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(h)(1) Steam piping, with the exception of the steam heating system, must not be led through passageways, accommodation spaces, or public spaces unless the arrangement is specifically approved by the Marine Safety Center.
(2) Steam pressure in steam heating systems must not exceed 150 pounds per square inch gage, except that steam pressure for accommodation and public space heating must not exceed 45 pounds per square inch gage.
(3) Steam lines and registers in non-accommodation and non-public spaces must be suitably located and/or shielded to minimize hazards to any personnel within the space. Where hazards in a space cannot be sufficiently minimized, the pressure in the steam line to that space must be reduced to a maximum of 45 pounds per square inch gage.
(4) High temperature hot water for heating systems may not exceed 375°F.
(i) Where positive shutoff valves are fitted in the exhaust lines of machinery, and the exhaust side, including engine steam cylinders and chests, turbine casings, exhaust piping and shutoff valves, is not designed for the full inlet pressure, the exhaust side must be protected from over pressure by one of the following means:
(1) A full flow relief valve in the exhaust side so set and of sufficient capacity to prevent the exhaust side from being accidentally or otherwise subjected to a pressure in excess of its maximum allowable pressure.
(2) A sentinel relief valve or other warning device fitted on the exhaust side together with a back pressure trip device which will close the inlet valve prior to the exhaust side pressure exceeding the maximum allowable pressure. A device that will throttle the inlet valve, so that the exhaust side does not exceed the maximum allowable pressure, may be substituted for the back pressure trip.
(j) Shore steam connections shall be fitted with a relief valve set at a pressure not exceeding the design pressure of the piping.
(k) Means must be provided for draining every steam pipe in which dangerous water hammer might otherwise occur.
[CGFR 6882, 33 FR 18843, Dec. 18, 1968, as amended by CGFR 69127, 35 FR 9978, June 17, 1970; CGFR 7259R, 37 FR 6189, Mar. 25, 1972; CGD 73254, 40 FR 40165, Sept. 2, 1975; CGD 77140, 54 FR 40607, Oct. 2, 1989; CGD 83043, 60 FR 24772, May 10, 1995]
§ 56.50-20 Pressure relief piping.
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(a) General. There must be no intervening stop valves between the vessel or piping system being protected and its protective device or devices, except as specifically provided for in other regulations or as specifically authorized by the Marine Safety Center.
(b) Discharge lines (reproduces 122.6.2(d)). Discharge lines from pressure-relieving safety devices shall be designed to facilitate drainage.
(c) Stop valves. Stop valves between the safety or relief valve and the point of discharge are not permitted, except as specifically provided for in other regulations or as specifically approved by the Marine Safety Center.
(d) Reference. See also §56.0710(a) and (b) for specific requirements.
[CGFR 6882, 33 FR 18843, Dec. 18, 1968, as amended by CGFR 69127, 35 FR 9979, June 17, 1970; CGD 77140, 54 FR 40607, Oct. 2, 1989]
§ 56.50-25 Safety and relief valve escape piping.
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(a) Escape piping from unfired steam generator, boiler, and superheater safety valves shall have an area of not less than that of the combined areas of the outlets of all valves discharging thereto and shall be led as near vertically as practicable to the atmosphere.
(b) Expansion joints or flexible pipe connections shall be fitted in escape piping. The piping shall be adequately supported and installed so that no stress is transmitted to the safety valve body.
(c) Safety or relief valve discharges, when permitted to terminate in the machinery space, shall be led below the floorplates or to a remote position to minimize the hazardous effect of the escaping steam.
(d) The effect of the escape piping on the operation of the relief device shall be considered. The back pressure in the escape piping from the main propulsion steam generator should not exceed 10 percent of the relief device setting unless a compensated relief device is used. Back pressure must be calculated with all relief valves which discharge to a common escape pipe relieving simultaneously at full capacity.
[CGFR 6882, 33 FR 18843, Dec. 18, 1968, as amended by CGD 77140, 54 FR 40608, Oct. 2, 1989; CGD 95012, 60 FR 48050, Sept. 18, 1995]
§ 56.50-30 Boiler feed piping.
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(a) General requirements. (1) Steam vessels, and motor vessels fitted with steam driven electrical generators shall have at least two separate means of supplying feed water for the boilers. All feed pumps shall be fitted with the necessary connections for this purpose. The arrangement of feed pumps shall be in accordance with paragraph (d) or (e) of this section.
(2) Feed pump supply to power boilers may utilize the group feed system or the unit feed system.
(3) Feed discharge piping from the pump up to, but not including the required stop and stop-check valves, shall be designed for either the feed pump relief valve setting or the shutoff head of the pump if a relief valve is not fitted. (Refer to §56.0710(b) for specific requirements.) Feed piping from the boiler, to and including the required stop and stop-check valves (see paragraph (b) of this section), shall have a design pressure which exceeds the maximum allowable working pressure of the boiler by either 25 percent or 225 pounds per square inch whichever is less. The value of allowable stress for design purposes shall be selected as described in §56.0710(e) at a temperature not below that for saturated steam at the maximum allowable working pressure of the boiler.
(4) Feed pumps for water tube boilers shall have fresh water connections only. Care shall be taken to prevent the accidental contamination of feed water from salt water or oil systems.
(b) Feed valves. (1) Stop and stop-check valves shall be fitted in the main feed line and shall be attached as close as possible to drum feed inlet nozzles or to the economizer feed inlet nozzles on boilers fitted with integral economizers.
(2) Where the installation will not permit the feed stop valve to be attached directly to the drum inlet nozzle on boilers not fitted with economizers, a distance piece may be installed between the stop valve and the inlet nozzle.
(3) Feed stop or stop-check valves may be located near the operating platform on boilers fitted with economizers provided the piping between the valves and the economizer, exclusive of the feed valves and the economizer inlet nozzles, is installed with a minimum of intervening flanged connections.
(4) Auxiliary feed lines shall be fitted with stop valves and stop-check valves. Boilers not having auxiliary feed water nozzles, or where independent auxiliary feed lines are not installed, shall have the auxiliary feed line to the drum or economizer connected to the main feed line as close as possible to the main feed stop valves; and the valves in the auxiliary feed line shall be fitted as close as possible to the junction point.
(5) Boilers fitted with economizers shall have a check valve fitted in the economizer discharge and located as close as possible to the drum fed inlet nozzle. When economizer bypasses are fitted, a stop-check valve shall be installed in lieu of the aforementioned check valve.
(6) A sentinel valve is not required for vessels constructed after September 30, 1997, and for other vessels to which it has been shown to the satisfaction of the cognizant Officer in Charge, Marine Inspection or the Coast Guard Marine Safety Center, that a sentinel valve is not necessary for the safe operation of the particular boiler.
(c) Feed water regulators, heaters, and grease extractors. (1) Where feed water regulators, tubular feed water heaters, and grease extractors are installed, an alternate means of operation with these devices bypassed shall be provided.
(2) Feed water regulators designed with a built-in bypass for emergency use need not be fitted with an external bypass when installed in a feed system provided with an auxiliary feed line. All feed water regulators installed in a unit feed system shall be fitted with an external bypass. Feed water regulators bypasses shall be so arranged that the regular feed valves are in operation while the bypass is in use.
(3) A feed water regulator may be interposed between the stop and stop-check valves in the feed lines.
(d) Group feed system. Group feed systems shall be provided with pumps and piping as follows:
(1) Oceangoing and Great Lakes steam vessels, having a feed pump attached to the main propelling unit, shall be provided with at least one independently driven feed pump. Each of these pumps shall be used exclusively for feed purposes and shall be capable of supplying the operating boilers at their normal capacity. In addition, a second independently driven pump, capable of supplying such boilers at 75 percent of their normal capacity, shall be provided for emergency use. This second pump may be used for other purposes.
(2) If two independently driven pumps are provided, each capable of supplying the boilers at their normal required operating capacity, and neither of which is used for other purposes, the third or emergency feed pump is not required. Where more than two independently driven feed pumps are provided, their aggregate capacity shall not be less than 200 percent of that demanded by the boilers at their required normal operating capacity.
(3) River or harbor steam vessels shall have at least two means for feeding the boilers; one of which shall be an independently driven pump, the other may be an attached pump, an additional independently driven pump, or an injector.
(e) Unit feed system. Unit feed systems shall be provided with pumps and piping as follows:
(1) The unit feed system may be used on vessels having two or more boilers. When the unit feed system is employed each boiler shall have its own independently driven main feed pump capable of supplying the boiler at its normal operating capacity. In addition these shall be an auxiliary independently driven feed pump of the same capacity which can be operated in place of and in conjunction with the main feed pump. In vessels with three or more boilers, not more than two boilers may be served by any one auxiliary pump. The auxiliary pump may be so interconnected that any pump can feed any boiler.
(2) In the unit feed system, a separate feed line shall be provided for each boiler from its pumps. A separate auxiliary feed line is not required. The discharge from each pump and the feed supply to each boiler shall be automatically controlled by the level of the water in that boiler. In addition to the automatic control, manual control shall be provided.
(f) Feedwater. The feedwater shall be introduced into a boiler as required by §52.01105(b) of this subchapter.
[CGFR 6882, 33 FR 18843, Dec. 18, 1968, as amended by CGD 95028, 62 FR 51201, Sept. 30, 1997; USCG200213058, 67 FR 61278, Sept. 30, 2002]
§ 56.50-35 Condensate pumps.
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Two means shall be provided for discharging the condensate from the main condenser, one of which shall be mechanically independent of the main propelling machinery. If one of the independent feed pumps is fitted with a direct suction from the condenser and a discharge to the feed tank, it may be accepted as an independent condensate pump. On vessels operating on lakes (including Great Lakes), bays, sounds, or rivers, where provision is made to operate noncondensing, only one condensate unit will be required.
§ 56.50-40 Blowoff piping (replaces 102.2.5(d)).
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(a)(1) The requirements for blowoff piping in this section shall be followed in lieu of the requirements in 102.2.5(d) in ANSI-B31.1.
(2) Where blowoff valves are connected to a common discharge from two or more boilers, a nonreturn valve shall be provided in the line from each boiler to prevent accidental blowback in the event the boiler blowoff valve is left open.
(b) Blowoff piping external to the boiler shall be designed for not less than 125 percent of the maximum allowable working pressure of the boiler, or the maximum allowable working pressure of the boiler plus 225 pounds per square inch, whichever is less. When the required blowoff piping design pressure exceeds 100 pounds per square inch gage, the wall thickness of the piping shall not be less than Schedule 80. The value of allowable stress for design purposes shall be selected as described in §56.0710(e) at a temperature not below that of saturated steam at the maximum allowable working pressure of the boiler.
(c) Boiler blowoff piping which discharges above the lightest loadline of a vessel shall be arranged so that the discharge is deflected downward.
(d) Valves such as the globe type so designed as to form pockets in which sediment may collect shall not be used for blowoff service.
[CGFR 6882, 33 FR 18843, Dec. 18, 1968, as amended by CGFR 69127, 35 FR 9978, June 17, 1970; CGD 73254, 40 FR 40165, Sept. 2, 1975]
§ 56.50-45 Circulating pumps.
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(a) A main circulating pump and emergency means for circulating water through the main condenser shall be provided. The emergency means may consist of a connection from an independent power pump fitted between the main circulating pump and the condenser.
(b) Independent sea suctions shall be provided for the main circulating and the emergency circulating pumps.
(c) A cross connection between the circulating pumps in the case of multiple units will be acceptable in lieu of an independent power pump connection.
(d) On vessels operating on lakes (including Great Lakes), bays, sounds, or rivers, where provision is made to operate noncondensing, only one circulating unit will be required.
§ 56.50-50 Bilge and ballast piping.
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(a)(1) All vessels except unmanned barges shall be provided with a satisfactory bilge pumping plant capable of pumping from and draining any watertight compartment except for ballast, oil and water tanks which have acceptable means for filling and emptying independent of the bilge system. The bilge pumping system shall be capable of operation under all practicable conditions after a casualty whether the ship is upright or listed. For this purpose wing suctions will generally be necessary except in narrow compartments at the ends of the vessel where one suction may be sufficient. In compartments of unusual form, additional suctions may be required.
(2) Arrangements shall be made whereby water in the compartments will drain to the suction pipes. Efficient means shall be provided for draining water from all tank tops, other watertight flats and insulated holds. Peak tanks, chain lockers and decks over peak tanks may be drained by eductors, ejectors, or hand pumps. Where piping is led through the forepeak, see §56.501(b).
(3) Where drainage from particular compartments is considered undesirable, the provisions for such drainage may be omitted, provided it can be shown by calculations that the safety of the vessel will not be impaired.
(4) Where the vessel is to carry Class 3 flammable liquids with a flashpoint below 23 °C (74 °F), Class 6, Division 6.1, poisonous liquids, or Class 8 corrosive liquids with a flashpoint below 23 °C (74 °F) as defined in 49 CFR part 173, in enclosed cargo spaces, the bilge-pumping system must be designed to ensure against inadvertent pumping of such liquids through machinery-space piping or pumps.
(5) For each vessel constructed on or after June 9, 1995, and on an international voyage, arrangements must be made to drain the enclosed cargo spaces on either the bulkhead deck of a passenger vessel or the freeboard deck of a cargo vessel.
(i) If the deck edge, at the bulkhead deck of a passenger vessel or the freeboard deck of a cargo vessel, is immersed when the vessel heels 5° or less, the drainage of the enclosed cargo spaces must discharge to a space, or spaces, of adequate capacity, each of which has a high-water-level alarm and a means to discharge overboard. The number, size and arrangement of the drains must prevent unreasonable accumulation of water. The pumping arrangements must take into account the requirements for any fixed manual or automatic sprinkling system. In enclosed cargo spaces fitted with carbon-dioxide extinguishing systems, the drains must have traps or other means to prevent escape of the smothering gas. The enclosed cargo spaces must not drain to machinery spaces or other spaces where sources of ignition may be present if water may be contaminated with Class 3 flammable liquids; Class 6, Division 6.1, poisonous liquids; or Class 8 corrosive liquids with a flashpoint below 23 °C (74 °F).
(ii) If the deck edge, at the bulkhead deck of a passenger vessel or the freeboard deck of a cargo vessel, is immersed only when the vessel heels more than 5°, the drainage of the enclosed cargo spaces may be by means of a sufficient number of scuppers discharging overboard. The installation of scuppers must comply with §42.1560 of this chapter.
(b) Passenger vessels shall have provision made to prevent the compartment served by any bilge suction piping from being flooded in the event the pipe is severed or otherwise damaged by collision or grounding in any other compartment. Where the piping is located within one-fifth of the beam of the side of the vessel (measured at right angles to the centerline at the level of the deepest subdivision loadline or deepest loadline where a subdivision loadline is not assigned) or is in a ductkeel, a nonreturn valve shall be fitted to the end of the pipe in the compartment which it serves.
(c)(1) Each bilge suction must lead from a manifold except as otherwise approved by the Commanding Officer, Marine Safety Center. As far as practicable, each manifold must be in, or be capable of remote operation from, the same space as the bilge pump that normally takes suction on that manifold. In either case, the manifold must be capable of being locally controlled from above the floorplates and must be easily accessible at all times. As far as practicable, each overboard-discharge valve for a bilge system must comply with the requirements governing location and accessibility for suction manifolds. Except as otherwise permitted by paragraph (c)(4) of this section for a vessel employing a common-rail bilge system, each bilge-manifold valve controlling a bilge suction from any compartment must be of the stop-check type.
(2) Each passenger vessel on an international voyage must comply with the provisions of SOLAS II1/21.
(3) A common-rail bilge system may be installed as an acceptable alternative to the system required by paragraph (c)(1) of this section, provided it satisfies all of the following criteria:
(i) The common-rail main runs inboard at least one-fifth of the beam of the vessel.
(ii) A stop-check valve or both a stop valve and a check valve are provided in each branch line and located inboard at least one-fifth of the beam of the vessel.
(iii) The stop valve or the stop-check valve is power-driven, is capable of remote operation from the space where the pump is, and, regardless of the status of the power system, is capable of manual operation to both open and close the valve.
(iv) The stop valve or the stop-check valve is accessible for both manual operation and repair under all operating conditions, and the space used for access contains no expansion joint or flexible coupling that, upon failure, would cause flooding and prevent access to the valve.
(v) A port and a starboard suction serve each space protected unless, under the worst conditions of list and trim and with liquid remaining after pumping, the vessel's stability remains acceptable, in accordance with subchapter S of this chapter.
(vi) For each vessel designed for the carriage of combinations of both liquid and dry bulk cargoes (O/B/O), no bilge pump or piping is located in a machinery space other than in a pump room for cargo, and no liquid and other cargoes are carried simultaneously.
(vii) For each cargo vessel in Great Lakes service, each common-rail piping for the bilge and ballast system serving cargo spaces, if installed and if connected to a dedicated common-rail bilge system, must lead separately from a valved manifold located at the pump.
(d) The internal diameter of bilge suction pipes including strainers shall be determined by formulas (1) and (2), except that the nearest commercial size not more than one-fourth inch under the required diameter may be used. Bilge suction pipes shall be suitably faired to pump inlets.
(1) For suctions to each main bilge pump:
(2) For branch suctions to cargo and machinery spaces:
where:
L=Length of vessel on loadwater line, in feet.
B=Breadth of vessel, in feet. (5)
D=Molded depth (in feet) to the bulkhead deck. (6)
c=Length of compartment, in feet.
d=Required internal diameter of suction pipe, in inches.
Note 1For tank vessels, L may be reduced by the combined length of the cargo oil tanks.
Note 2For bulk carriers with full depth wing tanks served by a ballast system where the beam of the vessel is not representative of the breadth of the compartment, B may be appropriately modified to the breadth of the compartment.
Note 3In the calculation for a vessel with more than one hull, such as a catamaran, the breadth of the unit is the breadth of one hull.
Note 4In the calculation for a mobile offshore drilling unit, L is reducible by the combined length of spaces that can be pumped by another piping system meeting §§56.5050 and 56.5055, where L is the length of the unit at the waterline.
Note 5For mobile offshore drilling units employing unusual hull forms, B may be modified to the average breadth rather than the maximum breadth.
Note 6For each passenger vessel constructed on or after June 9, 1995, and being on an international voyage, D must be measured to the next deck above the bulkhead deck if an enclosed cargo space on the bulkhead deck that is internally drained in accordance with paragraph (a)(4) of this section extends the entire length of the vessel. Where the enclosed cargo space extends a lesser length, D must be taken as the sum of the molded depth (in feet) to the bulkhead deck plus lh/L where l and h are the aggregate length and height (in feet) of the enclosed cargo space.
(3) For vessels of 150 gross tons and over, no main suction piping shall be less than 2 1/2 inches internal diameter. Branch piping need not be more than 4 inches and shall not be less than 2 inches in diameter except for drainage of small pockets or spaces in which case 1 1/2-inch diameter may be used. For vessels less than 150 gross tons no bilge suction shall be less than 1 1/2 inches internal diameter and no branch piping shall be less than 1 inch nominal pipe size.
(4) For vessels of 65 feet in length or less and not engaged on an international voyage, the bilge pipe sizes computed by Formulas (1) and (2) of this paragraph are not mandatory, but in no case shall the size be less than 1 inch nominal pipe size.
(5) The number, location, and size of bilge suctions in the boiler and machinery compartments shall be determined when the piping plans are submitted for approval and shall be based upon the size of the compartments and the drainage arrangements.
(e) Independent bilge suction. One of the independent bilge pumps must have a suction of a diameter not less than that given by Formula (2) in paragraph (d) of this section that is led directly from the engine room bilge entirely independent of the bilge main, and on passenger vessels each independent bilge pump located in the machinery spaces must have such direct suctions from these spaces, except that not more than two pumps are required to have direct suctions from any one space. A suction that is led directly from a suitably located pump manifold may be considered to be independent of the bilge main. Where two direct suctions are required in any one compartment on passenger vessels, one suction must be located on each side of the compartment. If watertight bulkheads separate the engine and boiler rooms, a direct suction or suctions must be fitted to each compartment unless the pumps available for bilge service are distributed throughout these compartments, in which case at least one pump in each such compartment must be fitted with direct suction in its compartment. In a vessel with more than one hull, there must be one bilge pump that has an independent bilge suction in each hull. In a column stabilized mobile offshore drilling unit, the independent bilge suction must be from the pumproom bilge.
(f) Emergency bilge suctions. In addition to the independent bilge suction(s) required by paragraph (e) of this section, an emergency bilge suction must be provided in the machinery space for all self-propelled vessels as described in the following subparagraphs. Emergency suctions must be provided from pumps other than those required by §56.5055(a) of this part. Such suctions must have nonreturn valves, and must meet the following criteria as appropriate:
(1) On passenger vessels propelled by steam and operating on an international voyage or on ocean, coastwise, or Great Lakes routes, the main circulating pump is to be fitted with a direct bilge suction for the machinery space. The diameter of such suctions shall not be less than two-thirds the diameter of the main sea injection. When it can be shown to the satisfaction of the Commandant that the main circulating pump is not suitable for emergency bilge service, a direct emergency bilge suction is to be led from the largest available independent power driven pump to the drainage level of the machinery space. The suction is to be of the same diameter as the main inlet of the pump used and the capacity of the pump shall exceed that of a required main bilge pump.
(2) On passenger vessels propelled by internal combustion engines and operating on an international voyage or on ocean, coastwise, or Great Lakes routes, the largest available pump in the engine room is to be fitted with the direct bilge suction in the machinery space except that a required bilge pump may not be used. The area of the suction pipe is to be equal to the full suction inlet of the pump. The discharge capacity of the pump selected shall exceed the capacity of the required main bilge pump.
(3) Vessels over 180 feet in length which are not passenger vessels and which operate on international voyages or in ocean, coastwise, or Great Lakes service, must be provided with a direct emergency bilge suction from any pump in the machinery space, except that a required bilge pump may not be used. The discharge capacity of the pump selected must exceed the capacity of the required main bilge pump and the area of the suction inlet is to be equal to the full suction inlet of the pump.
(4) Vessels under 180 feet in length need not provide an emergency bilge suction, except that passenger vessels shall comply with the requirements of paragraphs (f) (1) and (2) of this section.
(5) Each vessel with more than one hull must have an emergency bilge suction in each hull.
(6) Each column stabilized mobile offshore drilling unit must have
(i) An emergency bilge suction in each hull; and
(ii) A remote control for the emergency pump and associated valves that can be operated from the ballast control room.
(g) Each individual bilge suction shall be fitted with a suitable bilge strainer having an open area of not less than three times at of the suction pipe. In addition a mud box or basket strainer shall be fitted in an accessible position between the bilge suction manifold and the pump.
(h) Pipes for draining cargo holds or machinery spaces must be separate from pipes which are used for filling or emptying tanks where water or oil is carried. Bilge and ballast piping systems must be so arranged as to prevent oil or water from the sea or ballast spaces from passing into cargo holds or machinery spaces, or from passing from one compartment to another, whether from the sea, water ballast, or oil tanks, by the appropriate installation of stop and non-return valves. The bilge and ballast mains must be fitted with separate control valves at the pumps. Except as allowed by paragraph (c)(4)(vii) of this section, piping for draining a cargo hold or machinery space must be separate from piping used for filling or emptying any tank where water or oil is carried. Piping for bilge and ballast must be arranged so as to prevent, by the appropriate installation of stop and non-return valves, oil or water from the sea or ballast spaces from passing into a cargo hold or machinery space, or from passing from one compartment to another, regardless of the source. The bilge and ballast mains must be fitted with separate control valves at the pumps.
(i) Ballast piping shall not be installed to any hull compartment of a wood vessel. Where the carriage of liquid ballast in such vessels is necessary, suitable ballast tanks, structurally independent of the hull, shall be provided.
(j) When dry cargo is to be carried in deep tanks, arrangement shall be made for disconnecting or blanking-off the oil and ballast lines, and the bilge suctions shall be disconnected or blanked-off when oil or ballast is carried. Blind flanges or reversible pipe fittings may be employed for this purpose.
(k) Where bilge and ballast piping is led through tanks, except ballast piping in ballast tanks, means must be provided to minimize the risk of flooding of other spaces due to pipe failure within the tanks. In this regard, such piping may be in an oiltight or watertight pipe tunnel, or the piping may be of Schedule 80 pipe wall thickness, fitted with expansion bends, and all joints within the tanks are welded. Alternative designs may be installed as approved by the Marine Safety Center. Where a pipe tunnel is installed, the watertight integrity of the bulkheads must be maintained. No valve or fitting may be located within the tunnel if the pipe tunnel is not of sufficient size to afford easy access. These requirements need not be met provided the contents of the tank and piping system are chemically compatible and strength and stability calculations are submitted showing that crossflooding resulting from a pipe, the tank, and the spaces through which the piping passes will not seriously affect the safety of the ship, including the launching of lifeboats due to the ship's listing. Bilge lines led through tanks without a pipe tunnel must be fitted with nonreturn valves at the bilge suctions.
(l) When bilge pumps are utilized for other services, the piping shall be so arranged that under any condition at least one pump will be available for drainage of the vessel through an overboard discharge, while the other pump(s) are being used for a different service.
(m) All bilge pipes used in or under fuel storage tanks or in the boiler or machinery space, including spaces in which oil settling tanks or oil pumping units are located, shall be of steel or other acceptable material.
(n) Oil pollution prevention requirements for bilge and ballast systems are contained in subpart B of part 155, Title 33, Code of Federal Regulations.
Note: For the purposes of this section, a pumproom is a machinery space on a column stabilized mobile offshore drilling unit.
[CGFR 6882, 33 FR 18843, Dec. 18, 1968, as amended by CGFR 69127, 35 FR 9979, June 17, 1970; CGD 7358R, 39 FR 18767, May 30, 1974; 79165a, 45 FR 64188, Sept. 29, 1980; CGD 77140, 54 FR 40608, Oct. 2, 1989; 55 FR 39968, Oct. 1, 1990; CGD 83043, 60 FR 24772, May 10, 1995; CGD 95028, 62 FR 51201, Sept. 30, 1997]
§ 56.50-55 Bilge pumps.
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(a) Self-propelled vessels. (1) Each self-propelled vessel must be provided with a power-driven pump or pumps connected to the bilge main as required by Table 56.5055(a).
Table 56.50-55(a)_Power Bilge Pumps Required for Self-Propelled Vessels
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Passenger vessels \1\ Dry-cargo vessels Tank Mobile
------------------------------------- \2\ vessels offshore
--------------------------------- drilling
Ocean, Ocean, units
Vessel length, in feet International coast- All other coast- ----------
voyages \3\ wise and waters wise and All All
Great Great waters waters All
Lakes Lakes waters
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180[foot] or more.............. \4\ 3 \4\ 3 2 2 2 2 2
Below 180[foot] and exceeding \4\ 3 \5\ 2 \5\ 2 \5\ 2 \5\ 2 2 2
65[foot]......................
65[foot] or less............... 3 1 1 1 1 1 .........
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\1\ Small passenger vessels under 100 gross tons refer to Subpart 182.520 of Subchapter T (Small Passenger
Vessel) of this chapter.
\2\ Dry-bulk carriers having ballast pumps connected to the tanks outside the engineroom and to the cargo hold
may substitute the appropriate requirements for tank vessels.
\3\ Not applicable to passenger vessels which do not proceed more than 20 mile from the nearest land, or which
are employed in the carriage of large numbers of unberthed passengers in special trades.
\4\ When the criterion numeral exceeds 30, an additional independent power-driven pump is required. (See Part
171 of this chapter for determination of criterion numeral.)
\5\ Vessels operating on lakes (including Great Lakes), bays, sounds, or rivers where steam is always available,
or where a suitable water supply is available from a power-driven pump of adequate pressure and capacity, may
substitute siphons or eductors for one of the required power-driven pumps, provided a siphon or eductor is
permanently installed in each hold or compartment.
(b) Nonself-propelled vessels. (1) Ocean going sailing vessels and barges shall be provided with pumps connected to the bilge main as required in Table 56.5055(b)(1).
Table 56.50-55(b)(1)_Bilge Pumps Required for Nonself-Propelled Vessels
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Type of vessel Waters navigated Power pumps (1) Hand pumps
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Sailing............................. Ocean and coastwise......... Two........................ (2)
Manned barges....................... ......do.................... Two........................ (2)
Manned barges....................... Other than ocean and (3)........................ (3)
coastwise.
Unmanned barges..................... All waters.................. (3)........................ (3)
Mobile offshore drilling units...... All waters.................. Two........................ None.
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\1\ Where power is always available, independent power bilge pumps shall be installed as required and shall be
connected to the bilge main.
\2\ Efficient hand pumps connected to the bilge main may be substituted for the power pumps. Where there is no
common bilge main, one hand pump will be required for each compartment.
\3\ Suitable hand or power pumps or siphons, portable or fixed, carried either on board the barge or on the
towing vessel shall be provided.
(2) The pumps and source of power for operation on oceangoing sailing vessels and barges shall be located above the bulkhead deck or at the highest convenient level which is always accessible.
(3) Each hull of a vessel with more than one hull, such as a catamaran, must meet Table 56.5055(b).
(c) Capacity of independent power bilge pump. Each power bilge pump must have the capacity to develop a suction velocity of not less than 400 feet per minute through the size of bilge main piping required by §56.5050(d)(1) of this part under ordinary conditions; except that, for vessels of less than 65 feet in length not engaged on international voyages, the pump must have a minimum capacity of 25 gallons per minute and need not meet the velocity requirement of this paragraph.
(d) Priming. Suitable means shall be provided for priming centrifugal pumps which are not of the self-priming type.
(e) Location. (1) For self-propelled vessels, if the engines and boilers are in two or more watertight compartments, the bilge pumps must be distributed throughout these compartments. On other self-propelled vessels and mobile offshore drilling units, the bilge pumps must be in separate compartments to the extent practicable. When the location of bilge pumps in separate watertight compartments is not practicable, alternative arrangements may be submitted for consideration by the Marine Safety Center.
(2) For nonself-propelled vessels requiring two bilge pumps, these pumps, insofar as practicable, shall be located in separate watertight machinery spaces. When the location of bilge pumps in separate watertight compartments is not possible, the Commandant will consider alternate arrangements of the bilge pumps.
(3) The emergency bilge pumps shall not be installed in a passenger ship forward of the collision bulkhead.
(4) Each hull of a vessel with more than one hull must have at least two means for pumping the bilges in each hull. No multi-hulled vessel may operate unless one of these means is available to pump each bilge.
(f) Other pumps. Sanitary, ballast, and general service pumps having the required capacity may be accepted as independent power bilge pumps if fitted with the necessary connections to the bilge pumping system.
[CGFR 6882, 33 FR 18843, Dec. 18, 1968, as amended by CGD 79023, 48 FR 51007, Nov. 4, 1983; CGD 77140, 54 FR 40608, Oct. 2, 1989; 55 FR 39968, Oct. 1, 1990; CGD 83043, 60 FR 24773, May 10, 1995; USCG200418884, 69 FR 58346, Sept. 30, 2004]
§ 56.50-57 Bilge piping and pumps, alternative requirements.
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(a) If a passenger vessel complies with §§171.075 and 171.082 of this chapter, its bilge pumping and piping systems must meet §§56.5050 and 56.5055, except as follows:
(1) Each bilge pumping system must comply with
(i) Regulation 19(b) of the Annex to IMCO Resolution A.265 (VIII) in place of §§56.5055(a)(1), 56.5055(a)(3), and 56.5055(f);
(ii) Regulation 19(d) of the Annex to IMCO Resolution A.265 (VIII) in place of §56.5055(a)(2).
(2) Each bilge main must comply with Regulation 19(i) of the Annex to IMCO Resolution A.265 (VIII) in place of §56.5050(d) except
(i) The nearest commercial pipe size may be used if it is not more than one-fourth inch under the required diameter; and
(ii) Each branch pipe must comply with §56.5050(d)(2).
(b) The standards referred to in this section, which are contained in the Inter-governmental Maritime Consultative Organization (IMCO) Resolution A.265 (VIII), dated December 10, 1973, are incorporated by reference. This document is available from the National Technical Information Service, Springfield, Virginia, 22151, under the title Regulations on Subdivision and Stability of Passenger Ships as Equivalent to part B of chapter II of the International Convention for the Safety of Life at Sea, 1960 (Volume IV of the U.S. Coast Guard's Commandant's International Technical Series, USCG CITS7411.)
[CGD 76053, 47 FR 37553, Aug. 26, 1982, as amended by CGD 79023, 48 FR 51007, Nov. 4, 1983]
§ 56.50-60 Systems containing oil.
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(a)(1) Oil-piping systems for the transfer or discharge of cargo or fuel oil must be separate from other piping systems as far as practicable, and positive means shall be provided to prevent interconnection in service.
(2) Fuel oil and cargo oil systems may be combined if the cargo oil systems contain only Grade E oils and have no connection to cargo systems containing grades of oil with lower flash points or hazardous substances.
(3) Pumps used to transfer oil must have no discharge connections to fire mains, boiler feed systems, or condensers unless approved positive means are provided to prevent oil from being accidentally discharged into any of the aforementioned systems.
(b) When oil needs to be heated to lower its viscosity, heating coils must be properly installed in each tank.
(1) Each drain from a heating coil as well as each drain from an oil heater must run to an open inspection tank or other suitable oil detector before returning to the feed system.
(2) As far as practicable, no part of the fuel-oil system containing heated oil under pressure exceeding 180 KPa (26 psi) may be placed in a concealed position so that defects and leakage cannot be readily observed. Each machinery space containing a part of the system must be adequately illuminated.
(c) Filling pipes may be led directly from the deck into the tanks or to a manifold in an accessible location permanently marked to indicate the tanks to which they are connected. A shutoff valve must be fitted at each filling end. Oil piping must not be led through accommodation spaces, except that low pressure fill piping not normally used at sea may pass through accommodation spaces if it is of steel construction, all welded, and not concealed.
(d) Piping subject to internal head pressure from oil in the tank must be fitted with positive shutoff valves located at the tank.
(1) Valves installed on the outside of the oil tanks must be made of steel, ductile cast iron ASTM A395, or a ductile nonferrous alloy having a melting point above 1,700°F and must be arranged with a means of manual control locally at the valve and remotely from a readily accessible and safe location outside of the compartment in which the valves are located.
(i) In the special case of a deep tank in any shaft tunnel, piping tunnel, or similar space, one or more valves must be fitted on the tank, but control in the event of fire may be effected by means of an additional valve on the piping outside the tunnel or similar space. Any such additional valve installed inside a machinery space must be capable of being operated from outside this space.
(ii) [Reserved]
(2) If valves are installed on the inside of the tank, they may be made of cast iron and arranged for remote control only. Additional valves for local control must be located in the space where the system exits from the tank or adjacent tanks. Valves for local control outside the tanks must be made of steel, ductile cast iron ASTM A 395 (incorporated by reference, see §56.012), or a ductile nonferrous alloy having a melting point above 1,700°F.
(3) Power operated valves installed to comply with the requirements of this section must meet the following requirements:
(i) Valve actuators must be capable of closing the valves under all conditions, except during physical interruption of the power system (e.g., cable breakage or tube rupture). Fluid power actuated valves, other than those opened against spring pressure, must be provided with an energy storage system which is protected, as far as practicable, from fire and collision. The storage system must be used for no other purpose and must have sufficient capacity to cycle all connected valves from the initial valve position to the opposite position and return. The cross connection of this system to an alternate power supply will be given special consideration by the Marine Safety Center.
(ii) The valve shall have a local power actuator to both open and close the valve unless local manual opening operation will not prevent remote closing of the valve.
(iii) The positioning of the valve by either the local or remote actuators shall not void the ability of the other actuator to close the valve.
(iv) The valve shall be provided with a means of emergency manual operation to both open and close the valve regardless of the status of the power operating system. Such manual operation may interfere with the power operation, and if so, shall be protected from causal use by means of covers, locking devices, or other suitable means. Instructions and warnings regarding the emergency system shall be conspicuously posted at the valve.
(4) Remote operation for shutoff valves on small independent oil tanks will be specially considered in each case where the size of tanks and their location may warrant the omission of remote operating rods.
(e) Fuel oil tanks overhanging boilers are prohibited.
(f) Valves for drawing fuel or draining water from fuel are not permitted in fuel oil systems except that a single valve may be permitted in the case of diesel driven machinery if suitably located within the machinery space away from any potential source of ignition. Such a valve shall be fitted with a cap or a plug to prevent leakage.
(g) Test cocks must not be fitted to fuel oil or cargo oil tanks.
(h) Oil piping must not run through feed or potable water tanks. Feed or potable water piping must not pass through oil tanks.
(i) Where flooding equalizing cross-connections between fuel or cargo tanks are required for stability considerations, the arrangement must be approved by the Marine Safety Center.
(j) Piping conveying oil must be run well away from hot surfaces wherever possible. Where such leads are unavoidable, only welded joints are to be used, or alternatively, suitable shields are to be fitted in the way of flanged or mechanical pipe joints when welded joints are not practicable. Piping that conveys fuel oil or lubricating oil to equipment and is in the proximity of equipment or lines having an open flame or having parts operating above 500°F must be of seamless steel. (See §56.5065 of this part.)
(k) Oil piping drains, strainers and other equipment subject to normal oil leakage must be fitted with drip pans or other means to prevent oil draining into the bilge.
(l) Where oil piping passes through a non-oil tank without stop valves complying with paragraph (d) of this section installed at all tank penetrations, the piping must comply with §56.5050(k).
(m) Each arrangement for the storage, distribution, and use of oil in a pressure-lubrication system must
(1) As well as comply with §56.5080, be such as to ensure the safety of the vessel and all persons aboard; and
(2) In a machinery space, meet the applicable requirements of §§56.5060 (b)(2) and (d), 56.5085(a)(11), 56.5090 (c) and (d), and 58.0155(f) of this subchapter. No arrangement need comply with §56.5090 (c)(1) and (c)(3) of this subchapter if the sounding pipe is fitted with an effective means of closure, such as a threaded cap or plug or other means acceptable to the Officer in Charge, Marine Inspection. The use of flexible piping or hose is permitted in accordance with the applicable requirements of §§56.3510, 56.3515, and 56.6025(c).
(n) Each arrangement for the storage, distribution, and use of any other flammable oil employed under pressure in a power transmission-system, control and activating system, or heating system must be such as to ensure the safety of the vessel and all persons aboard by
(1) Complying with Subpart 58.30 of this subchapter; and,
(2) Where means of ignition are present, meeting the applicable requirements of §§56.5085(a)(11), 56.5090 (c) and (d), and 58.0155(f) of this subchapter. Each pipe and its valves and fittings must be of steel or other approved material, except that the use of flexible piping or hose is permitted in accordance with the applicable requirements of §§56.3510, 56.3515, and 56.6025(c).
[CGFR 6882, 33 FR 18843, Dec. 18, 1968, as amended by CGFR 69127, 35 FR 9979, June 17, 1970; CGD 73254, 40 FR 40165, Sept. 2, 1975; CGD 77140, 54 FR 40609, Oct. 2, 1989; 55 FR 39968, Oct. 1, 1990; CGD 83043, 60 FR 24774, May 10, 1995; USCG20007790, 65 FR 58460, Sept. 29, 2000; USCG200418884, 69 FR 58346, Sept. 30, 2004]
§ 56.50-65 Burner fuel-oil service systems.
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(a) All discharge piping from the fuel oil service pumps to burners must be seamless steel with a thickness of at least Schedule 80. If required by §56.0710(e) of this part or paragraph 104.1.2 of ANSI B31.1, the thickness must be greater than Schedule 80. Short lengths of steel, or annealed copper nickel, nickel copper, or copper pipe and tubing may be used between the fuel oil burner front header manifold and the atomizer head to provide flexibility. All material used must meet the requirements of subpart 56.60 of this part. The use of non-metallic materials is prohibited. The thickness of the short lengths must not be less than the larger of 0.9 mm (0.35 inch) or that required by §56.0710(e) of this part. Flexible metallic tubing for this application may be used when approved by the Marine Safety Center. Tubing fittings must be of the flared type except that flareless fittings of the nonbite type may be used when the tubing is steel, nickel copper or copper nickel. (continued)