33 C.F.R. Subpart G—Interim Measures for Certain Tank Vessels Without Double Hulls Carrying Petroleum Oils
Title 33 - Navigation and Navigable Waters
Source: CGD 91–045, 59 FR 40188, Aug. 5, 1994, unless otherwise noted.
(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 oil 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, as amended by USCG–2000–7641, 66 FR 55573, Nov. 2, 2001] 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), 20-centimeter (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] (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 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] (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] 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 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] (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] (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] (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 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] 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] (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 onboard 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] (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]
Title 33: Navigation and Navigable Waters
PART 157—RULES FOR THE PROTECTION OF THE MARINE ENVIRONMENT RELATING TO TANK VESSELS CARRYING OIL IN BULK
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.
