15 of the MARPOL Protocol.
(2) A line drawing of the tank vessel’s
COW system showing the locations of
pumps, piping, and COW machines.
(3) A description of the COW system.
(4) The procedure for the inspection
of the COW system during COW operations.
(5) Design characteristic information
of the COW system that includes the
following:
(i) Pressure and flow of the crude oil
pumped to the COW machines.
(ii) Revolutions, number of cycles,
and length of cycles of each COW machine.
(iii) Pressure and flow of the stripping suction device.
(iv) Number and location of COW machines operating simultaneously in
each cargo tank.
(6) The design oxygen content of the
gas or mixture of gases that is supplied
by the inert gas system to each cargo
tank.
(7) The results of the inspections recorded when passing the inspections
under § 157.140.
(8) Characteristics of the COW system recorded during the COW operations when passing the inspections
under § 157.140 that includes the following:
(i) Pressure and flow of the crude oil
pumped to the COW machines.
(ii) Revolutions, number of cycles,
and length of cycles of each COW machine.
(iii) Pressure and flow of the stripping device.
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Coast Guard, DOT
§ 157.140
(iv) Number and location of COW machines operating simultaneously in
each cargo tank.
(9) The oxygen content of the gas or
mixture of gases that is supplied by the
inert gas system to each cargo tank recorded during COW operations when
passing the inspections under § 157.140.
(10) The volume of water used for
water rinsing recorded during COW operations when passing the inspections
under § 157.140.
(11) The trim conditions of the tank
vessel recorded during COW operations
when passing the inspections under
§ 157.140.
(12) The procedure for stripping cargo
tanks of crude oil.
(13) The procedure for draining and
stripping the pumps and piping of the
COW system, cargo system, and stripping system after each crude oil cargo
discharge.
(14) The procedure for crude oil washing cargo tanks that includes the following:
(i) The tanks to be crude oil washed
to meet § 157.160.
(ii) The order in which those tanks
are washed.
(iii) The single-stage or multi-stage
method of washing each tank.
(iv) The number of COW machines
that operate simultaneously in each
tank.
(v) The duration of the crude oil wash
and water rinse.
(vi) The volume of water to be used
for water rinse in each tank.
(15) The procedures and equipment
needed to prevent leakage of crude oil
from the COW system.
(16) The procedures and equipment
needed if leakage of crude oil from the
COW system occurs.
(17) The procedures for testing and
inspecting the COW system for leakage
of crude oil before operating the system.
(18) The procedures and equipment
needed to prevent leakage of crude oil
from the steam heater under § 157.122(i)
to the engine room.
(19) The number of crew members
needed to conduct the following:
(i) The discharge of cargo.
(ii) The crude oil washing of cargo
tanks.
(iii) The simultaneous operations in
paragraphs (a)(19) (i) and (ii) of this
section.
(20) A description of the duties of
each crew member under paragraph
(a)(19) of this section.
(21) The procedures for ballasting and
deballasting cargo tanks.
(22) The step by step procedure for
the inspection of the COW system by
vessel personnel before COW operations
begin that includes the procedure for
inspecting and calibrating each instrument. (Operational Checklist)
(23) The intervals for on board inspection and maintenance of the COW
equipment. Informational references to
technical manuals supplied by the
manufacturers may be included in this
part of the manual.
(24) A list of crude oils that are not
to be used in COW operations.
(25)
The
procedure
to
meet
§ 157.155(a)(4).
(b) In addition to meeting paragraph
(a) of this section, each Crude Oil Washing Operations and Equipment Manual
on a tank vessel having a COW system
under § 157.10a(a)(2) or § 157.10c(b)(2)
must include the following:
(1) The procedure to meet § 157.166.
(2)
The
procedures
to
meet
§ 157.155(b).
[CGD 77–058b, 45 FR 43709, June 30, 1980, as
amended by CGD 82–28, 50 FR 11628, Mar. 22,
1985]
INSPECTIONS
§ 157.140
Tank vessel inspections.
(a) Before issuing a letter under
§ 157.142, the Coast Guard makes an initial inspection of each U.S. tank vessel
having a COW system under § 157.10(e),
§ 157.10(a)(2), or § 157.10c(b)(2) and each
foreign tank vessel whose owner or operator submitted the plans under
§ 157.102 to determine whether or not,
when entering a port, the cargo tanks
that carry crude oil meet the following:
(1) After each tank is crude oil
washed but not water rinsed, except
the bottom of the tank may be flushed
with water and stripped, each tank is
essentially free of oil clingage or deposits of oil, or both to a degree acceptable to the Coast Guard inspector.
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§ 157.142
33 CFR Ch. I (7–1–01 Edition)
(2) After the tanks that are to be
used as ballast tanks when leaving the
port are crude oil washed and stripped
but not water rinsed or bottom flushed,
they are filled with water and the total
volume of crude oil floating on top of
the water in these tanks is 0.085 percent or less of the total volume of
these tanks.
(b) Except on a tank vessel under
§ 157.10(e), if the initial inspection
under paragraph (a) of this section has
been passed and the vessel arrives at
the first cargo loading port after completing a ballast voyage, the Coast
Guard monitors the discharge of effluent from those tanks that have been
crude oil washed, water rinsed,
stripped, and filled with ballast water
to determine whether or not the oil
content of the effluent is 15 ppm or
less.
[CGD 77–058b, 45 FR 43709, June 30, 1980, as
amended by CGD 82–28, 50 FR 11628, Mar. 22,
1985]
§ 157.142 Letter of acceptance: Inspections.
If the inspections under § 157.140 are
passed, the Coast Guard issues to the
tank vessel a letter that states that
the vessel complies with this subpart.
§ 157.144 Tank vessels of the same
class: Inspections.
(a) If more than one tank vessel is
constructed from the same plans, the
owner or operator may submit a written request to the Commandant (G–
MOC), U.S. Coast Guard, Washington,
D.C. 20593–0001, for only one of those
tank vessels to be inspected under
§ 157.140.
(b) Only one tank vessel of the class
is inspected under § 157.140, if the Commandant accepts the request submitted
under paragraph (a) of this section.
[CGD 77–058b, 45 FR 43709, June 30, 1980, as
amended by CGD 82–28, 50 FR 11630, Mar. 22,
1985; CGD 88–052, 53 FR 25122, July 1, 1988;
CGD 96–026, 61 FR 33668, June 28, 1996]
§ 157.146 Similar tank design: Inspections on U.S. tank vessels.
(a) If a U.S. tank vessel has tanks
similar in dimensions and internal
structure, the owner or operator may
submit a written request to the Officer
in Charge, Marine Inspection, of the
zone in which the COW system is inspected, for only one of those tanks to
be inspected under § 157.140(a)(1).
(b) Only one tank of a group of tanks
similar in dimensions and internal
structure
is
inspected
under
§ 157.140(a)(1), if the Officer in Charge,
Marine Inspection, accepts the request
submitted under paragraph (a) of this
section.
§ 157.147 Similar tank design: Inspections on foreign tank vessels.
(a) If a foreign tank vessel has tanks
similar in dimensions and internal
structure, the owner or operator may
submit a written request to the Commandant (G–MOC), U.S. Coast Guard,
Washington, D.C. 20593–0001, for only
one of those tanks to be inspected
under § 157.140(a)(1).
(b) Only one tank of a group of tanks
similar in dimensions and internal
structure
is
inspected
under
§ 157.140(a)(1), if the Commandant accepts the request submitted under
paragraph (a) of this section.
[CGD 77–058b, 45 FR 43709, June 30, 1980, as
amended by CGD 82–28, 50 FR 11630, Mar. 22,
1985; CGD 88–052, 53 FR 25122, July 1, 1988;
CGD 96–026, 61 FR 33668, June 28, 1996]
§ 157.148 COW system: Evidence for inspections.
(a) Before the inspections under
§ 157.140 are conducted by the Coast
Guard, the owner or operator of a foreign tank vessel that is to be inspected
must submit to the Coast Guard inspector evidence that the COW system
has been installed in accordance with
the plans accepted under § 157.106.
(b) Before the inspections under
§ 157.140 are conducted by the Coast
Guard, the owner or operator of a tank
vessel that is to be inspected must submit to the Coast Guard inspector evidence that the COW piping system has
passed a test of 11⁄2 times the design
working pressure.
§ 157.150 Crude Oil Washing Operations and Equipment Manual: Recording information after inspections.
After passing the inspections under
§ 157.140, the owner, operator, and master shall ensure that the following are
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Coast Guard, DOT
§ 157.155
recorded in the Crude Oil Washing Operations and Equipment Manual approved
under § 157.112:
(a) The results of the inspections
under § 157.140.
(b) The following characteristics used
to pass the inspections under § 157.140:
(1) Pressure and flow of the crude oil
pumped to the COW machines.
(2) Revolutions, number of cycles,
and length of cycles of each COW machine.
(3) Pressure and flow of the stripping
suction device.
(4) Number and location of COW machines operating simultaneously in
each cargo tank.
(5) Volume of water used for water
rinsing.
(6) Trim conditions of the tank vessel.
PERSONNEL
§ 157.152 Person in charge of COW operations.
The owner, operator, and master of a
tank vessel having a COW system
under
§ 157.10(e),
§ 157.10(a)(2),
or
§ 157.10c(b)(2) shall ensure that the person designated as the person in charge
of COW operations—
(a) Knows the contents in the Crude
Oil Washing Operations and Equipment
Manual approved by the Coast Guard
under § 157.112 or by the government of
the vessel’s flag state;
(b) On at least two occasions, has
participated in crude oil washing of
cargo tanks, one of those occasions occurring on:
(1) The tank vessel on which the person assumes duties as the person in
charge of COW operations; or
(2) A tank vessel that is similar in
tank design and which has COW equipment similar to that used on the tank
vessel on which the person assumes duties as the person in charge of COW operations; and
(c) Has one year or more of tank vessel duty that includes oil cargo discharge operations and:
(1) Crude oil washing of cargo tanks;
or
(2) Has completed a training program
in crude oil washing operations that is
approved by the Coast Guard or the
government of the vessel’s flag state.
NOTE: Standards of a Coast Guard approved
training program are to be developed.
[CGD 77–058b, 45 FR 43709, June 30, 1980, as
amended by CGD 82–28, 50 FR 11628, Mar. 22,
1985]
§ 157.154 Assistant personnel.
The owner, operator, and master of a
tank vessel having a COW system
under
§ 157.10(e),
§ 157.10a(a)(2),
or
§ 157.10c(b)(2) shall ensure that each
member of the crew that has a designated responsibility during COW operations—
(a) Has six months or more of tank
vessel duty that includes oil cargo discharge operations;
(b) Has been instructed in the COW
operation of the tank vessel; and
(c) Is familiar with the contents of
the Crude Oil Washing Operations and
Equipment Manual approved by the
Coast Guard under § 157.112 or by the
government of the vessel’s flag state.
[CGD 77–058b, 45 FR 43709, June 30, 1980, as
amended by CGD 82–28, 50 FR 11628, Mar. 22,
1985]
COW OPERATIONS
§ 157.155 COW operations: General.
(a) The master of a tank vessel having a COW system under § 157.10(e),
§ 157.10a(a)(2), or 157.10c(b)(2) shall ensure that—
(1) Before crude oil washing a cargo
tank, the level in each tank with crude
oil that is used as a source for crude oil
washing is lowered at least one meter;
(2) A tank used as a slop tank is not
used as a source for crude oil washing
until:
(i) Its contents are discharged ashore
or to another tank; and
(ii) The tank contains only crude oil;
(3) During COW operations:
(i) The valves under § 157.122(i)(1) are
shut; or
(ii) The blanks under § 157.122(i)(2) are
installed;
(4) The rotation of each COW machine mounted to or close to the bottom of each cargo tank is verified by:
(i) A visual inspection of a means located outside of the cargo tank that indicates movement of the machine during COW operations;
(ii) An audio inspection during COW
operations; or
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§ 157.156
33 CFR Ch. I (7–1–01 Edition)
(iii) An inspection on a ballast voyage, with water as the fluid flowing
through the machine;
(5) During the audio inspection under
paragraph (a)(4)(ii) of this section, the
COW machine being inspected is the
only one operating in that tank;
(6) Before the inspection under paragraph (a)(4)(iii) of this section, the
tank that has the COW machine being
inspected in it, is gas freed;
(7) Each COW machine that is inspected under paragraph (a)(4)(iii) of
this section is inspected at least once
after every sixth COW operation of
that machine, but no less that once
every 12 months;
(8) After each stripping operation is
completed, each tank:
(i) Is sounded by a means under
§ 157.128(b); and
(ii) Contains no oil except a minimal
quantity near the stripping suction;
(9) Before the tank vessel begins each
ballast voyage, each cargo tank and
each cargo main, stripping, and COW
piping is stripped of crude oil and the
strippings are conveyed ashore through
the piping under §§ 157.11(d)(3) or
157.11(e)(4);
(10) Before water washing the cargo
tanks, the piping of the COW system is
drained of crude oil;
(11) When the cargo tanks are not
being water washed, the hydrant valves
under § 157.122(g) are blanked off;
(12) If COW machines that are used as
anchors for the piping of the COW system are removed, the means available
under § 157.122(l) for anchoring the piping are installed;
(13) The fire main is not connected to
the COW system; and
(14) On combination carriers, if flexible hoses under § 157.122(o) are used,
those hoses are protectively stowed
when not installed in the COW piping
system.
(b) In addition to meeting paragraph
(a) of this section, the master of a tank
vessel having a COW system under
§ 157.10a(a)(2) or § 157.10c(b)(2) shall ensure that—
(1) Before ballasting cargo tanks
upon leaving a port, each cargo pump,
manifold, and piping that is used for
ballasting the cargo tanks is drained of
all crude oil; and
(2) Before ballasting or deballasting
cargo tanks, except when ballasting
cargo tanks to leave a port, the cargo
piping that is used for ballasting or
deballasting the cargo tanks is water
washed.
[CGD 77–058b, 45 FR 43709, June 30, 1980, as
amended by CGD 82–28, 50 FR 11628, Mar. 22,
1985]
§ 157.156 COW operations:
manual requirements.
Meeting
Except as allowed in § 157.158, the
master of a foreign tank vessel having
a COW system under §§ 157.10(e),
157.10a(a)(2), or 157.10c(b)(2) that has
the Crude Oil Washing Operations and
Equipment Manual approved under
§ 157.112 and is operating in the navigable waters of the United States or
transferring cargo at a port or place
subject to the jurisdiction of the
United States and the master of a U.S.
tank vessel having a COW system
under
§ 157.10(e),
§ 157.10a(a)(2),
or
§ 157.10c(b)(2) shall ensure that during
each COW operation—
(a) The procedures listed in the Crude
Oil Washing Operations and Equipment
Manual are followed; and
(b) The characteristics recorded in
the Crude Oil Washing Operations and
Equipment Manual under § 157.150(b) are
met.
[CGD 77–058b, 45 FR 43709, June 30, 1980, as
amended by CGD 82–28, 50 FR 11628, Mar. 22,
1985]
§ 157.158 COW operations:
characteristics.
Changed
The COW system may be operated
with characteristics that do not meet
those recorded under § 157.150(b) only if:
(a) The tank vessel passes the inspections under § 157.140 using the changed
characteristics;
(b) The changed characteristics used
to pass the inspections under § 157.140
are recorded in the Crude Oil Washing
Operations and Equipment Manual approved under § 157.112; and
(c) The Coast Guard issues to the
tank vessel an amending letter stating
that the tank vessel complies with this
subpart with these characteristics.
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Coast Guard, DOT
§ 157.164
§ 157.160 Tanks: Ballasting and crude
oil washing.
(a) The owner, operator, and master
of a tank vessel under § 157.10(e) shall
ensure that:
(1) Ballast water is carried in a cargo
tank only as allowed under § 157.35;
(2) For sludge control, at least 25 percent of the cargo tanks are crude oil
washed before each ballast voyage and
that each cargo tank is crude oil
washed at least once every fourth time
crude oil is discharged from the tank,
but no tank need be crude oil washed
more than once during each 120 day period;
(3) Ballast water in a cargo tank that
is crude oil washed but not water
rinsed during or after the most recent
discharge of crude oil from that tank is
discharged
in
accordance
with
§ 157.37(a); and
(4) Cargo tanks are not crude oil
washed during a ballast voyage.
(b) The owner, operator, and master
of a tank vessel having a COW system
under § 157.10a(a)(2) or § 157.10c(b)(2)
shall ensure that—
(1) Ballast water is carried only in a
cargo tank that is crude oil washed
during or after the most recent discharge of crude oil from that tank;
(2) Before each ballast voyage a sufficient number of cargo tanks have been
crude oil washed during or after the
most recent discharge of crude oil from
those tanks to allow ballast water to
be carried in cargo tanks:
(i) With a total capacity to meet the
draft and trim requirements in
§ 157.10a(d); and
(ii) For the vessel’s trading pattern
and expected weather conditions;
(3) For sludge control, at least 25 percent of the cargo tanks not used for
carrying ballast water under paragraph
(b)(2)(i) of this section are crude oil
washed before each ballast voyage, and
that each cargo tank is crude oil
washed at least once every fourth time
crude oil is discharged from the tank,
but no tank need be crude oil washed
more than once during each 120 day period;
(4) Cargo tanks are not crude oil
washed during a ballast voyage; and
(5) Ballast water in a cargo tank that
is crude oil washed but not water
rinsed during or after the most recent
discharge of crude oil from that tank is
discharged
in
accordance
with
§ 157.37(a).
[CGD 77–058b, 45 FR 43709, June 30, 1980, as
amended by CGD 82–28, 50 FR 11628, Mar. 22,
1985]
§ 157.162 Crude oil washing during a
voyage.
The master of a tank vessel having a
COW
system
under
§ 157.10(e),
§ 157.10a(a)(2), or § 157.10c(b)(2) shall ensure that each cargo tank that is crude
oil washed during a voyage other than
a ballast voyage—
(a) Remains empty so that the tank
may be inspected upon arrival at the
next discharge port; and
(b) If it is to be used as a ballast tank
when leaving the discharge port, is
ballasted before the vessel departs
from that discharge port so that the
tank
may
be
inspected
under
§ 157.140(a)(2).
[CGD 77–058b, 45 FR 43709, June 30, 1980, as
amended by CGD 82–28, 50 FR 11628, Mar. 22,
1985]
§ 157.164 Use of inert gas system.
(a) The master of a tank vessel having a COW system under § 157.10(e),
§ 157.10a(a)(2), or § 157.10c(b)(2) shall ensure the following:
(1) Before each cargo tank is crude
oil washed, the oxygen content in the
tank is measured at each of the following locations in the tank:
(i) One meter from the deck.
(ii) In the center of the ullage space.
(2) Before each cargo tank with partial bulkheads is crude oil washed, each
area of that tank formed by each partial bulkhead is measured in accordance with paragraph (a)(1) of this section.
(3) Before each cargo tank is crude
oil washed, the oxygen content in that
tank is 8 percent or less by volume at
the locations under paragraph (a)(1) of
this section.
(4) During COW operations, the following are maintained in each cargo
tank being crude oil washed:
(i) A gas or a mixture of gases with
an oxygen content of 8 percent or less
by volume.
(ii) A positive atmospheric pressure.
(5) During COW operations, a crew
member monitors the instrumentation
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§ 157.166
33 CFR Ch. I (7–1–01 Edition)
under 46 CFR 32.53–60(a)(1), except if
that instrumentation has an alarm
that sounds in the cargo control room
when the oxygen content exceeds 8 percent by volume.
(b) Crude oil washing of the cargo
tanks must be terminated when paragraph (a)(4) of this section is not met
and crude oil washing of that tank may
not be resumed until the requirements
of paragraph (a)(4) of this section are
met.
[CGD 77–058b, 45 FR 43709, June 30, 1980, as
amended by CGD 82–28, 50 FR 11628, Mar. 22,
1985]
§ 157.166 Hydrocarbon emissions.
If the tank vessel having a COW system under § 157.10a(a)(2) or § 157.10c(b)(2)
transfers cargo at a port in the United
States that is in an area designated in
40 CFR Part 81 as an area that does not
meet the national primary ambient air
quality ozone standard under 40 CFR
Part 50, issued under the Clean Air Act,
as amended (42 U.S.C. 1857), the master
of the vessel shall ensure that when
cargo tanks are ballasted in that port
the hydrocarbon vapors in each tank
are contained by a means under
§ 157.132.
NOTE: Questions relating to whether or not
a particular port is located in an area designated in 40 CFR Part 81 as an area that
does not meet the national primary ambient
air quality standard under 40 CFR Part 50
should be directed to the Plans Analysis Section of the Environmental Protection Agency at (919) 541–5665.
[CGD 82–28, 50 FR 11628, Mar. 22, 1985]
§ 157.168 Crew member: Main deck
watch.
During COW operations, the master
shall ensure that at least one member
of the crew with a designated responsibility for monitoring COW operations
is on the main deck at all times.
§ 157.170 COW equipment: Removal.
(a) Whenever a deck mounted COW
machine is removed from the tank, the
master shall ensure that:
(1) The supply piping to that machine
is blanked off; and
(2) The tank opening is sealed by a
secured plate made of steel or an equivalent material accepted by the Commandant.
(b) If the equipment for the COW system is removed from a cargo tank for
the carriage of cargoes other than
crude oil and then reinstalled, the master shall ensure that, before COW operations are conducted, the system has
no crude oil leakage.
§ 157.172 Limitations on grades of
crude oil carried.
If a tank vessel having a COW system
meeting § 157.10a(a)(2) or § 157.10c(b)(2)
does not have segregated ballast tanks
or dedicated clean ballast tanks that
meet § 157.10c(c)(2), the owner, operator, and master shall ensure that the
vessel carries only the grades of crude
oil that can be used for crude oil washing.
[CGD 82–28, 50 FR 11628, Mar. 22, 1985]
Subpart E—Dedicated Clean
Ballast Tanks on Tank Vessels
SOURCE: CGD 77–058b, 45 FR 43714, June 30,
1980, unless otherwise noted.
GENERAL
§ 157.200 Plans for U.S. tank vessels:
Submission.
(a) Before modifications are made to
a U.S. vessel to meet § 157.10a(b),
§ 157.10b(a)(2),
§ 157.10a(c)(2),
or
§ 157.10c(c)(2), the owner or operator
must submit to the Coast Guard plans
or documents that include the following:
(1) The dedicated clean ballast tank
arrangement.
(2) Documentation, calculations, or
revised stability information to show
that the vessel, with the addition of
the dedicated clean ballast tanks,
meets the stability standards for load
line assignment in 46 CFR Part 42.
(3) Documentation, calculations, or a
loading manual to show that the vessel, with the addition of the dedicated
clean ballast tanks, meets the structural standards in 46 CFR Part 32.
(4) A drawing or diagram of the
pumping and piping system for the
dedicated clean ballast tanks.
(b) Plans under paragraph (a) of this
section must be submitted to the Officer in Charge, Marine Inspection, of
the zone in which the dedicated clean
ballast tank system is installed or to
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§ 157.214
the Commanding Officer, U.S. Coast
Guard Marine Safety Center, 400 7th
Street, SW., Washington, DC 20590–0001.
(Reporting and recordkeeping requirements
approved by the Office of Management and
Budget under control number 2115–0520)
[CGD 77–058b, 45 FR 43714, June 30, 1980, as
amended by CGD 79–152, 45 FR 82250, Dec. 15,
1980; CGD 82–28, 50 FR 11628, and 11630, Mar.
22, 1985; CGD 85–048a, 51 FR 15481, Apr. 24,
1986; USCG–1998–3799, 63 FR 35531, June 30,
1998]
§ 157.202 Plans and documents for foreign tank vessels: Submission.
The owner or operator of a foreign
tank
vessel
under
§ 150.10a(b),
§ 157.10a(c)(2), or § 157.10b(a)(2) who desires the letter from the Coast Guard
under § 157.204 accepting the plans submitted under this paragraph, and the
owner or operator of a foreign tank
vessel under § 150.10c(c)(2) must submit
to the Commandant (G–MOC), U.S.
Coast Guard, Washington, D.C. 20593–
0001—
(a) Plans that include:
(1) The dedicated clean ballast tank
arrangement; and
(2) A drawing or diagram of the
pumping and piping system for the
dedicated clean ballast tanks; and
(b) Documentation from the authority that assigned the load line to the
tank vessel that states that the location of the dedicated clean ballast
tanks is acceptable to that authority.
[CGD 77–058b, 45 FR 43714, June 30, 1980, as
amended by CGD 82–28, 50 FR 11629, Mar. 22,
1985; CGD 88–052, 53 FR 25122, July 1, 1988;
CGD 96–026, 61 FR 33668, June 28, 1996]
§ 157.204 Letter of acceptance.
The Coast Guard informs the submitter by letter that the plans submitted under § 157.200 or the plans and
documents submitted under § 157.202
are accepted, if the plans submitted
under § 157.200 or the plans and documents submitted under § 157.202 show
that the dedicated clean ballast tank
system meets this subpart.
§ 157.206 Dedicated
Clean
Ballast
Tanks Operations Manual for U.S.
tank vessels: Submission.
The owner or operator of a U.S. tank
vessel
meeting
§ 157.10a(b),
§157.10a(c)(2),
§ 157.10b(a)(2),
or
§ 157.10c(c)(2) must submit two copies of
a manual that meets § 157.224 to the Officer in Charge, Marine Inspection, of
the zone in which the dedicated clean
ballast tank system is installed or to
the appropriate Coast Guard field technical office listed in § 157.200(b).
(Reporting and recordkeeping requirements
approved by the Office of Management and
Budget under control number 2115–0520)
[CGD 82–28, 50 FR 11629, and 11630, Mar. 22,
1985]
§ 157.208 Dedicated
Clean
Ballast
Tanks Operations Manual for foreign tank vessels: Submission.
If the owner or operator of a foreign
tank
vessel
meeting
§ 157.10a(b),
§ 157.10a(c)(2),
§ 157.10b(a)(2),
or
§ 157.10c(c)(2) desires a Coast Guard approved Dedicated Clean Ballast Tanks
Operations Manual under § 157.210, the
owner or operator must submit two
copies of a manual that meets § 157.224
to the Commandant (G–MOC), U.S.
Coast Guard, Washington, D.C. 20593–
0001.
(Reporting and recordkeeping requirements
approved by the Office of Management and
Budget under control number 2115–0520)
[CGD 82–28, 50 FR 11629, and 11630, Mar. 22,
1985, as amended by CGD 88–052, 53 FR 25122,
July 1, 1988; CGD 96–026, 61 FR 33668, June 28,
1996]
§ 157.210 Approved Dedicated Clean
Ballast Tanks Operations Manual.
If the manuals submitted under
§ 157.206 or § 157.208 meet § 157.224, the
Coast Guard approves the manuals and
forwards one of the approved manuals
to the submitter.
§ 157.212 Dedicated
Clean
Ballast
Tanks Operations Manual: Not approved.
If the Dedicated Clean Ballast Tanks
Operations Manual submitted under
§ 157.206 or § 157.208 is not approved, the
Coast Guard forwards a letter to the
submitter with the reasons why the
manual was not approved.
§ 157.214 Required
tank vessels.
documents:
U.S.
The owner, operator, and master of a
U.S. tank vessel meeting § 157.10a(b),
§ 157.10a(c)(2),
§ 157.10b(a)(2),
or
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§ 157.216
33 CFR Ch. I (7–1–01 Edition)
§ 157.10c(c)(2) shall ensure that the vessel does not engage in a voyage unless
the vessel has on board—
(a) The letter under § 157.204 accepting the dedicated clean ballast tank
system plans;
(b) The Coast Guard approved Dedicated Clean Ballast Tanks Operations
Manual under § 157.210; and
(c) Any amending letters issued
under § 157.218 approving alterations.
(Reporting and recordkeeping requirements
approved by the Office of Management and
Budget under control number 2115–0520)
[CGD 77–058b, 45 FR 43714, June 30, 1980, as
amended by CGD 82–28, 50 FR 11629, and 11630,
Mar. 22, 1985]
§ 157.216 Required documents: Foreign
tank vessels.
(a) The owner, operator, and master
of a foreign tank vessel meeting
§ 157.10a(b), § 157.10a(c)(2), § 157.10b(a)(2),
or § 157.10c(c)(2) shall ensure that the
vessel does not enter the navigable waters of the United States or transfer
cargo at a port or place subject to the
jurisdiction of the United States unless
the vessel has on board—
(1) The Dedicated Clean Ballast Tank
Operations Manual that—
(i) Is approved under § 157.210; or
(ii) Is certified by the government of
the vessel’s flag state because it meets
the manual standards in Resolution 14
of the MARPOL Protocol; and
(2) Either of the following:
(i) A letter from the government of
the vessel’s flag state that certifies
that the vessel complies with Resolution 14 of the MARPOL Protocol.
(ii) The letter of acceptance under
§ 157.204 and each amending letter
issued under § 157.218(c).
(b) On January 1, 1986, or 15 years
after the date it was delivered to the
original owner or 15 years after the
completion of a major conversion,
whichever is later, the owner, operator,
and master of a foreign tank vessel
under § 157.10c(c)(2) shall ensure that
the vessel does not enter the navigable
waters of the United States or transfer
cargo at a port or place subject to the
jurisdiction of the United States unless
the vessel has on board—
(1) The Dedicated Clean Ballast Tank
Operations Manual that—
(i) Is approved under § 157.210; or
(ii) Bears a certification by an authorized CS or the government of the
vessel’s flag state that the manual
meets § 157.224; and
(2) Either of the following:
(i) A letter from an authorized CS or
the government of the vessel’s flag
state certifying the vessel complies
with §§ 157.220 and 157.222, and any
amending letters issued approviding alterations.
(ii) The letter of acceptance under
§ 157.204 and each amending letter
issued under § 157.218.
(Reporting and recordkeeping requirements
approved by the Office of Management and
Budget under control number 2115–0520)
[CGD 82–28, 50 FR 11629, and 11630, Mar. 22,
1985]
§ 157.218 Dedicated
tanks: Alterations.
clean
ballast
The dedicated clean ballast tanks or
equipment on a tank vessel that has a
letter issued under § 157.204 may not be
altered so that they no longer meet the
plans accepted under that section unless:
(a) The owner or operator of that vessel submits plans that show the alterations to the Coast Guard official to
which the plans were submitted under
§ 157.200 or § 157.202;
(b) The owner or operator of that vessel submits changes to the manual
under § 157.224 that show and describe
the alterations to the Coast Guard official to which the manuals were submitted under § 157.206 or § 157.208; and
(c) The Coast Guard issues to the
tank vessel an amending letter stating
that the vessel, as altered, complies
with this subpart.
DESIGN AND EQUIPMENT
§ 157.220 Dedicated
tanks: Standards.
clean
ballast
(a) Cargo tanks that are designated
as dedicated clean ballast tanks must
allow the tank vessel to meet the draft
and
trim
requirements
under
§§ 157.10a(d) and 157.10b(b).
(b) Each tank under paragraph (a) of
this section must be:
(1) A wing tank; or
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§ 157.226
(2) Any other tank that is accepted
by the Commandant.
[CGD 77–058b, 45 FR 43714, June 30, 1980, as
amended by CGD 79–152, 45 FR 82250, Dec. 15,
1980]
§ 157.222 Pump and piping arrangements.
(a) Dedicated clean ballast tanks
must be connected to the least practicable:
(1) Number of pumps; and
(2) Amount of piping.
(b) Each piping system that is arranged to convey clean ballast and
cargo must be designed to be flushed to
the slop tank with water.
(c) The piping system of each dedicated clean ballast tank must be arranged so that oily water does not
enter any dedicated clean ballast tank
when the piping system is flushed.
(d) The piping system of each dedicated clean ballast tank must have at
least two valves that isolate that tank
from each cargo tank.
(e) The piping system of the dedicated clean ballast tanks must have a
sample point that is located in a
vertical section of discharge piping.
NOTE: An example of a sample point is
shown in 46 CFR Figure 162.050–17(e).
§ 157.224 Dedicated
Clean
Ballast
Tanks Operations Manual.
Each Dedicated Clean Ballast Tanks
Operations Manual must include the
following information:
(a) The text of the Annex of Resolution 14 of the MARPOL Protocol.
(b) A description of the dedicated
clean ballast tanks system.
(c) A procedure for dedicated clean
ballast tanks operations.
NOTE: Appendix D is an example of such a
procedure.
DEDICATED CLEAN BALLAST TANKS
OPERATIONS
§ 157.225 Dedicated clean ballast tanks
operations: General.
The master of a tank vessel meeting
§ 157.10a(b), § 157.10a(c)(2), § 157.10b(a)(2),
or § 157.10c(c)(2) shall ensure that—
(a) Before clean ballast in any dedicated clean ballast tank is discharged
or transferred, the pump and piping
system for conveying the clean ballast
are flushed with water;
(b) Before any dedicated clean ballast
tank is ballasted, the pump and piping
system for conveying the ballast are
flushed with water;
(c) Before the pump and piping system of the dedicated clean ballast
tanks are used for cargo transfer:
(1) If water in the dedicated clean
ballast tanks is used for flushing the
pump and piping system, the volume of
water for flushing is equal to at least
10 times the volume of the piping to be
flushed;
(2) The piping system is drained of
fluid; and
(3) The valves under § 157.222(d) are
closed;
(d) Flushing water is pumped from a
sea chest or a dedicated clean ballast
tank through the pump and piping system of the dedicated clean ballast
tanks and then to a slop tank;
(e) Clean ballast from each dedicated
clean ballast tank is discharged in accordance with § 157.43;
(f) When the pump and piping system
are being flushed:
(1) The oil content of the flushing
water in the piping system is monitored; and
(2) The pump and piping system are
flushed until the oil content of the
flushing water in the piping stabilizes;
and
(g) If any pump or piping system that
is flushed to meet paragraph (f) of this
section is used to convey cargo during
an emergency, that pump or piping system is flushed again to meet paragraph
(f) of this section before being used to
convey clean ballast.
[CGD 77–058b, 45 FR 43714, June 30, 1980, as
amended by CGD 82–28, 50 FR 11629, Mar. 22,
1985]
§ 157.226 Dedicated
Clean
Ballast
Tanks Operations Manual: Procedures to be followed.
The master of a foreign tank vessel
meeting
§ 157.10a(b),
§ 157.10a(c)(2),
§ 157.10b(a)(2), or § 157.10c(c)(2) that has
the Dedicated Clean Ballast Tanks Operations Manual approved under § 157.210
and is operating in the navigable waters of the United States or transferring cargo at a port or place subject to
the jurisdiction of the United States
and the master of a U.S. tank vessel
meeting
§ 157.10a(b),
§ 157.10a(c)(2),
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§ 157.228
33 CFR Ch. I (7–1–01 Edition)
§ 157.10b(a), or § 157.10c(c)(1) shall ensure
that the procedure listed in the Dedicated Clean Ballast Tanks Operations
Manual are followed.
[CGD 82–28, 50 FR 11629, Mar. 22, 1985]
§ 157.228 Isolating Valves: Closed during a voyage.
(a) The master of each U.S. tank vessel under § 157.10a(b), § 157.10a(c)(2),
§ 157.10b(a)(2), or § 157.10c(c)(2) shall ensure that the valves under § 157.222(d)
remain closed during each voyage.
(b) The master of each foreign tank
vessel
meeting
§ 157.10a(b),
§ 157.10a(c)(2),
§ 157.10b(a)(2),
or
§ 157.10c(c)(2) shall ensure that the
valves under § 157.222(d) remain closed
when the vessel is on a voyage in the
navigable waters of the United States.
[CGD 82–28, 50 FR 11629, Mar. 22, 1985]
Subpart F—Exemption From
§ 157.10a or § 157.10c
SOURCE: CGD 79–126, 46 FR 3513, Jan. 15,
1981, unless otherwise noted.
§ 157.300 Qualifications for exemptions
under this part.
(a) Each vessel under § 157.10a or
§ 157.10c of this part may qualify for an
exemption from the requirements of
§ 157.10a or § 157.10c of this part if—
(1) The vessel loads and discharges
cargo only at ports or places within the
United States, its territories, or its
possessions; and
(2) The application for exemption
meets § 157.302.
(b) Except where the owner can show
good cause, a vessel is not granted an
exemption under this subpart if a previous exemption for the vessel has been
revoked by the Coast Guard under
§ 157.308(a)(1) or § 157.308 (a)(2).
[CGD 79–126, 46 FR 3513, Jan. 15, 1981, as
amended by CGD 82–28, 50 FR 11630, Mar. 22,
1985]
§ 157.302 Applying for an exemption or
requesting modification of an exemption.
(a) Each application for an exemption or modification must be in writing
and submitted to the Commandant (G–
MOC), U.S. Coast Guard, Washington,
D.C. 20593–0001.
(b) Each application for exemption
must include the following: (1) The
name and official number of the vessel
for which the exemption is requested.
(2) A list of each port or place where
the vessel would load cargo.
(3) The name, address, and telephone
number for each shore-based reception
facility at each port listed under paragraph (b)(2) of this section where the
vessel would discharge its ballast water
and cargo residues, including:
(i) The name or title of the person at
each facility who should be contacted
for information concerning the operation of the reception facility; and
(ii) A statement from the facility
owner disclosing whether or not, based
on current operating conditions, the facility has the capability of processing
the anticipated volume and type of discharges from the vessel without adversely affecting the service of the facility to current users.
(4) The number of the permit under
the National Pollutant Discharge
Elimination System (NPDES permit)
issued to each listed shore-based reception facility.
(5) A list of each type of oil cargo
that the vessel would load.
(6) A description of the method by
which the vessel would discharge ballast water and cargo residues to each
listed shore based reception facility.
(c) Each request for modification to
an exemption must include the following:
(1) The name and official number of
the vessel for which the modification
to the exemption is requested.
(2) The reason for requesting modification of the exemption.
(3) Any additional information which
is pertinent to the modification.
[CGD 79–126, 46 FR 3513, Jan. 15, 1981, as
amended by CGD 82–28, 50 FR 11630, Mar. 22,
1985; CGD 88–052, 53 FR 25122, July 1, 1988;
CGD 96–026, 61 FR 33668, June 28, 1996]
§ 157.304 Shore-based reception facility: standards.
No shore-based reception facility
may be listed to meet § 157.302(b)(3) unless that reception facility has:
(a) A valid NPDES permit which allows it to process the ballast water and
cargo residues of the vessel for which
the exemption is being requested; and
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§ 157.310
(b) The capacity to receive and store
a volume of dirty ballast water equivalent to 30 percent of the deadweight,
less the segregated ballast volume, of
the vessel for which the exemption is
being requested.
§ 157.306 Granting, denying, or modifying an exemption.
(a) The Assistant Commandant for
Marine Safety and Environmental Protection issues a written decision concerning the grant or denial of each exemption or modification requested
under § 157.302.
(b) If the exemption or request for
modification is denied, the decision
under paragraph (a) of this section includes the reasons for the denial.
(c) Any person directly affected by,
and not satisfied with, a decision made
under paragraph (a) of this section may
appeal that decision, in writing, to the
Commandant (G–MOC), U.S Coast
Guard, Washington, DC 20593–0001. The
appeal may contain any supporting
documentation or evidence that the appellant wishes to have considered.
(d) The Commandant, U.S. Coast
Guard issues a ruling after reviewing
the appeal submitted under paragraph
(c) of this section. This ruling is final
agency action.
[CGD 79–126,46 FR 3513, Jan. 15, 1981, as
amended by CGD 88–052, 53 FR 25122, July 1,
1988; CGD 96–026, 61 FR 33668, June 28, 1996;
CGD 97–023, 62 FR 33364, June 19, 1997]
§ 157.308 Revocation of exemption:
procedure and appeals.
(a) The Officer in Charge, Marine Inspection may consider the revocation
of the exemption granted under this
subpart when:
(1) Requested by the vessel’s owner;
(2) There is evidence that the vessel’s
owner, operator, or master has failed
to comply with the requirements of
this subpart; or
(3) There have been changes to the
NPDES permit of a reception facility
listed to meet § 157.304(b)(3) that would
adversely affect the ability of that facility to process the vessel’s discharges.
(b) The Officer in Charge, Marine Inspection, of the zone in which an occurrence under paragraph (a)(2) or (a)(3) of
this section takes place notifies the
owner, operator, and master of the exempted vessel of the specific reasons
for considering the revocation of the
exemption.
(c) Evidence or arguments for the retention of the exemption that are submitted to the Officer in Charge, Marine
Inspection within thirty days of receipt
of the notice under paragraph (b) of
this section will be considered before a
ruling is made.
(d) If the owner is not satisfied with
the ruling made under this section by
the Officer in Charge, Marine Inspection, that ruling may be appealed
under the procedure in § 157.06 of this
part.
§ 157.310 Exempted
vessels:
operations.
The owner, operator, and master of
each vessel that has been granted an
exemption under this subpart must ensure that:
(a) The vessel trades only between
ports or places within the United
States, its territories or possessions;
(b) The vessel loads cargo only at
ports or places listed in the exemption;
(c) Except as allowed under § 157.41 (a)
and (b) of this part, any ballast water,
except segregated ballast discharged in
accordance with § 157.43(b) of this part,
and any tank washing or cargo residues
are:
(1) Retained on board; or
(2) Transferred to a shore-based reception facility that is listed in the application for exemption, or in the case
of an emergency or a shipyard entry,
an alternative acceptable to the cognizant Officer in Charge, Marine Inspection;
(d) The vessel loads only those cargoes listed in the exemption; and
(e) The letter under § 157.306 that
grants the exemption is on board the
vessel; or
(f) The certificate of inspection bearing the following endorsement is on
board the vessel:
Exempted under 33 CFR 157.306 from
the requirements of (33 CFR 157.10a or
157.10c, whichever is appropriate, will be
inserted). This vessel may not discharge
cargo in any foreign port, nor may it
load cargo in a port other than the following: (a list of ports contained in the
application that is accepted by the Coast
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§ 157.400
33 CFR Ch. I (7–1–01 Edition)
Guard for the exempted vessel will be inserted here).
[CGD 79–126, 46 FR 3513, Jan. 15, 1981, as
amended by CGD 82–28, 50 FR 11630, Mar. 22,
1985]
Subpart G—Interim Measures for
Certain Tank Vessels Without
Double Hulls Carrying Petroleum Oils
SOURCE: CGD 91–045, 59 FR 40188, Aug. 5,
1994, unless otherwise noted.
§ 157.400
Purpose and applicability.
(a) The purpose of this subpart is to
establish mandatory safety and operational requirements to reduce environmental damage resulting from petroleum oil spills.
(b) This subpart applies to each tank
vessel specified in § 157.01 of this part
that—
(1) Is 5,000 gross tons or more;
(2) Carries petroleum oil in bulk as
cargo or cargo residue; and
(3) Is not equipped with a double hull
meeting § 157.10d of this part, or an
equivalent to the requirements of
§ 157.10d, but required to be equipped
with a double hull at a date set forth in
46 U.S.C. 3703a (b)(3) and (c)(3).
[CGD 91–045, 61 FR 39788, July 30, 1996]
§ 157.410 Emergency
lightering
quirements for oil tankers.
re-
Each oil tanker, to which this subpart applies, shall carry the equipment
listed in paragraphs (a), (b), and (c) of
this section. This equipment shall be
located on the main deck, in the cargo
control room, in the pump room, or in
the forecastle locker. This equipment
must be protected from the weather
and must be stored in one separate and
marked location which is as convenient
to the cargo manifold, as is practicable.
(a) Reducers, adapters, bolts, washers, nuts, and gaskets to allow at least
two simultaneous transfer connections
to be made from the vessel’s cargo
manifold to 15-centimeter (6-inch), 20centimeter (8-inch), and 25-centimeter
(10-inch) cargo hoses. All reducers must
be permanently marked with sizes.
(b) One extra set of adapters, bolts,
washers, nuts, and gaskets per reducer
set must be carried as spares.
(c) Reducers, bolts, and gaskets must
meet the requirements of 46 CFR 56.25.
Cast iron and malleable iron must not
be used.
[CGD 91–045, 59 FR 40188, Aug. 5, 1994, as
amended by CGD 91–045, 61 FR 39789, July 30,
1996; USCG–1998–3799, 63 FR 35531, June 30,
1998]
§ 157.415 Bridge resource management
policy and procedures.
(a) Not later than February 1, 1997, a
tankship owner or operator shall provide written policy and procedures to
masters and officers in charge of the
navigational watch concerning the
need for continuously reassessing how
bridge-watch resources are being allocated and used, based on bridge resource management principles. This
written policy and procedures must include vessel and crew specific examples
that address the following:
(1) The number of qualified individuals that should be on watch to ensure
that all duties can be performed effectively.
(2) The appropriate qualifications of
all members of the navigational watch,
the importance of confirming that all
members of the watch are fit for duty,
and the need to ensure that all members of the navigational watch are not
impaired by fatigue.
(3) The need to take into account any
known limitation in qualifications or
fitness of individuals when making
navigational and operational decisions.
(4) The need to be clear and unambiguous in assigning duties and the need
to establish that the individual understands his or her responsibilities.
(5) The need to perform tasks in a
clear order of priority and to adjust the
priority of tasks as circumstances may
require.
(6) The importance of assigning and
reassigning members of the watch to
locations where they can perform their
duties most effectively.
(7) Conditions that warrant task reassignment among members of the
watch.
(8) The instruments and equipment
necessary for the effective performance
of each task and appropriate actions if
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§ 157.430
the instruments and equipment are not
available or not functioning properly.
(9) The need for, and examples of,
clear, immediate, reliable, and relevant
communication among members of the
navigational watch.
(10) The action to be taken to suppress, remove, and avoid nonessential
activity and distractions on the bridge.
(11) The importance of collecting,
processing, and interpreting all essential information and making it conveniently available to other members of
the navigational watch and the pilot,
as necessary to perform their duties.
(12) The need to ensure that nonessential materials are not placed on
the bridge.
(13) The need to ensure that members
of the navigational watch are prepared
to respond at all times efficiently and
effectively
to
changes
in
circumstances.
(b) Beginning not later than February 1, 1997, a tank barge owner or operator shall not permit the barge to be
towed unless those individuals assigned
to duties that are similar to the duties
of the officer in charge of a navigational watch on the primary towing
vessel have been provided written
bridge resource management policy
and procedures as specified in paragraph (a) of this section.
[CGD 91–045, 61 FR 39789, July 30, 1996]
§ 157.420 Vessel specific watch policy
and procedures.
(a) Not later than February 1, 1997,
the owner or operator of a tankship
shall provide written policy and procedures to masters concerning the need
for each individual who is newly employed on board the vessel to have a
reasonable opportunity to become familiar with the shipboard equipment,
operating procedures, and other arrangements needed for the proper performance of their duties, before being
assigned to such duties. This written
policy and procedures shall be followed
by the master and shall include the following:
(1) Allocation of a reasonable and appropriate time period for each newly
employed individual to allow him or
her the opportunity to become acquainted with the following:
(i) The specific equipment the individual will be using or operating; and
(ii) The vessel specific watchkeeping,
safety, environmental protection, and
emergency procedures and arrangements the individual needs to know to
perform the assigned duties properly.
(2) Designation of a knowledgeable
crew member who will be responsible
for ensuring that an opportunity is provided to each newly employed individual to receive essential information
in a language the individual understands.
(b) Beginning not later than February 1, 1997, a tank barge owner or operator shall not permit the barge to be
towed unless those individuals assigned
to duties as master or operator on the
primary towing vessel have been provided written policy and procedures as
specified in paragraph (a) of this section.
[CGD 91–045, 61 FR 39789, July 30, 1996]
§ 157.430 Enhanced survey requirements.
Beginning at each tank vessel’s next
regularly scheduled drydock examination and continuing as required under
46 CFR part 31, or, for each foreign
flagged tank vessel, beginning at the
next drydock and continuing as required under the foreign vessel’s flag
administration, a tank vessel owner or
operator shall—
(a) Implement an enhanced survey
program that complies with the standards of IMO Resolution A.744(18),
Annex B sections 1.1.3–1.1.4, 1.2–1.3, 2.1,
2.3–2.6, 3–8, and Annexes 1–10 with appendices;
(b) Implement a vessel specific survey program that provides a level of
protection equivalent to the requirements in paragraph (a)(1) of this section and is approved by the Commandant (G–MOC). A written request
for program equivalency under this
paragraph must be submitted to the
Commandant (G–MOC); or
(c) For a tankship of less than 20,000
deadweight tons (dwt) carrying crude
oil, a tankship of less than 30,000 dwt
carrying product, or a tank barge, implement an enhanced survey program
that—
(1) Includes oversight of the program
by the Coast Guard, the vessel’s flag
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§ 157.435
33 CFR Ch. I (7–1–01 Edition)
administration, an authorized classification society as described in § 157.04
of this part, or a licensed professional
engineer;
(2) Has the frequency of survey which
is no less than the inspections required
by 46 CFR subpart 31.10;
(3) Has survey scope and recordkeeping requirements that are comparable to the requirements of paragraph (a)(1) of this section; and
(4) Includes keeping a copy of the
most recent survey on board the vessel
or, upon request by the Coast Guard,
making the surveys available within 24
hours for examination.
[CGD 91–045, 61 FR 39789, July 30, 1996]
§ 157.435 Vital systems surveys.
(a) A tank vessel owner or operator
shall ensure that surveys of the following systems are conducted:
(1) Cargo systems. The survey must include the examination and testing of
the items listed in chapters 6, 7, and 10
of the International Safety Guide for
Oil Tankers and Terminals, if applicable, prior to cargo transfer operations.
(2) Mooring systems. The survey must
include a visual examination of the
emergency towline, the anchor releasing mechanism, and mooring lines
prior to entering the port or place of
destination, if weather permits, or
prior to getting underway.
(b) Surveys must be conducted by
company management personnel, company designated individuals, or vessel
officers
knowledgeable
about
the
equipment operating parameters and
having the authority, capability, and
responsibility to initiate corrective action when the equipment is not functioning properly.
(c) The results of the survey required
in paragraph (a) of this section, including the material condition of each system, must be recorded in the tank vessel’s deck log or other onboard documentation.
[CGD 91–045, 61 FR 39789, July 30, 1996; 61 FR
41685, Aug. 9, 1996]
§ 157.440 Autopilot alarm or indicator.
(a) A tankship owner or operator
shall ensure that each installed autopilot unit without automatic manual
override has an audible and visual
alarm, which is distinct from other required bridge alarms, that will activate
if the helm is manually moved while
the autopilot is engaged.
(b) A tank barge owner or operator
shall ensure that each autopilot unit
without automatic manual override installed on the primary towing vessel
has a means to clearly indicate the
autopilot status and warns personnel of
the requirement to disengage the autopilot if positive rudder control is needed.
[CGD 91–045, 61 FR 39790, July 30, 1996]
§ 157.445 Maneuvering
performance
capability.
(a) A tankship owner or operator
shall ensure that maneuvering tests in
accordance
with
IMO
Resolution
A.751(18), sections 1.2, 2.3–2.4, 3–4.2, and
5 (with Explanatory Notes in MSC/
Circ.644) have been conducted by July
29, 1997. Completion of maneuvering
performance tests must be shown by—
(1) For a foreign flag tankship, a letter from the flag administration or an
authorized classification society, as described in § 157.04 of this part, stating
the requirements in paragraph (a) of
this section have been met; or
(2) For a U.S. flag tankship, results
from the vessel owner confirming the
completion of the tests or a letter from
an authorized classification society, as
described in § 157.04 of this part, stating
the requirements in paragraph (a) of
this section have been met.
(b) If a tankship undergoes a major
conversion or alteration affecting the
control systems, control surfaces, propulsion system, or other areas which
may be expected to alter maneuvering
performance, the tankship owner or operator shall ensure that new maneuvering tests are conducted as required
by paragraph (a) of this section.
(c) If a tankship is one of a class of
vessels with identical propulsion, steering, hydrodynamic, and other relevant
design characteristics, maneuvering
performance test results for any tankship in the class may be used to satisfy
the requirements of paragraph (a) of
this section.
(d) The tankship owner or operator
shall ensure that the performance test
results, recorded in the format of Appendix 6 of the Explanatory Notes in
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Coast Guard, DOT
§ 157.460
MSC/Circ.644, are prominently displayed in the wheelhouse.
(e) Prior to entering the port or place
of destination and prior to getting underway, the tankship master shall discuss the results of the performance
tests with the pilot while reviewing the
anticipated transit and the possible impact of the tankship’s maneuvering capability on the transit.
[CGD 91–045, 61 FR 39790, July 30, 1996; 61 FR
41685, Aug. 9, 1996]
§ 157.450 Maneuvering and vessel status information.
A tankship owner, master, or operator shall comply with IMO Resolution
A.601(15), Annex sections 1.1, 2.3, 3.1,
and 3.2, with appendices.
[CGD 91–045, 61 FR 39790, July 30, 1996]
§ 157.455 Minimum
ance.
under-keel
clear-
(a) The owner or operator of a tankship, that is not fitted with a double
bottom that covers the entire cargo
tank length, shall provide the tankship
master with written under-keel clearance guidance that includes—
(1) Factors to consider when calculating the ship’s deepest navigational
draft;
(2) Factors to consider when calculating the anticipated controlling
depth;
(3) Consideration of weather or environmental conditions; and
(4) Conditions which mandate when
the tankship owner or operator shall be
contacted prior to port entry or getting underway; if no such conditions
exist, the guidance must contain a
statement to that effect.
(b) Prior to entering the port or place
of destination and prior to getting underway, the master of a tankship that
is not fitted with the double bottom
that covers the entire cargo tank
length shall plan the ship’s passage
using guidance issued under paragraph
(a) of this section and estimate the anticipated under-keel clearance. The
tankship master and the pilot shall discuss the ship’s planned transit including the anticipated under-keel clearance. An entry must be made in the
tankship’s official log or in other on-
board documentation reflecting discussion of the ship’s anticipated passage.
(c) The owner or operator of a tank
barge, that is not fitted with a double
bottom that covers the entire cargo
tank length, shall not permit the barge
to be towed unless the primary towing
vessel master or operator has been provided with written under-keel clearance guidance that includes—
(1) Factors to consider when calculating the tank barge’s deepest navigational draft;
(2) Factors to consider when calculating the anticipated controlling
depth;
(3) Consideration of weather or environmental conditions; and
(4) Conditions which mandate when
the tank barge owner or operator shall
be contacted prior to port entry or getting underway; if no such conditions
exist, the guidance must contain a
statement to that effect.
[CGD 91–045, 62 FR 49608, Sept. 23, 1997]
§ 157.460 Additional operational
quirements for tank barges.
re-
(a) Emergency steering capability. The
owner or operator of each tank barge
shall not permit the barge to be towed
unless, by November 27, 1997, the primary towing vessel has—
(1) A steering gear system with a
main power unit, an alternative power
unit, and two remote steering gear control systems, except that separate
steering wheels or steering levers are
not required. The steering gear control
systems must be arranged so that if
the system in operation fails, the other
system can be brought into immediate
operation from a position on the navigating bridge; or
(2) Twin screw propulsion with separate control systems for each propeller.
(b) Fendering system. An owner or operator of a tank barge shall not permit
the barge to be towed unless the primary towing vessel and any fleeting or
assist towing vessels have a fendering
system that is of substantial size and
composition to prevent metal to metal
contact between the towing vessel and
the barge during maneuvering operations.
[CGD 91–045, 61 FR 39790, July 30, 1996; 61 FR
41685, Aug. 9, 1996]
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§ 157.500
33 CFR Ch. I (7–1–01 Edition)
Subpart H—Interim Measures for
Certain Tank Vessels Without
Double Hulls Carrying Animal
Fat or Vegetable Oil
SOURCE; CGD 91–045, 61 FR 39791, July 30,
1996, unless otherwise noted.
§ 157.500 Purpose and applicability.
(a) The purpose of this subpart is to
establish mandatory safety and operational requirements to reduce environmental damage resulting from the
discharge of animal fat or vegetable
oil.
(b) This subpart applies to each tank
vessel specified in § 157.01 of this part
that—
(1) Is 5,000 gross tons or more;
(2) Carries animal fat or vegetable oil
in bulk as cargo or cargo residue; and
(3) Is not equipped with a double hull
meeting § 157.10d of this part, or an
equivalent to the requirements of
§ 157.10d, but required to be equipped
with a double hull at a date set forth in
46 U.S.C. 3703a (b)(3) and (c)(3).
§ 157.510 Operational measures.
An owner or operator of a tank vessel
that carries animal fat or vegetable oil
in bulk as cargo or cargo residue shall
comply with the requirements in all
sections of subpart G of this part.
Subpart I—Interim Measures for
Certain Tank Vessels Without
Double Hulls Carrying Other
Non–Petroleum Oil
SOURCE; CGD 91–045, 61 FR 39791, July 30,
1996, unless otherwise noted.
§ 157.600 Purpose and applicability.
(a) The purpose of this subpart is to
establish mandatory safety and operational requirements to reduce environmental damage resulting from the
discharge of other non-petroleum oil.
(b) This subpart applies to each tank
vessel specified in § 157.01 of this part
that—
(1) Is 5,000 gross tons or more;
(2) Carries other non-petroleum oil in
bulk as cargo or cargo residue; and
(3) Is not equipped with a double hull
meeting § 157.10d of this part, or an
equivalent to the requirements of
§ 157.10d, but required to be equipped
with a double hull at a date set forth in
46 U.S.C. 3703a (b)(3) and (c)(3).
§ 157.610
Operational measures.
An owner or operator of a tank vessel
that carries other non-petroleum oil in
bulk as cargo or cargo residue shall
comply with the requirements in all
sections of subpart G of this part.
APPENDIX A TO PART 157—DAMAGE ASSUMPTIONS,
HYPOTHETICAL
OUTFLOWS, AND CARGO TANK SIZE AND
ARRANGEMENTS
1. Source. The procedures for the damage
assumption calculations contained in this
Appendix conform to Regulations 22, 23, and
24 of Annex I of the International Convention for the Prevention of the Pollution from
Ships, 1973, done at London, November 2,
1973.
2. Assumptions. For the purpose of calculating hypothetical outflow from tank vessels, three dimensions of the extent of damage of a parallelepiped on the side and bottom of the vessel are assumed.
(a) For side damage, the conditions are as
follows:
Damage
Conditions
(1) Longitudinal extent lc ..............
(2) Transverse extent (tc) (inboard
from the vessel’s side at right
angles to the centerline at the
level corresponding to the assigned summer freeboard).
(3) Vertical extent (vc) ..................
⁄ L2/3 or 14.5 m, whichever is less.
B
—or 11.5 m, whichever
is 5 less.
13
From the base line upwards without limit.
(b) For bottom damage, two conditions to
be applied individually to the stated portions
of the vessel, as follows:
Conditions
Damage
(1) Longitudinal extent (l s) .................
(2) Transverse extent (t s) ..................
(3) Vertical extent from the base line
(vs).
For 0.3L from the forward perpendicular of ship
Any other part of ship
L/10 ........................................................................
B/6 or 10 meters, whichever is less but not less
than 5 meters.
B/15 or 6 meters, whichever is less ......................
L/10 or 5 meters, whichever is less.
5 meters.
B/15 or 6 meters, whichever is less.
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Pt. 157, App. A
3. Hypothetical Outflow of Oil. (a) The hypothetical outflow of oil in the case of side
damage (Oc) and bottom damage (Os) is calculated by the following formula with respect to compartments breached by damage
to all conceivable locations along the length
of the vessel to the extent as defined in section 2 of this Appendix.
(1) For side damages: Formula
Oc = Σ Wi+Σ KiCi
(2) For bottom damage: Formula II
Os = 1⁄3(Σ ZiWi+Σ ZiCi)
Where:
Wi=Volume of a wing tank assumed to be
breached by the damage as specified in section 2 of this Appendix; Wi for a segregated
ballast tank may be taken equal to zero;
Ci=Volume of a center tank assumed to be
breached by the damage as specified in section 2 of this Appendix; Ci for a segregated
ballast tank may be taken equal to zero;
Ki = 1−
bi
tc
when bi is equal to or greater than tc, Ki is
equal to zero;
Zi = 1 −
hi
vs
when hi is equal to or greater than vs, Zi is
equal to zero;
bi=Minimum width of wing tank under consideration measured inboard from the vessel’s side at right angles to the centerline
at the level corresponding to the assigned
summer freeboard; and
hi=Minimum depth of the double bottom
under consideration; where no double bottom is fitted, hi is equal to zero.
(b) If a void space or segregated ballast
tank of a length less than lc is located between wing oil tanks, Oc in formula I of this
section may be calculated on the basis of
volume Wi being the actual volume of one
such tank (where they are of equal capacity)
or the smaller of the two tanks (if they differ
in capacity), adjacent to such space, multiplied by Si as defined below and taking for
all other wing tanks involved in such a collision the value of the actual full volume.
Si = 1 −
li
lc
Where li=length of void space or segregated
ballast tank under consideration.
(c) Credit is only given in respect to double
bottom tanks which are either empty or carrying clean water when cargo is carried in
the tanks above.
(1) If the double bottom does not extend for
the full length and width of the tank involved, the double bottom is considered non-
existent and the volume of the tanks above
the area of the bottom damage must be included in formula II of this section even if
the tank is not considered breached because
of the installation of such a partial double
bottom.
(2) Suction wells may be neglected in the
determination of the value hi if such wells
are not excessive in area and extend below
the tank for a minimum distance and in no
case more than half the height of the double
bottom. If the depth of such a well exceeds
half the height of the double bottom, hi is
taken equal to the double bottom height
minus the well height.
(d) In the case where bottom damage simultaneously involves four center tanks, the
value of Os may be calculated according to
formula III as follows:
Os = 1⁄4(Σ ZiWi+Σ ZiCi)
(e) Credit for reduced oil outflow from bottom damage may be applied to formula III
for an installed emergency high suction
cargo transfer system that:
(1) transfers within two hours oil equal to
one half of the volume of the largest tank involved;
(2) has sufficient ballast or cargo tankage
available to receive the transferred oil; and
(3) has the high suction piping installed at
a height not less than the vertical extent of
bottom damage (vs).
4. Allowable volumes of cargo tanks.
(a) The allowable volume of a wing cargo
tank (VOLw) is equal to seventy-five percent
of OA. In a segregated ballast tank vessel
VOLw may equal OA for a wing cargo oil
tank located between two segregated ballast
tanks each of length greater than lc and
width greater than tc.
(b) The allowable volume of a center cargo
tank (VOLc) is 50,000 cubic meters.
5. Allowable length of cargo tanks.
The length of each cargo tank (1 a) must
not exceed 10 meters or the distance calculated from (a), (b), or (c), as appropriate,
whichever is greater:
(a) Where no longitudinal bulkhead is provided inside the cargo tanks: 1 a=[0.5(bi/
B)+0.1] L, but not to exceed 0.2L.
(b) Where a centerline longitudinal bulkhead is provided inside the cargo tanks: 1
a=[0.25(bi/B)+0.15] L, but not to exceed 0.2L.
(c) Where two or more longitudinal bulkheads are provided inside the cargo tanks:
(1) For wing cargo tanks: 1 a = 0.2L.
(2) For center cargo tanks:
(i) If (bi/B) is equal to or greater than 0.2,
1 a = 0.2L.
(ii) If (bi/B) is less than 0.2:
(A) Where no centerline longitudinal bulkhead is provided, 1 a = [0.5(bi/B) + 0.1] L.
(B) Where a centerline longitudinal bulkhead is provided, 1 a = [0.25(bi/B) + 0.15] L.
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Pt. 157, App. B
33 CFR Ch. I (7–1–01 Edition)
(d) ‘‘bi’’ is the minimum distance from the
ship’s side to the outer longitudinal bulkhead of the tank in question, measured inboard at right angles to the centerline at the
level corresponding to the assigned summer
freeboard.
[CGD 74–32, 40 FR 48283, Oct. 14, 1975, as
amended by CGD 74–32, 40 FR 49328, Oct. 22,
1975; CGD 90–051, 57 FR 36245, Aug. 12, 1992]
APPENDIX B TO PART 157—SUBDIVISION
AND STABILITY ASSUMPTIONS
1. Source. The procedures for the loading
assumption calculations contained in this
Appendix conform to Regulation 25 of Annex
I of the International Convention for the
Prevention of the Pollution from Ships, 1973,
done at London, November 2, 1973.
2. Loading Assumptions. For the purpose of
calculating subdivision and damage stability
for a tank vessel, the operating drafts must
reflect actual partial or full load conditions
consistent with trim and strength of the vessel. Ballast conditions need not be considered if the tank vessel is not carrying oil in
cargo tanks excluding oily residues. Loading
condition must reflect the specific gravities
of the cargo.
3. Damage Assumptions.
(a) Damage is applied to all conceivable locations along the length of the vessel as follows:
(1) For a vessel of more than 225 meters in
length, anywhere in the vessel’s length.
(2) For a vessel of more than 150 meters,
but not exceeding 225 meters in length, anywhere in the vessel’s length except where the
after or forward bulkhead bounding a machinery space located aft is involved in the
damage assumption. The machinery space is
calculated as a single floodable compartment.
(3) For a vessel 150 meters or less in length,
anywhere in the vessel’s length between adjacent transverse bulkheads except the machinery space.
(b) The extent and the character of the assumed side or bottom damage, as defined in
section 2 of Appendix A of this part, must be
applied except longitudinal bottom damage
within 0.3L from the forward perpendicular
must be assumed to be the same as that for
side damage. If any damage of lesser extent
results in a more severe condition, such damage must be assumed.
(c) If damage involves transverse bulkheads as specified in paragraphs (a)(1) and (2)
of this section, transverse watertight bulkheads must be spaced at least at a distance
equal to the longitudinal extent of the assumed damage specified in paragraph (b) of
this section in order to be considered effective. Where transverse bulkheads are spaced
at a lesser distance, one or more of these
bulkheads within such extent of damage
must be assumed as nonexistent for the purpose of determining flooded compartments.
(d) If the damages between adjacent transverse watertight bulkheads is within the definition contained in paragraph (a)(3) of this
section, no main transverse bulkhead or a
transverse bulkhead bounding side tanks or
double bottom tanks is to be assumed damaged, unless:
(1) the spacing of the adjacent bulkheads is
less than the longitudinal extent of assumed
damage defined in paragraph (b) of this section; or
(2) there is a step or a recess in a transverse bulkhead of more than 3.05 meters in
length, located within the extent of penetrations of assumed damage. The step formed by
the after peak bulkhead and after peak tank
top is not regarded as a step for these calculations.
(e) If pipes, ducts, or tunnels are situated
within the assumed extent of damage, there
must be arrangements so that progressive
flooding may not thereby extend to compartments other than those assumed to be
floodable for each case of damage.
4. Characteristic and Condition Assumption
for Calculations.
(a) Account must be taken of any empty or
partially filled tanks, the specific gravity of
cargoes carried, and any outflow of liquids
from damaged compartments.
(b) The permeabilities are assumed as follows:
Intended space use
Permeability
Stores ................................................................
Accommodation .................................................
Machinery ..........................................................
Voids ..................................................................
Consumable liquids ...........................................
Other liquids ......................................................
0.60
0.95
0.85
0.95
1 0 or 0.95
2 10 or 0.95
1 Whichever results in the more severe requirements.
2 The permeability of partially filled compartments must be
consistent with actual density and the amount of liquid carried.
(c) The buoyancy of any superstructure directly above the side damage is to be disregarded. The unflooded parts of superstructures beyond the extent of damage may
be taken into consideration if they are separated from the damaged space by watertight
bulkheads and no progressive flooding of
these intact spaces takes place. Class I doors
are allowed in watertight bulkheads in the
superstructure.
(d) The free surface effect is to be calculated:
(1) at an angle of heel of 5 degrees for each
individual compartment; or
(2) by assessing the shift of liquids by moment of transference calculations.
(e) In calculating the effect of free surfaces
of consumable liquids, it is to be assumed
that, for each type of liquid, at least one
transverse pair or a single centerline tank
has a free surface and the tank or combination of tanks to be taken into account is to
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Pt. 157, App. D
be those where the effect of free surface is
the greatest.
APPENDIX C TO PART 157—PROCEDURE
FOR DETERMINING DISTRIBUTION OF
SEGREGATED BALLAST TANKS TO
PROVIDE PROTECTION AGAINST OIL
OUTFLOW IN THE EVENT OF GROUNDING, RAMMING, OR COLLISION
1. Source. The procedure for determining
the distribution of segregated ballast tanks
contained in this appendix conforms to Regulation 13E of the MARPOL Protocol.
2. Procedure. Protective location of segregated ballast tanks, voids, and other
spaces that do not carry cargo which are
within the cargo tank length is determined
from the following:
Σ PAc + Σ PAs = J[Lt(B + 2D)]
Where:
PAc=the side shell area in square meters
based on projected molded dimensions
for each segregated ballast tank, void, or
other space that does not carry cargo and
which complies with paragraph 2(b) of
this appendix;
PAs=the bottom shell area in square meters
based on projected molded dimensions
for each segregated ballast tank, void, or
other space that does not carry cargo and
which complies with paragraph 2(b) of
this appendix;
Lt=the length in meters between the forward
and after extremities of the cargo tanks;
B=the maximum breadth of the ship in meters measured amidship to the molded
line of the frame; and
D=the molded depth in meters measured
vertically from the top of the keel plate
to the top of the freeboard deck beam at
the side amidships. In tank vessels having rounded gunwales, the molded depth
is measured from the top of the keel
plate to the point of intersection of the
molded lines of the deck and side shell
plating, the lines being extended as
though the gunwale were of angular design.
(a) Method of determining a value for J.
(1) For tank vessels for 20,000 DWT, J=0.45.
(2) For tank vessels of 200,000 DWT or
more:
(i) J=0.30; or
(ii) J=the greater of 0.20, or
(O c + O s )
0.30 − a −
,
40 A
where:
a=0.25 for tank vessels of 200,000 DWT.
a=0.40 for tank vessels of 300,000 DWT.
a=0.50 for tank vessels of 420,000 DWT.
For values of DWT between 200,000 and
300,000 DWT, 300,000 and 420,000 DWT, and
greater than 420,000 DWT, the value of ‘‘a’’ is
determined by linear interpolation.
Oc = as calculated in Appendix A of this part.
Os = as calculated in Appendix A of this part.
OA = the allowable oil outflow meeting
§ 157.19(b)(1) of this part.
(3) For values of DWT between 20,000 and
200,000 DWT, the value of ‘‘J’’ is determined
by linear interpolation between 0.45 and 0.30
respectively.
(b) PAc and PAs: Criteria for determining the
segregated ballast tanks, voids, and other spaces
that do not carry cargo.
The following criteria are to be met for a
segregated ballast tank, void, or space that
does not carry cargo, to be used in determining PAc and PAs:
(1) The minimum width of each wing tank
or space, either of which extends for the full
depth of the vessel’s side or from the main
deck to the top of the double bottoms is 2
meters or more. The width is measured inboard from the vessel’s side shell plating at
right angles to the vessel’s center line. If a
wing tank or space has a width anywhere
within it that is less than 2 meters, that
wing tank or space is not used when calculating PAc.
(2) The minimum vertical depth of each
double bottom tank or space is B/15 or 2 meters, whichever is smaller. If a double bottom tank or space has a depth less than B/15
or 2 meters, whichever is smaller, anywhere
within it, the double bottom or space is not
to be used when calculating PAs.
(3) The minimum width of a wing tank or
space is not measured in the way of—
(i) the turn of the bilge area; or
(ii) a rounded gunwale area.
(4) The minimum depth of a double bottom
tank or space is not measured in the way of
the turn of the bilge area.
[CGD 77–058b, 45 FR 43716, June 30, 1980]
APPENDIX D TO PART 157—EXAMPLE OF
A PROCEDURE FOR DEDICATED CLEAN
BALLAST TANKS OPERATIONS
1. Source. The example procedure for dedicated clean ballast tanks operation contained in this appendix conforms to the
Annex of Resolution 14 of the MARPOL Protocol.
2. Example Procedure. Dedicated clean ballast tanks operational procedure:
(a) Before arrival at the loading port:
(1) Transfer all remaining slop to a cargo
tank.
(2) Ensure that the pumping and piping
designated for clean ballast operation have
been properly cleaned to accommodate simultaneous discharge of clean ballast while
loading.
(3) Ensure that all valves to the slop tank
and the cargo tanks are closed.
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33 CFR Ch. I (7–1–01 Edition)
(4) Perform visual inspection of all dedicated clean ballast tanks and their contents,
if any, for signs of contamination.
(5) Discharge a sufficient amount of clean
ballast water to ensure that remaining ballast water and cargo to be loaded will not exceed the permissible deadweight or draft.
Leave a sufficient amount of water for flushing the piping, and as a minimum, a quantity equal to 10 times the volume of the affected piping.
(6) Ensure that all valves to the dedicated
clean ballast tanks are closed.
(7) If no further ballast discharge is anticipated, drain the clean ballast piping.
(b) In the loading port:
(1) Perform normal loading operations of
cargo tanks.
(2) Ensure sufficient slop tank capacity is
available for subsequent reception of cargo
pump and piping flushings.
(3) When applicable, discharge remaining
clean ballast before entire piping system is
used for loading. Leave the required minimum quantity of flushing water in ballast
tanks.
(4) Ensure that all valves to the dedicated
clean ballast tanks are closed.
(5) Ensure that all valves to the cargo tank
are closed upon completion of loading.
(c) After departure from the loading port:
(1) Flush appropriate pumping and piping
with sufficient water from dedicated clean
ballast tanks into a slop tank.
(2) Ensure that valves to the slop tank are
closed before pumping the remaining clean
water overboard and monitoring oil content
of the water.
(3) Ensure that all valves in the dedicated
clean ballast tanks are closed.
(d) Before arrival at the unloading port:
(1) Ensure that all valves to the slop tank
and cargo tanks are closed.
(2) Recheck that the pumping and piping
designated for clean ballast operation have
been properly cleaned.
(3) Ballast through clean cargo pumps and
piping, considering the port’s draft requirements.
(4) Ensure that all valves in the dedicated
clean ballast tanks are closed.
(e) In the unloading port:
(1) Allocate pumping and piping intended
for clean ballast operation.
(2) Perform normal unloading operations.
(3) As soon as draft conditions permit,
complete ballasting to departure conditions.
(4) Ensure that all valves to the dedicated
clean ballast tanks are closed.
(5) Complete unloading.
(f) After departure from the unloading
port:
(1) Flush pumps and piping servicing the
dedicated clean ballast tanks into the slop
tank.
(2) Top up dedicated clean ballast tanks.
(3) Process the slop tank content in accordance with load on top (LOT) procedures.
[CGD 77–058b, 45 FR 43717, June 30, 1980]
APPENDIX E TO PART 157—SPECIFICATIONS FOR THE DESIGN, INSTALLATION AND OPERATION OF A PART
FLOW SYSTEM FOR CONTROL OF
OVERBOARD DISCHARGES
Source. Appendix 2 to Annex 5 of IMO’s Marine Environment Protection Committee
document MEPC/Circ. 97. Paragraphs 1 and 2
are printed for information. Paragraphs 3, 4,
and 5 are incorporated into §§ 157.11 and
157.37.
Note: Information in square brackets on
Figure 1 has been added by the Coast Guard
for clarity.
1
Purpose
The purpose of these Specifications is to
provide specific design criteria and installation and operational requirements for the
part flow system referred to in Regulation
18(6)(e) of Annex I of the International Convention for the Prevention of Pollution from
Ships, 1973 as modified by the Protocol of
1978 relating thereto.
2
Application
2.1 Existing oil tankers may, in accordance with Regulation 18(6)(e) of Annex I of
MARPOL 73/78, discharge dirty ballast water
and oil contaminated water from cargo tank
areas below the waterline, provided part of
the flow is led through permanent piping to
a readily accessible location on the upper
deck or above where it may be visually observed during the discharge operation and
provided that the arrangements comply with
the requirements established by the Administration and which shall at least contain all
the provisions of these Specifications.
2.2 The part flow concept is based on the
principle that the observation of a representative part flow of the overboard effluent is
equivalent to observing the entire effluent
stream. These specifications provide the details of the design installation, and operation of a part flow system.
3
General Provisions
3.1 The part flow system shall be so fitted
that it can effectively provide a representative sample of the overboard effluent for visual display under all normal operating conditions.
3.2 The part flow system is in many respects similar to the sampling system for an
oil discharge monitoring and control system
but shall have pumping and piping arrangements separate from such a system, or combined equivalent arrangements acceptable to
the Administration.
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3.3 The display of the part flow shall be
arranged in a sheltered and readily accessible location on the upper deck or above, approved by the Administration (e.g. the entrance to the pump room). Regard should be
given to effective communication between
the location of the part flow display and the
discharge control position.
3.4 Samples shall be taken from relevant
sections of the overboard discharge piping
and be passed to the display arrangement
through a permanent piping system.
3.5 The part flow system shall include the
following components:
.1 Sampling probes;
.2 Sample water piping system;
.3 Sample feed pump(s);
.4 Display arrangement;
.5 Sample discharge arrangement; and,
subject to the diameter of the sample piping:
.6 Flushing arrangement.
.3.6 The part flow system shall comply
with the applicable safety requirements.
4
System Arrangement
4.1 Sampling points.
4.1.1 Sampling point locations:
.1 Sampling points shall be so located
that relevant samples can be obtained of the
effluent being discharged through outlets
below the waterline which are being used for
operational discharges.
.2 Sampling points shall as far as practicable be located in pipe sections where a
turbulent flow is normally encountered.
.3 Sampling points shall as far as practicable be arranged in accessible locations in
vertical sections of the discharge piping.
4.1.2 Sampling probes:
.1 Sampling probes shall be arranged to
protrude into the pipe a distance of about
one fourth of the pipe diameter.
.2 Sampling probes shall be arranged for
easy withdrawal for cleaning.
.3 The part flow system shall have a stop
valve fitted adjacent to each probe, except
that were the probe is mounted in a cargo
line, two stop valves shall be fitted in series,
in the sample line.
.4 Sampling probes should be of corrosion
resistant and oil resistant material, of adequate strength, properly jointed and supported.
.5 Sampling probes shall have a shape
that is not prone to becoming clogged by
particle contaminants and should not generate high hydrodynamic pressures at the
sampling probe tip. Figure 1 is an example of
one suitable shape of a sampling probe.
.6 Sampling probes shall have the same
nominal bore as the sample piping.
4.2 Sample piping:
.1 The sample piping shall be arranged as
straight as possible between the sampling
points and the display arrangement. Sharp
bends and pockets where settled oil or sediment may accumulate should be avoided.
.2 The sample piping shall be so arranged
that sample water is conveyed to the display
arrangement within 20 seconds. The flow velocity in the piping should not be less than
2 metres per second.
.3 The diameter of the piping shall not be
less than 40 millimetres if no fixed flushing
arrangement is provided and shall not be less
than 25 millimetres if a pressurized flushing
arrangement as detailed in paragraph 4.4 is
installed.
.4 The sample piping should be of corrosion-resistant and oil-resistant material, of
adequate strength, properly jointed and supported.
.5 Where several sampling points are installed the piping shall be connected to a
valve chest at the suction side of the sample
feed pump.
4.3 Sample feed pump:
.1 The sample feed pump capacity shall be
suitable to allow the flow rate of the sample
water to comply with 4.2.2.
4.4 Flushing arrangement:
.1 If the diameter of sample piping is less
than 40 millimetres, a fixed connexion from
a pressurized sea or fresh water piping system shall be installed to enable flushing of
the sample piping system.
4.5 Display arrangement:
.1 The display arrangement shall consist
of a display chamber provided with a sight
glass. The chamber should be of a size that
will allow a free fall stream of the sample
water to be clearly visible over a length of at
least 200 millimetres. The Administration
may approve equivalent arrangements.
.2 The display arrangement shall incorporate valves and piping in order to allow a
part of the sample water to bypass the display chamber to obtain a laminar flow for
display in the chamber.
.3 The display arrangement shall be designed to be easily opened and cleaned.
.4 The internal of the display chamber
shall be white except for the background
wall which shall be so coloured in order to
facilitate the observation of any change in
the quality of the sample water.
.5 The lower part of the display chamber
shall be shaped as a funnel for collection of
the sample water.
.6 A test cock for taking a grab sample
shall be provided in order that a sample of
the water can be examined independent of
that in the chamber.
.7 The display arrangement shall be adequately lighted to facilitate visual observation of the sample water.
4.6 Sample discharge arrangement:
.1 The sample water leaving the display
chamber shall be routed to the sea or to a
slop tank through piping of adequate diameter.
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5
33 CFR Ch. I (7–1–01 Edition)
Operation
5.1 When a discharge of dirty ballast
water or other oil contaminated water from
the cargo tank area is taking place through
an outlet below the waterline, the part flow
system shall provide sample water from the
relevant discharge outlet at all times.
5.2 The sample water should be observed
particularly during those phases of the discharge operation when the greatest possibility of oil contamination occurs. The discharge shall be stopped whenever any traces
of oil are visible in the flow and when the oil
content meter reading indicates oil content
exceeds permissible limits.
5.3 On those systems that are fitted with
flushing arrangements, the sample piping
should be flushed after contamination has
been observed and additionally it is recommended that the sample piping be flushed
after each period of usage.
5.4 The ship’s cargo and ballast handling
manuals and, where applicable, those manuals required for crude oil washing systems or
dedicated clean ballast tanks operation shall
clearly describe the use of the part flow system in conjunction with the ballast discharge and the slop tank decanting procedures.
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[CGD 75–124a, 48 FR 45721, Oct. 6, 1983]
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Pt. 157, App. F
33 CFR Ch. I (7–1–01 Edition)
APPENDIX F TO PART 157—GUIDELINES
AND SPECIFICATIONS FOR OIL DISCHARGE MONITORING AND CONTROL
SYSTEMS FOR TANKERS
Source. IMO Resolution A.496(XII). Paragraphs 1, 2, 3, and 7 are printed for information. Paragraphs 4, 5, and 6 are incorporated
into § 157.12.
Mandatory Language. Wherever the word
‘‘should’’ is used in this appendix, substitute
the word ‘‘shall’’. Compliance with these provisions is mandatory.
Note. Numbered footnotes have been added
by the Coast Guard for clarity. Footnotes in
the original text have been inserted parenthetically in the text and are identified by
an asterisk.
1 Purpose
1.1 The purpose of these Guidelines and
Specifications is:
.1 To provide a uniform interpretation of
the requirements of Regulation 15(3)(a) of
Annex I to the MARPOL 73/78 Convention(1),
and
.2 To assist Administrations in determining appropriate design, construction and
operational parameters for oil discharge
monitoring and control systems when such
systems are fitted in ships flying the flag of
their State.
2
Background
2.1 The requirements of Annex I to the
MARPOL 73/78 Convention relating to oil
content monitoring of oil tanker ballast and
tank washing water are contained in Regulation 15(3)(a), which stipulates that oil tankers of 150 tons gross tonnage and above shall
be equipped with an approved oil discharge
monitoring and control system and that the
system shall record continuously:
.1 The discharge of oil in litres per nautical mile and total quantity of oil discharge; or
.2 In lieu of the total quantity of oil discharged, the oil content of the effluent and
rate of discharge.
In both cases the record shall be ‘‘identifiable as to time and date’’ and shall be kept
for at least three years.
2.2 Regulation 15 also stipulates that the
system shall come into operation when there
is any discharge of effluent into the sea and
shall be such as will ensure that any discharge of oily mixture is automatically
stopped when the instantaneous rate of discharge of oil exceeds that permitted by Regulation 9(1)(a). In existing oil tankers the
stopping of the discharge may be performed
manually and the rate of discharge may be
estimated from the pump characteristics.
2.3 A test and performance specification
for the basic oil content meter, indicating
oil content in ppm, has been adopted by Resolution A.393(X).
2.4 Resolution A.445(XI) recognizes the
need for early installation of oil discharge
monitoring and control systems in order
that operational experience can be gained.
That resolution further invites the Marine
Environment Protection Committee (MEPC)
to develop guidelines for the progressive installation of oil discharge monitoring and
control systems for new and existing oil
tankers.
3
Application
3.1 An oil discharge monitoring and control system, approved by the Administration, shall be fitted in every oil tanker of 150
tons gross tonnage and above, and shall be
fitted in:
.1 New (*as defined in Regulation 1(6))(2)
tankers, on the date of entry into force of
the Convention;
.2 Existing tankers, within three years of
the date of entry into force of the Convention.
3.2 Existing tankers operating with a
tank cleaning procedure using crude oil
washing in accordance with Regulation 13(8)
or with dedicated clean ballast tanks in accordance with Regulation 13(9) must fit an
oil content meter not later than the first
scheduled shipyard visit after entry into
force of the Convention.
3.3 An incentive scheme to encourage the
early installation of oil discharge monitoring and control systems (Resolution
A.445(XI)) has been developed which allows
different requirements depending on the date
of installation of the system and the size and
building date of the oil tanker. The terms
used in the description of the various requirements are defined in section 4 below.
4
Definitions
4.1 ‘‘Oil discharge monitoring and control
system’’
4.1.1 Oil discharge monitoring and control
system is a general term covering any one of
the units referred to in paragraphs 4.2, 4.3,
and 4.4.
4.2 ‘‘Control unit’’
4.2.1 A control unit is a system which receives automatic signals of:
.1 Oil content;
.2 Flow rate of discharge;
.3 Ship’s speed;
.4 Date and time (G.M.T.); and
.5 Discharge valve position (open or
closed).
4.2.2 The unit shall make automatic recordings of:
.1 Instantaneous rate of discharge of oil;
.2 Total quantity of oil discharged;
.3 Date and time (G.M.T.);
.4 Discharge valve position (open or
closed);
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.5 Alarm condition;
.6 Failure (i.e. no flow, fault etc.); and
.7 Override action (i.e. manual override,
flushing, calibration etc.).
4.2.3 The unit shall be fitted with a starting interlock and discharge valve control capability. The unit shall meet the specifications contained in the relevant paragraphs of
section 6.
4.3 ‘‘Computing unit’’.
4.3.1 A computing unit is a system which
receives automatic signals of:
.1 Oil content;
.2 Date and time (G.M.T.);
.3 Discharge valve activation;
.4 Flow rate of discharge; and
.5 Ship’s speed in knots.
The flow rate and ship’s speed may be manually inserted into the unit.
4.3.2 The unit shall make automatic recordings of:
.1 Instantaneous rate of discharge of oil;
.2 Total quantity of oil discharged;
.3 Date and time (G.M.T.);
.4 Discharge valve position (open or
closed);
.5 Alarm condition;
.6 Failure (i.e. no flow, fault etc.);
.7 Override action;
.8 Manual input (i.e. speed, flow); and
.9 Oil content if the flow rate has been
manually inserted.
4.3.3 Unless explicitly stated in the Implementation Requirements (see section 5
below) the unit need not be fitted with a
starting interlock or discharge valve control
capability.
4.3.4 The unit shall meet the specifications contained in the relevant paragraphs of
section 6.
4.4 ‘‘Calculating unit’’.
4.4.1 A calculating unit is a system which
received automatic signals of:
.1 Oil content;
.2 Flow rate of discharge; and
.3 Ship’s speed.
The flow rate and ship’s speed may be manually inserted into the unit.
4.4.2 The unit shall make an automatic
recording of:
.1 Oil content, unless the oil content
meter is provided with a recorder.
4.4.3 The unit shall display:
.1 Instantaneous rate of discharge of oil;
.2 Total quantity of oil discharged, unless
permitted to be calculated manually.
4.4.4 The time and date, instantaneous
rate of discharge of oil and, the total quantity of oil discharged may be recorded manually.
4.4.5 The unit need not be fitted with a
starting interlock nor discharge valve control capability.
4.4.6 The unit shall meet the specifications contained in the relevant paragraphs of
section 6.
4.5 ‘‘Starting interlock’’ is an automatic
device which prevents the initiation of the
opening of the discharge valve before the
monitoring and control system is fully operational when use of this system is required
by the Convention.
4.6 The ‘‘discharge valve control’’ is an
automatic device which initiates the sequence to stop the overboard discharge.
5
Implementation Requirements
5.1 To assist in the implementation of
Resolution A.445(XI), an implementation
scheme has been developed by the MEPC
which provides slightly different requirements for oil discharge monitoring and control systems depending on size and building
date of the oil tanker. The scheme also allows for different requirements, depending
on the installation date of the system.
5.2 Under the implementation scheme
contained in paragraph 5.4 oil tankers of 150
tons gross tonnage and above have been arranged into five categories. Each category of
oil tanker shall be fitted with an oil discharge monitoring and control system as set
out below. The definitions given in section 4
should be consulted for a description of the
different systems.
5.3 The implementation scheme set out in
paragraph 5.4 gives details, with reference to
paragraph 4, of the minimum equipment required to comply with this scheme. Where it
is expedient to fit equipment of a higher category than required no objection shall be
raised to this arrangement.
5.4 Implementation scheme:
5.4.1 Category I—
.1 An oil tanker of this category is of 4,000
tons deadweight and above and is a ‘‘new
ship’’ as defined in Regulation 1(6) of Annex
I of MARPOL 73/78 and the oil discharge
monitoring and control system is installed
on or after 1 June 1982.
.2 This category of ship shall be fitted
with a control unit as defined under paragraph 4.2.
5.4.2 Category II—
.1 An oil tanker of this category is of 4,000
tons deadweight and above and is a ‘‘new
ship’’ as defined in Regulation 1(6) of Annex
I of MARPOL 73/78 and the oil discharge
monitoring and control system is installed
before 1 June 1982.
.2 This category of ship shall be fitted
with a computing unit as defined under paragraph 4.3.
.3 The system shall also be fitted with a
starting interlock and a discharge valve control.
5.4.3 Category III—
.1 An oil tanker of this category is of 150
tons gross tonnage and above, but less than
4,000 tons deadweight and is a ‘‘new ship’’ as
defined in Regulation 1(6) of Annex I of
MARPOL 73/78.
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33 CFR Ch. I (7–1–01 Edition)
.2 This category of ship shall be fitted
with a computing unit as defined under paragraph 4.3.
.3 No automatic devices are required to
activate overboard discharge valve closure,
neither is a starting interlock required.
5.4.4 Category IV(a)—
.1 An oil tanker of this category is of
20,000 tons deadweight and above and is an
‘‘existing ship’’ as defined in Regulation 1(7)
of Annex I of MARPOL 73/78 and the oil discharge monitoring and control system is installed between one year and three years
after the date of entry into force of MARPOL
73/78.
.2 This category of ship shall be fitted
with a computing unit as defined under paragraph 4.3.
.3 The system shall also be fitted with a
starting interlock, but need not be fitted
with a discharge valve control.
.4 For oil tankers within this category up
to and including 100,000 tons deadweight,
where the overboard discharge has local
manual control or where control is provided
by means of extension rods, Administrations
may grant waivers or exemptions from the
requirement to fit a starting interlock system (3).
5.4.5 Category IV(b)—
.1 An oil tanker of this category is of
20,000 tons deadweight and above and is an
‘‘existing ship’’ as defined in Regulation 1(7)
of Annex I of MARPOL 73/78 and the oil discharge monitoring and control system is installed not later than one year after the date
of entry into force of MARPOL 73/78.
.2 This category of ship shall be fitted
with a computing unit as defined under paragraph 4.3.
.3 No automatic devices are required to
activate overboard discharge valve closure,
neither is a starting interlock required.
5.4.6 Category V(a)—
.1 An oil tanker of this category is of 150
tons gross tonnage and above but less than
20,000 tons deadweight and is an ‘‘existing
ship’’ as defined in Regulation 1(7) of Annex
I of MARPOL 73/78 and the oil discharge
monitoring and control system is installed
between one year and three years after the
entry into force of MARPOL 73/78.
.2 This category of ship shall be fitted
with a calculating unit as defined under
paragraph 4.4.
.3 No automatic devices are required to
activate overboard discharge valve closure,
neither is a starting interlock required.
5.4.7 Category V(b)—
.1 An oil tanker of this category is of 150
tons gross tonnage and above but less than
20,000 tons deadweight and is an ‘‘existing
ship’’ as defined in Regulation 1(7) of Annex
I to MARPOL 73/78 and the oil discharge
monitoring and control system is installed
not later than one year after the entry into
force of MARPOL 73/78.
.2 This category of ship shall be fitted
with a calculating unit as defined under
paragraph 4.4. However, the total quantity of
oil discharged may be computed manually.
.3 No automatic devices are required to
activate overboard discharge valve closure,
neither is a starting interlock required.
5.5 Shown at the Appendix is a summary,
in tabular form, of the implementation requirements (4).
6
Technical Specifications
6.1 Oil discharge monitoring and control
system:
6.1.1 The oil discharge monitoring and
control system shall be so fitted that it can
effectively monitor and control the discharge of any effluent into the sea through
those overboard discharge outlets permitted
by Regulation 18(2) which in the opinion of
the Administration are necessary to fulfill
the operational requirements of the tanker
(5). The system should additionally cover:
.1 The gravitational discharge of ballast
water from cargo tanks; and
.2 The midship cargo manifold arrangement when used to meet the requirements of
Regulation 18.
6.1.2 The discharge of dirty ballast water
or oil contaminated water into the sea
through outlets which are not controlled by
the monitoring and control system is an infringement of the Convention (6).
6.1.3 The system should function effectively, according to the criteria shown
below, under all environmental conditions
which vessels are normally assumed to encounter, and shall be designed and constructed to withstand the environmental
conditions as specified in paragraph 6.1.6 of
these Guidelines and Specifications:
.1 Except where manual operation of the
system is permitted the system shall be so
designed that no ballast discharge can take
place unless the monitor is in the normal operating mode and the relevant sampling
point has been connected to the monitor.
.2 Preferably the system should have a
minimum number of discharge outlets and
sampling points so arranged that discharge
can take place via only one sampling point
at a time.
.3 Where it is intended that more than
one line is used for simultaneous discharge
purposes, one oil content meter (7 ), together
with a flow meter, shall be installed per discharge line. These instruments shall be connected to a common processing unit.
.4 In order to avoid alarms due to short
term high oil concentration signals (spikes)
causing indications of high instantaneous
rates of discharge, the short term high ppm
signal may be suppressed for a maximum of
10 seconds by employing a delay relay. Alternatively, the instantaneous rate of discharge
may be the average during the preceding 20
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seconds or less as computed from instantaneous ppm values produced by the oil content meter with intervals of a maximum of 5
seconds.
6.1.4 The system should comprise the following:
.1 An oil content meter to measure the oil
content of the effluent in parts per million.
This meter shall be approved in accordance
with the provisions contained in resolution
A.393(X)(8) and certified to take into account
the range of cargoes carried;
.2 A flow rate system to indicate the
quantity of effluent being discharged in a
unit of time (see also paragraphs 6.3.7 and
6.3.8);
.3 A vessel speed indicating device; to give
the vessel’s speed in knots (see also paragraphs 6.4.2 and 6.4.3);
.4 A sampling system to convey a representative sample of the effluent to the oil
content meter;
.5 A control section which includes:
.5.1 A processor, which accepts signals of
oil content, flow rate and the vessel’s speed
and converts them into litres per nautical
mile and the total quantity of oil discharged
(see also paragraph 6.5.3);
.5.2 A transmitting device to provide
alarms and, where required, command signals to the discharge control arrangement;
.5.3 A recording device to provide, where
required, a continuous record of the effluent
discharge;
.5.4 A manual override system to be used
in the event of failure of the monitoring and
control system; and
.5.5 Where required a transmitting device
to provide signals to a starting interlock
preventing the discharge of effluent before
the oil content meter is fully operative.
6.1.5 The electrical components of the system installed in a hazardous area of a vessel
shall meet the appropriate safety requirements (*As contained in the provisions of
IEC Publication 92 or its equivalent.) (9) provided for these areas.
6.1.6 The control section of an oil discharge monitoring and control system shall
be capable of operating satisfactorily under
the following environmental conditions:
.1 Ambient air temperature: 0 °C to 55 °C in
enclosed spaces; ¥25 °C to 55 °C on open
decks
.2 Vibration: 2.0 Hz to 13.2 Hz, with displacement amplitude of ±1.0 mm 13.2 Hz to 80.0
Hz, with an acceleration amplitude of ±0.7
g
.3 Voltage variations for alternating current:
permanent variation of ±10%
.4 Inclination: inclination at angles of up to
22.5° in any place from the normal operational position
6.2 Sampling system:
6.2.1 Sampling points should be so located
that relevant samples can be obtained from
those outlets that are used for operational
discharges in accordance with paragraph
6.1.1. The sampling probes located in the
overboard discharge lines and the piping system connecting the sampling probes to the
oil content meter should meet the following
requirements:
.1 The piping and probes shall be of corrosion-resistant and oil-resistant material, of
adequate strength, properly jointed and supported;
.2 The system shall have a stop valve
fitted adjacent to each probe, except that
where the probe is mounted in a cargo line,
e.g. to the midship cargo manifold arrangement, two stop valves shall be fitted, in series, in the sample line;
.3 Sampling probes should be arranged for
easy withdrawal and should as far as practicable be mounted at an accessible location
in a vertical section of the discharge line. If
a sampling point has to be made in a horizontal section then suitable arrangements
should be made to obtain representative
samples. Sampling probes should normally
penetrate inside the discharge pipe to a distance of one quarter the diameter of that
pipe;
.4 Means shall be provided for cleaning
the probes and piping system by the provision of permanent clean water flushing arrangements or some other equivalent method, especially in the case of probes mounted
in a cargo line. The design of the probes and
piping should be such as to minimize their
clogging by oil, oily residue and other matter;
.5 The velocity of the fluid in the piping
shall be such that, taking into consideration
the length of the piping, the overall response
time should be as short as possible between
an alteration in the mixture being pumped
and the alteration in the meter reading and
in any case not more than 40 seconds;
.6 The location of sampling probes in relation to any point of flow diversion to a slop
tank shall be selected with regard to the
need for sampling the oily water in the recirculation mode;
.7 The arrangements for driving the sampling pump or any other pumps such as those
provided for washing windows shall have regard to the safety requirements of the space
in which the pump is located;
.8 The flushing arrangements should be
such that where necessary they can be utilized for stabilizing the oil content meter
and for correcting zero setting;
.9 Sample water when returned to the
slop tank shall not be allowed to free fall
into the tank.
6.3 Flow rate indicating system:
6.3.1 A flow meter for measuring the rate
of discharge should be installed in a vertical
section of a discharge line or in any other
section of discharge line as appropriate, so as
to be always filled with the liquid.
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33 CFR Ch. I (7–1–01 Edition)
6.3.2 A flow meter should employ an operating principle which is suitable for shipboard use and, where relevant, can be used in
large diameter pipes.
6.3.3 A flow meter should be suitable for
the full range of flow rates that may be encountered during normal operation. Alternatively, arrangements such as the use of
two flow meters of different ranges or a restriction of the operational flow rate range
may be necessary to meet this requirement.
6.3.4 The flow meter, as installed, should
have an accuracy of ±15 percent, or better, of
the instantaneous rate throughout the operating range.
6.3.5 Any component part of the flow
meter in contact with the effluent discharge
including associated piping, if fitted, shall be
of corrosion-resistant and oil-resistant material of adequate strength.
6.3.6 The design of the flow metering arrangements shall have regard to the safety
requirements of the space in which such metering arrangements are located.
6.3.7 In ships fitted with a computing unit
the flow rate may be determined from the
pump characteristics and the data manually
inserted into the unit.
6.3.8 In ships fitted with a calculating
unit the flow rate may be manually inserted
into the unit. The flow rate is to be estimated from the best available source e.g.
pump characteristics, speed of pump(s),
ullages or knowledge of pumping rates for
particular tanks on the ship.
6.3.9 In oil tankers where the gravitational discharges of ballast water from the
cargo tanks is an established practice, in accordance with Regulation 18(6)(d), means,
such as calibration curves, shall be provided
to estimate the flow rate of discharge.
6.4 Vessel’s speed indicating system:
6.4.1 The automatic speed signal required
for the control unit shall be obtained from
the vessel’s speed indicating device (*See
‘‘Recommendation on Performance Standards for Devices to Indicate Speed and Distance (Annex to Resolution A.478(XII)).) by
means of a repeater signal. This information
shall be readily available in a form that can
be accepted by a processor. The speed information used may be either speed over the
ground or speed through the water depending
upon the speed measuring equipment installed on board.
6.4.2 In ships where a computing unit is
required the vessel’s speed may be manually
inserted into the unit. This data shall be obtained from the ship’s log or from an indicating device which transmits signals which
need not be in a form which can be accepted
by a computer system.
6.4.3 The vessel’s speed on ships required
to install a calculating unit may be obtained
from the ship’s log or from the navigation
charts and shall be estimated from the most
reliable source.
6.5 Processor and transmitting device:
6.5.1 The processor should receive, at time
intervals not exceeding 5 seconds, signals
from the oil content meter, the flow rate
measuring system, and the vessel’s speed indicator and automatically compute the following:
.1 Instantaneous rate of discharge of oil
in litres per nautical mile; and
.2 Total quantity of oil discharged per
voyage in cubic meters or litres.
6.5.2 When the calculations of the processor exceed the limits imposed by Regulation 9(1)(a) (iv) and (v) (10) the transmitting
device will provide alarms and, in new ships,
it will also provide command signals to the
discharge valve control which will cause the
discharge of effluent into the sea to stop.
6.5.3 In existing ships fitted with a calculating unit where the unit is installed early,
the total quantity of oil discharged may be
computed manually.
6.6 Recording devices:
6.6.1 Control Unit—
.1 The recording device for a control unit
should include a digital printer or an analogue recorder or the combination of both or
a recorded visible display. The record shall
be identifiable as to the time and date and
shall be kept for at least three years (11).
.2 The data to be automatically recorded
shall include at least the following items:
.2.1 Instantaneous rate of discharge of oil
(litres per nautical mile);
.2.2 The total quantity of oil discharged
(litres);
.2.3 Time and date (G.m.t.);
.2.4 The discharge valve position (open or
closed);
.2.5 Alarm condition;
.2.6 Failure (i.e. no flow, fault, etc.); and
.2.7 Override action (i.e. manual override,
flushing, calibrating, etc.).
6.6.2 Computing Unit—
.1 The recording device for a computing
unit should include a digital printer or an
analogue recorder or the combination of
both or a recorded visible display. The record
shall be identifiable as to the time and date
and shall be kept for at least three years (11).
Manual input information should be identifiable on the record.
.2 The data to be automatically recorded
shall include at least the following items:
.2.1 Instantaneous rate of discharge of oil
(litres per nautical mile);
.2.2 The total quantity of oil discharged
(litres);
.2.3 Time and date (G.m.t.);
.2.4 Manual input information;
.2.5 The valve position (open or closed);
.2.6 Alarm condition;
.2.7 Failure (i.e. no flow, fault, etc.);
.2.8 Override action (i.e. manual override,
flushing, calibration, etc.); and
.2.9 Oil content if flow rate is manually
inserted.
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Pt. 157, App. F
6.6.3 Calculating Unit—
.1 An automatic recording device is not
required for a calculating unit, but, where
fitted, the recording device should include a
digital printer or an analogue recorder or the
combination of both or a recorded acceptable
visible display. The record shall be identifiable as to time and date, which may be entered manually, and shall be kept for at least
three years (11).
.2 The data to be automatically recorded
on the above-mentioned recording device
shall include at least the following item: Oil
content in ppm, unless the oil content meter
is provided with a recorder.
6.6.4 Recording for digital printers.
Occasions of recordings. Data required in
paragraphs 6.6.1.2, 6.6.2.2, and 6.6.3.2 of these
Specifications shall be printed out with the
following minimum frequency:
.1 When the discharge is started;
.2 When the discharge is stopped;
.3 At intervals of not more than 10 minutes;
.4 When an alarm condition is developed;
.5 When normal conditions are restored;
.6 At the change of valve order or valve
position;
.7 When introducing input data;
.8 Whenever the computed rate of discharge varies by 10 litres/nautical mile, unless an equivalent trend-indicating arrangement is provided;
.9 When selecting zero setting or calibration mode; and
.10 On manual command.
6.6.5 Recording for analogue recorders.
Data required in paragraphs 6.6.1.2, 6.6.2.2
and 6.6.3.2 of these Specifications should be
continuously recorded in such a way as
would satisfy the following requirements:
.1 The chart speed should be indicated. If
the speed is controllable, the recorder shall
be provided with a marker to identify the
speed of the chart paper; and
.2 Means shall be provided to enable the
chart paper to be interpreted as to time, date
and readings after it has been removed from
the recorder.
6.7 Data display.
6.7.1 The current data shall be visibly displayed.
6.7.2 The recording device and the data
display should be located in a position easily
accessible to the person in charge of the operation of discharging the effluent overboard.
6.8 Manually operated alternatives.
6.8.1 The alternative means and information for use in case of any one failure in the
system should be as follows:
.1 Oil Content meter: visual observation
of the surface of the water (12);
.2 Sampling pump: visual observation of
the surface of the water;
.3 Flow meter: pump characteristics, etc.;
.4 Vessel’s speed indicating device: main
engine R.P.M., etc.;
.5 Processor: manual calculation and
manual recording; and
.6 Discharge valve control: manual operation of pumps and valves.
6.9 Alarm conditions resulting in the
stopping of discharge.
6.9.1 Audio-visual alarms shall be initiated for any of the following conditions:
.1 Whenever the instantaneous rate of discharge of oil exceeds 60 litres per nautical
mile;
.2 When the total quantity of oil discharged reaches the allowable limit prescribed by the provisions of the relevant
Regulations;
.3 Failure of the system’s operation, such
as:
.3.1 Power failure;
.3.2 Loss of sample;
.3.3 Failure of the measuring or recording
system; or
.3.4 When the input signal of the sensors
exceeds the effective capacity of the system.
6.10 Location of alarm indicator
6.10.1 The alarm indicator of the system
shall be installed in the cargo control room
where provided and/or other places where it
will attract immediate attention and action.
7
Equipment, Operation and Maintenance
Manuals
7.1 Administrations shall ensure that approved equipment, operational and/or maintenance manuals for the various items comprising the oil discharge monitoring and control systems are on board the vessel. These
manuals shall cover the oil content meter,
control, computing or calculating unit, flow
meter and ship’s speed indicator, where required.
FOOTNOTES: (ADDED BY THE U.S. COAST
GUARD FOR CLARITY.)
(1) The ‘‘MARPOL 73/78 Convention’’ is referred to as the MARPOL Protocol’’ in 33
CFR, Part 157.
(2) Also defined in § 157.03(i).
(3) The Coast Guard has determined that a
starting interlock system is not required on
Category IV(a) vessels that are 100,000 DWT
or less.
(4) The Coast Guard is not publishing this
Appendix.
(5) Section 157.11(b)(2) requires at least one
discharge point.
(6) Section 157.37(a) requires all overboard
discharges of oily mixtures to be monitored.
(7) The ‘‘oil content meter’’ is referred to
as a ‘‘cargo monitor’’ in 33 CFR Part 157 and
46 CFR Subpart 162.050.
(8) Approval under 46 CFR Subpart 162.050
constitutes compliance with this resolution.
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Pt. 157, App. G
33 CFR Ch. I (7–1–01 Edition)
Section 157.12(b) requires that monitors installed on U.S. vessels must be approved
under 46 CFR Subpart 162.050.
(9) U.S. vessels are required to meet 46 CFR
Parts 110–113, Electrical Engineering Regulations, which also constitutes compliance
with IEC Publication 92.
(10) Sections 157.37(a) (3) and (4) impose the
same limits. These limits relate to instantaneous rate and total quantity of oil discharged.
(11) Section 157.37(d) also requires that discharge data be kept for three years.
(12) Section 157.37(a)(6) also requires visual
observation of the discharge if the system
fails.
[CGD 75–124a, 48 FR 45723, Oct. 6, 1983]
APPENDIX G TO PART 157—TIMETABLES
FOR APPLICATION OF DOUBLE HULL
REQUIREMENTS
1. Source. These timetables conform to 46
U.S.C. 3703a(c).
2. Timetables.
(a) In this section, the age of a vessel is determined from the later of the date on which
the vessel is—
(1) Delivered after original construction;
(2) Delivered after completion of a major
conversion; or
(3) Qualified for documentation under section 4136 of the Revised Statutes of the
United States (46 U.S.C. app. 14).
(b) A vessel of less than 5,000 gross tons for
which a building contract or contract for
major conversion was placed before June 30,
1990, and that is delivered under that contract before January 1, 1994, and a vessel
that had its appraised salvage value determined by the Coast Guard before June 30,
1990, and that qualifies for documentation
under section 4136 of the Revised Statutes of
the United States (46 U.S.C. app. 14) before
January 1, 1994, may not operate in the navigable waters or the Exclusive Economic Zone
of the United States after January 1, 2015,
unless equipped with a double hull or with a
double containment system determined by
the Coast Guard to be as effective as a double hull for the prevention of a discharge of
oil.
(c) A vessel for which a building contract
or contract for major conversion was placed
before June 30, 1990, and that is delivered
under that contract before January 1, 1994,
and a vessel that had its appraised salvage
determined by the Coast Guard before June
30, 1990, and that qualifies for documentation
under 46 CFR subpart 67.19 before January 1,
1994, may not operate in the navigable waters or Exclusive Economic Zone of the
United States unless equipped with a double
hull—
(1) In the case of vessel of at least 5,000
gross tons but less than 15,000 gross tons—
(i) After January 1, 1995, if the vessel is 40
years old or older and has a single hull, or is
45 years old or older and has a double bottom
or double sides;
(ii) After January 1, 1996, if the vessel is 39
years old or older and has a single hull, or is
44 years old or older and has a double bottom
or double sides;
(iii) After January 1, 1997, if the vessel is 38
years old or older and has a single hull, or is
43 years old or older and has a double bottom
or double sides;
(iv) After Janaury 1, 1998, is the vessel is 37
years old or older and has a single hull, or is
42 years old or older and has a double bottom
or double sides;
(v) After January 1, 1999, if the vessel is 36
years old or older and has a single hull, or is
41 years old or older and has a double bottom
or double sides;
(vi) After January 1, 2000, if the vessel is 35
years old or older and has a single hull, or is
40 years old or older and has a double bottom
or double sides;
(vii) After January 1, 2005, if the vessel is
25 years old or older and has a single hull, or
is 30 years old or older and has a double bottom or double sides;
(2) In the case of a vessel of at least 15,000
gross tons but less than 30,000 gross tons—
(i) After January 1, 1995, if the vessel is 40
years old or older and has a single hull, or is
45 years old or older and has a double bottom
or double sides;
(ii) After January 1, 1996, if the vessel is 38
years old or older and has a single hull, or is
43 years old or older and has a double bottom
or double sides;
(iii) After January 1, 1997, if the vessel is 36
years old or older and has a single hull, or is
41 years old or older and has a double bottom
or double side;
(iv) After January 1, 1998, if the vessel is 34
years old or older and has a single hull, or is
39 years old or older and has a double bottom
or double sides;
(v) After January 1, 1999, if the vessel is 32
years old or older and has a single hull, or is
37 years old or older and has a double bottom
or double sides;
(vi) After January 1, 2000, if the vessel is 30
years old or older and has a single hull, or is
35 years old or older and has a double bottom
or double sides;
(vii) After January 1, 2001, if the vessel is
29 years old or older and has a single hull, or
is 34 years old or older and has a double bottom or double sides;
(viii) After January 1, 2002, if the vessel is
28 years old or older and has a single hull, or
is 33 years old or older and has a double bottom or double sides;
(ix) After January 1, 2003, if the vessel is 27
years old or older and has a single hull, or is
32 years old or older and has a double bottom
or double sides;
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(x) After Janaury 1, 2004, if the vessel is 26
years old or older and has a single hull, or is
31 years old or older and has a double bottom
or double sides;
(xi) After January 1, 2005, if the vessel is 25
years old or older and has a single hull, or is
30 years old or older and has a double bottom
or double sides; and
(3) In the case of a vessel of at least 30,000
gross tons—
(i) After January 1, 1995, if the vessel is 28
years old or older and has a single hull, or is
33 years old or older and has a double bottom
or double sides;
(ii) After January 1, 1996, if the vessel is 27
years old or older and has a single hull, or is
32 years old or older and has a double bottom
or double sides;
(iii) After January 1, 1997, if the vessel is 26
years old or older and has a single hull, or is
31 years old or older and has a double bottom
or double sides;
(iv) After January 1, 1998, if the vessel is 25
years old or older and has a single hull, or is
30 years old or older and has a double bottom
or double sides;
(v) After January 1, 1999, if the vessel is 24
years old or older and has a single hull, or is
29 years old or older and has a double bottom
or double sides;
(vi) After January 1, 2000, if the vessel is 23
years old or older and has a single hull, or is
28 years old or older and has a double bottom
or double sides;
(d) Except as provided in paragraph (b) of
this section—
(1) A vessel that has a single hull may not
operate after January 1, 2010, and
(2) A vessel that has a double bottom or
double sides may not operate after January
1, 2015.
NOTE: Double sides and double bottoms
must meet the requirements in § 157.10d(c) or
(d), as appropriate. A vessel will be considered to have a single hull if it does not have
double sides and a double bottom that meet
the
requirements
in
§ 157.10d(c)
and
§ 157.10d(d). To determine a tank vessel’s double hull compliance date under OPA 90, use
the vessel’s hull configuration (i.e., single
hull; single hull with double sides; or single
hull with double bottom) on August 18, 1990.
The conversion of a single hull tank vessel to
include only double sides or only a double
bottom after August 18, 1990, will not result
in a change of the vessel’s originally scheduled phase-out date. The conversion of a single hull tank vessel to a double hull tank
vessel meeting the requirements of § 157.10d
complies with OPA 90.
[CGD 90–051, 57 FR 36245, Aug. 12, 1992, as
amended by USCG–1999–6164, 65 FR 39262,
June 23, 2000]
PART 158—RECEPTION FACILITIES
FOR OIL, NOXIOUS LIQUID SUBSTANCES, AND GARBAGE
Subpart A—General
Sec.
158.100 Purpose.
158.110 Applicability.
158.115 Penalties for violation.
158.120 Definitions and acronyms.
158.130 Delegations.
158.133 Which ports and terminals must provide reception facilities?
158.135 Which ports and terminals must
have Certificates of Adequacy?
158.140 Applying for a Certificate of Adequacy.
158.150 Waivers and alternatives.
158.160 Issuance and termination of a Certificate of Adequacy.
158.163 Reception facility operations.
158.165 Certificate of Adequacy: Change of
information.
158.167 Reporting inadequate reception facilities.
SUSPENSION, REVOCATION, AND APPEALS
158.170 Grounds for suspension.
158.172 Notification of a suspension order.
158.174 Suspension of a Certificate of Adequacy: Procedure.
158.176 Effect of suspension of a Certificate
of Adequacy.
158.178 Actions during a suspension.
158.180 Certificate of Adequacy: Procedures
after revocation or the part no longer applies.
158.190 Appeals.
Subpart B—Criteria for Reception Facilities:
Residues and Mixtures Containing Oil
158.200 General.
158.210 Ports and terminals loading crude
oil.
158.220 Ports and terminals loading more
than 1,000 metric tons of oil other than
crude oil or bunker oil.
158.230 Ports and terminals other than ports
and terminals under §§ 158.210, 158.220, and
158.240.
158.240 Ship repair yards.
158.250 Standard discharge connection.
Subpart C—Criteria for Certifying That a
Port’s or Terminal’s Facilities Are Adequate for Receiving NLS Residue
158.300 Purpose.
158.310 Reception facilities: General.
158.320 Reception facilities: Capacity, and
exceptions.
158.330 Ports and terminals: Equipment.
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| File Type | application/pdf |
| File Modified | 2014-12-17 |
| File Created | 2014-12-17 |