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(continued)
(i) General arrangement plans for the main and auxiliary steering gear and their piping must be submitted for approval in accordance with subpart 50.20 of this subchapter.
§ 58.25-10 Main and auxiliary steering gear.
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(a) Power-operated main and auxiliary steering gear must be separate systems that are independent throughout their length. Other systems and arrangements of steering gear will be acceptable if the Commanding Officer, Marine Safety Center, determines that they comply with, or exceed the requirements of, this subpart.
(b) The main steering gear and rudder stock must be—
(1) Of adequate strength for and capable of steering the vessel at maximum ahead service speed, which must be demonstrated to the satisfaction of the cognizant Officer in Charge, Marine Inspection;
(2) Capable of moving the rudder from 35° on either side to 35° on the other with the vessel at its deepest loadline draft and running at maximum ahead service speed, and from 35° on either side to 30° on the other in not more than 28 seconds under the same conditions;
(3) Operated by power when necessary to comply with paragraph (b)(2) of this section or when the diameter of the rudder stock is over 12 centimeters (4.7 inches) in way of the tiller, excluding strengthening for navigation in ice; and
(4) Designed so that they will not be damaged when operating at maximum astern speed; however, this requirement need not be proved by trials at maximum astern speed and maximum rudder angle.
(c) The auxiliary steering gear must be—
(1) Of adequate strength for and capable of steering the vessel at navigable speed and of being brought speedily into action in an emergency;
(2) Capable of moving the rudder from 15° on either side to 15° on the other in not more than 60 seconds with the vessel at its deepest loadline draft and running at one-half maximum ahead service speed or 7 knots, whichever is greater; and
(3) Operated by power when necessary to comply with paragraph (c)(2) of this section or when the diameter of the rudder stock is over 23 centimeters (9 inches) in way of the tiller, excluding strengthening for navigation in ice.
(d) No auxiliary means of steering is required on a double-ended ferryboat with independent main steering gear fitted at each end of the vessel.
(e) When the main steering gear includes two or more identical power units, no auxiliary steering gear need be fitted, if—
(1) In a passenger vessel, the main steering gear is capable of moving the rudder as required by paragraph (b)(2) of this section while any one of the power units is not operating;
(2) In a cargo vessel, the main steering gear is capable of moving the rudder as required by paragraph (b)(2) of this section while all the power units are operating;
(3) In a vessel with an installation completed on or after September 1, 1984, and on an international voyage, and in any other vessel with an installation completed after June 9, 1995, the main steering gear is arranged so that, after a single failure in its piping system (if hydraulic), or in one of the power units, the defect can be isolated so that steering capability can be maintained or speedily regained in less than ten minutes; or
(4) In a vessel with an installation completed before September 1, 1986, and on an international voyage, with steering gear not complying with paragraph (e)(3) of this section, the installed steering gear has a proved record of reliability and is in good repair.
Note: The place where isolation valves join the piping system, as by a flange, constitutes a single-failure point. The valve itself need not constitute a single-failure point if it has a double seal to prevent substantial loss of fluid under pressure. Means to purge air that enters the system as a result of the piping failure must be provided, if necessary, so that steering capability can be maintained or speedily regained in less than ten minutes.
(f) In each vessel of 70,000 gross tons or over, the main steering gear must have two or more identical power units complying with paragraph (e) of this section.
§ 58.25-15 Voice communications.
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Each vessel must be provided with a sound-powered telephone system, complying with subpart 113.30 of this chapter, to communicate between the pilothouse and the steering-gear compartment, unless an alternative means of communication between them has been approved by the Commanding Officer, Marine Safety Center.
§ 58.25-20 Piping for steering gear.
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(a) Pressure piping must comply with subpart 58.30 of this part.
(b) Relief valves must be fitted in any part of a hydraulic system that can be isolated and in which pressure can be generated from the power units or from external forces such as wave action. The valves must be of adequate size, and must be set to limit the maximum pressure to which the system may be exposed, in accordance with §56.07–10(b) of this subchapter.
(c) Each hydraulic system must be provided with—
(1) Arrangements to maintain the cleanliness of the hydraulic fluid, appropriate to the type and design of the hydraulic system; and
(2) For a vessel on an ocean, coastwise, or Great Lakes voyage, a fixed storage tank having sufficient capacity to recharge at least one power actuating system including the reservoir. The storage tank must be permanently connected by piping so that the hydraulic system can be readily recharged from within the steering-gear compartment and must be fitted with a device to indicate liquid level that complies with §56.50–90 of this subchapter.
(d) Neither a split flange nor a flareless fitting of the grip or bite type, addressed by §56.30–25 of this subchapter, may be used in hydraulic piping for steering gear.
§ 58.25-25 Indicating and alarm systems.
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(a) Indication of the rudder angle must be provided both at the main steering station in the pilothouse and in the steering-gear compartment. The rudder-angle indicator must be independent of control systems for steering gear.
(b) Each electric-type rudder-angle indicator must comply with §113.40–10 of this chapter and, in accordance with §112.15–5(h) of this chapter, draw its power from the source of emergency power.
(c) On each vessel of 1,600 gross tons or over, a steering-failure alarm must be provided in the pilothouse in accordance with §§113.43–3 and 113.43–5 of this chapter.
(d) An audible and a visible alarm must activate in the pilothouse upon—
(1) Failure of the electric power to the control system of any steering gear;
(2) Failure of that power to the power unit of any steering gear; or
(3) Occurrence of a low oil level in any oil reservoir of a hydraulic, power-operated steering-gear system.
(e) An audible and a visible alarm must activate in the machinery space upon—
(1) Failure of any phase of a three-phase power supply;
(2) Overload of any motor described by §58.25–55(c); or
(3) Occurrence of a low oil level in any oil reservoir of a hydraulic, power-operated steering-gear system.
Note: See §62.50–30(f) of this subchapter regarding extension of alarms to the navigating bridge on vessels with periodically unattended machinery spaces.
(f) Each power motor for the main and auxiliary steering gear must have a “motor running” indicator light in the pilothouse, and in the machinery space, that activates when the motor is energized.
§ 58.25-30 Automatic restart.
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Each control system for main and auxiliary steering gear and each power actuating system must restart automatically when electrical power is restored after it has failed.
§ 58.25-35 Helm arrangements.
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(a) The arrangement of each steering station, other than in the steering-gear compartment, must be such that the helmsman is abaft the wheel. The rim of the wheel must be plainly marked with arrows and lettering for right and left rudder, or a suitable notice indicating these directions must be posted directly in the helmsman's line of sight.
(b) Each steering wheel must turn clockwise for “right rudder” and counterclockwise for “left rudder.” When the vessel is running ahead, after clockwise movement of the wheel the vessel's heading must change to the right.
(c) If a lever-type control is provided, it must be installed and marked so that its movement clearly indicates both the direction of the rudder's movement and, if followup control is also provided, the amount of the rudder's movement.
(d) Markings in the pilothouse must not interfere with the helmsman's vision, but must be clearly visible at night.
Note: See §113.40–10 of this chapter for the arrangement of rudder-angle indicators at steering stations.
§ 58.25-40 Arrangement of the steering-gear compartment.
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(a) The steering-gear compartment must—
(1) Be readily accessible and, as far as practicable, separated from any machinery space;
(2) Ensure working access to machinery and controls in the compartment; and
(3) Include handrails and either gratings or other non-slip surfaces to ensure a safe working environment if hydraulic fluid leaks.
Note: Where practicable, all steering gear should be located in the steering-gear compartment.
(b) [Reserved]
§ 58.25-45 Buffers.
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For each vessel on an ocean, coastwise, or Great Lakes voyage, steering gear other than hydraulic must be designed with suitable buffering arrangements to relieve the gear from shocks to the rudder.
§ 58.25-50 Rudder stops.
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(a) Power-operated steering gear must have arrangements for cutting off power to the gear before the rudder reaches the stops. These arrangements must be synchronized with the rudder stock or with the gear itself rather than be within the control system for the steering gear, and must work by limit switches that interrupt output of the control system or by other means acceptable to the Commanding Officer, Marine Safety Center.
(b) Strong and effective structural rudder stops must be fitted; except that, where adequate positive stops are provided within the steering gear, such structural stops need not be fitted.
§ 58.25-55 Overcurrent protection for steering-gear systems.
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(a) Each feeder circuit for steering must be protected by a circuit breaker on the switchboard that supplies it and must have an instantaneous trip set at a current of at least—
(1) 300% and not more than 375% of the rated full-load current of one steering-gear motor for a direct-current motor; or
(2) 175% and not more than 200% of the locked-rotor current of one steering-gear motor for an alternating-current motor.
(b) No feeder circuit for steering may have any overcurrent protection, except that required by paragraph (a) of this section.
(c) Neither a main or an auxiliary steering-gear motor, nor a motor for a steering-gear control system, may be protected by an overload protective device. The motor must have a device that activates an audible and a visible alarm at the main machinery-control station if there is an overload that would cause overheating of the motor.
(d) No control circuit of a motor controller, steering-gear control system, or indicating or alarm system may have overcurrent protection except short-circuit protection that is instantaneous and rated at 400% to 500% of—
(1) The current-carrying capacity of the conductor; or
(2) The normal load of the system.
(e) The short-circuit protective device for each steering-gear control system must be in the steering-gear compartment and in the control circuit immediately following the disconnect switch for the system.
(f) When, in a vessel of less than 1,600 gross tons, an auxiliary steering gear, which §58.25–10(c)(3) requires to be operated by power, is not operated by electric power or is operated by an electric motor primarily intended for other service, the main steering gear may be fed by one circuit from the main switchboard. When such an electric motor is arranged to operate an auxiliary steering gear, neither §58.25–25(e) nor paragraphs (a) through (c) of this section need be complied with if both the overcurrent protection and compliance with §§58.25–25(d), 58.25–30, and 58.25–70 (j) and (k) satisfy the Commanding Officer, Marine Safety Center.
§ 58.25-60 Non-duplicated hydraulic rudder actuators.
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Non-duplicated hydraulic rudder actuators may be installed in the steering-gear control systems on each vessel of less than 100,000 deadweight tons. These actuators must meet IMO Assembly Resolution A.467(XII), Guidelines for Acceptance of Non-Duplicated Rudder Actuators for Tankers, Chemical Tankers, and Gas Carriers of 10,000 Tons Gross Tonnage and Above But Less Than 100,000 Tonnes Deadweight, 1981, and be acceptable to the Commanding Officer, Marine Safety Center. Also, the piping for the main gear must comply with §58.25–10(e)(3).
§ 58.25-65 Feeder circuits.
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(a) Each vessel with one or more electric-driven steering-gear power units must have at least two feeder circuits, which must be separated as widely as practicable. One or more of these circuits must be supplied from the vessel's service switchboard. On a vessel where the rudder stock is over 23 centimeters (9 inches) in diameter in way of the tiller, excluding strengthening for navigation in ice, and where a final source of emergency power is required by §112.05–5(a) of this chapter, one or more of these circuits must be supplied from the emergency switchboard, or from an alternative source of power that—
(1) Is available automatically within 45 seconds of loss of power from the vessel's service switchboard;
(2) Comes from an independent source of power in the steering-gear compartment;
(3) Is used for no other purpose; and
(4) Has a capacity for one half-hour of continuous operation, to move the rudder from 15° on either side to 15° on the other in not more than 60 seconds with the vessel at its deepest loadline draft and running at one-half maximum ahead service speed or 7 knots, whichever is greater.
(b) Each vessel that has a steering gear with multiple electric-driven power units must be arranged so that each power unit is supplied by a separate feeder.
(c) Each feeder circuit must have a disconnect switch in the steering-gear compartment.
(d) Each feeder circuit must have a current-carrying capacity of—
(1) 125% of the rated full-load current rating of the electric steering-gear motor or power unit; and
(2) 100% of the normal current of one steering-gear control system including all associated motors.
§ 58.25-70 Steering-gear control systems.
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(a) Each power-driven steering-gear system must be provided with at least one steering-gear control system.
(b) The main steering gear must be operable from the pilothouse by mechanical, hydraulic, electrical, or other means acceptable to the Commanding Officer, Marine Safety Center. This gear and its components must give full followup control of the rudder. Supplementary steering-gear control not giving full followup may also be provided from the pilothouse.
(c) Each steering-gear control system must have in the pilothouse a switch arranged so that one operation of the switch's lever automatically supplies power to a complete system and its associated power unit or units. This switch must be—
(1) Operated by one lever;
(2) Arranged so that not more than one control system and its associated power unit or units can be energized from the pilothouse at any one time;
(3) Arranged so that the lever passes through “off” during transfer of control from one control system to another; and
(4) Arranged so that the switches for each control system are in separate enclosures or are separated by fire-resistant barriers.
(d) Each steering-gear control system must receive its power from—
(1) The feeder circuit supplying power to its steering-gear power unit or units in the steering-gear compartment; or
(2) A direct connection to the busbars supplying the circuit for its steering-gear power unit or units from a point on the switchboard adjacent to that supply.
(e) Each steering-gear control system must have a switch that—
(1) Is in the steering-gear compartment; and
(2) Disconnects the system from its power source and from the steering gear that the system serves.
(f) Each motor controller for a steering gear must be in the steering-gear compartment.
(g) A means of starting and stopping each motor for a steering gear must be in the steering-gear compartment.
(h) When the main steering gear is arranged in accordance with §58.25–10(e), two separate and independent systems for full followup control must be provided in the pilothouse; except that—
(1) The steering wheel or lever need not be duplicated; and
(2) If the system consists of a hydraulic telemotor, no second separate and independent system need be provided other than on each tank vessel subject to §58.25–85.
(i) When only the main steering gear is power-driven, two separate and independent systems for full followup control must be provided in the pilothouse; except that the steering wheel or lever need not be duplicated.
(j) When the auxiliary steering gear is power-driven, a control system for the auxiliary steering gear must be provided in the pilothouse that is separate and independent from the control system for the main steering gear; except that the steering wheel or lever need not be duplicated.
(k) On a vessel of 500 gross tons or above, each main steering gear and auxiliary steering gear must be arranged so that its power unit or units are operable by controls from the steering-gear compartment. These controls must not be rendered inoperable by failure of the controls in the pilothouse.
§ 58.25-75 Materials.
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(a) Materials used for the mechanical or hydraulic transmission of power to the rudder stock must have an elongation of at least 15% in 5 centimeters (2 inches); otherwise, components used for this purpose must be shock-tested in accordance with subpart 58.30 of this part.
(b) No materials with low melting-points, including such materials as aluminum and nonmetallic seals, may be used in control systems for steering gear or in power actuating systems unless—
(1) The materials are within a compartment having little or no risk of fire;
(2) Because of redundancy in the system, damage by fire to any component would not prevent immediate restoration of steering capability; or
(3) The materials are within a steering-gear power actuating system.
§ 58.25-80 Automatic pilots and ancillary steering gear.
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(a) Automatic pilots and ancillary steering gear, and steering-gear control systems, must be arranged to allow immediate resumption of manual operation of the steering-gear control system required in the pilothouse. A switch must be provided, at the primary steering position in the pilothouse, to completely disconnect the automatic equipment from the steering-gear controls.
(b) Automatic pilots and ancillary steering gear must be arranged so that no single failure affects proper operation and independence of the main or auxiliary steering gear, required controls, rudder-angle indicators, or steering-failure alarm.
§ 58.25-85 Special requirements for tank vessels.
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(a) Each tank vessel must meet the applicable requirements of §§58.25–1 through 58.25–80.
(b) On each tank vessel of 10,000 gross tons or over, the main steering gear must comprise two or more identical power units that comply with §58.25–10(e)(2).
(c) Each tank vessel of 10,000 gross tons or over constructed on or after September 1, 1984, must comply with the following:
(1) The main steering gear must be arranged so that, in case of loss of steering capability due to a single failure in any part of the power actuating system of the main steering gear, excluding seizure of a rudder actuator or failure of the tiller, quadrant, or components serving the same purpose, steering capability can be regained not more than 45 seconds after the loss of one power actuating system.
(2) The main steering gear must include either—
(i) Two separate and independent power actuating systems, complying with §58.25–10(b)(2); or
(ii) At least two identical hydraulic-power actuating systems, which, acting simultaneously in normal operation, must comply with §58.25–10(b)(2). (When they must so comply, these systems must be connected. Loss of hydraulic fluid from one system must be capable of being detected, and the defective system automatically isolated, so the other system or systems remain fully operational.)
(3) Steering gear other than hydraulic must meet equivalent standards to the satisfaction of the Commanding Officer, Marine Safety Center.
(d) On each tank vessel of 10,000 gross tons or over, but less than 100,000 deadweight tons, the main steering gear need not comply with paragraph (c) of this section if the rudder actuator or actuators installed are non-duplicated hydraulic and if—
(1) The actuators comply with §58.25–60; and
(2) In case of loss of steering capability due to a single failure either of any part of the piping systems or in one of the power units, steering capability can be regained in not more than 45 seconds.
(e) On each tank vessel of less than 70,000 deadweight tons, constructed before, and with a steering-gear installation before, September 1, 1986, and on an international voyage, the steering gear not complying with paragraph (c) (1), (2), or (3) of this section, as applicable, may continue in service if the steering gear has a proved record of reliability and is in good repair.
(f) Each tank vessel of 10,000 gross tons or over, constructed before, and with a steering-gear installation before, September 1, 1984, must—
(1) Meet the applicable requirements in §§58.25–15, 58.25–20(c), 58.25–25 (a), (d), and (e), and 58.25–70 (e), (h), (i), and (j);
(2) Ensure working access to machinery and controls in the steering-gear compartment (which must include handrails and either gratings or other non-slip surfaces to ensure a safe working environment in case hydraulic fluid leaks);
(3) Have two separate and independent steering-gear control systems, each of which can be operated from the pilothouse; except that it need not have separate steering wheels or steering levers;
(4) Arrange each system required by paragraph (f)(3) of this section so that, if the one in operation fails, the other can be operated from the pilothouse immediately; and
(5) Supply each system required by paragraph (f)(3) of this section, if electric, with power by a circuit that is—
(i) Used for no other purpose; and either—
(ii) Connected in the steering-gear compartment to the circuit supplying power to the power unit or units operated by that system; or
(iii) Connected directly to the busbars supplying the circuit for its steering-gear power unit or units at a point on the switchboard adjacent to that supply.
(g) Each tank vessel of 40,000 gross tons or over, constructed before, and with a steering-gear installation before, September 1, 1984, and on an international voyage, must have the steering gear arranged so that, in case of a single failure of the piping or of one of the power units, either steering capability equivalent to that required of the auxiliary steering gear by §58.25–10(c)(2) can be maintained or the rudder's movement can be limited so that steering capability can be speedily regained in less than 10 minutes. This arrangement must be achieved by—
(1) An independent means of restraining the rudder;
(2) Fast-acting valves that may be manually operated to isolate the actuator or actuators from the external hydraulic piping, together with a means of directly refilling the actuators by a fixed, independent, power-operated pump and piping; or
(3) An arrangement such that, if hydraulic-power actuating systems are connected, loss of hydraulic fluid from one system must be detected and the defective system isolated either automatically or from within the pilothouse so that the other system remains fully operational.
Note: The term “piping or * * * one of the power units” in paragraph (g) of this section refers to the pressure-containing components in hydraulic or electro-hydraulic steering gear. It does not include rudder actuators or hydraulic-control servo piping and pumps used to stroke the pump or valves of the power unit, unless their failure would result in failure of the unit or of the piping to the actuator.
Subpart 58.30—Fluid Power and Control Systems
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§ 58.30-1 Scope.
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(a) This subpart contains requirements for fluid power transmission and control systems and appurtenances. Except as otherwise provided for in this section, these requirements are applicable to the following fluid power and control systems:
(1) Steering apparatus, main and auxiliary, including bow thruster systems.
(2) Cargo hatch operating systems unless fitted with an alternate mechanical means of operation and approved by the Commandant as hydraulically or pneumatically fail-safe. A system is considered to be fail-safe if a component failure will result in a slow and controlled release of the loading so as not to endanger personnel.
(3) Watertight door operating system.
(4) Automatic propulsion boiler system.
(5) Starting systems for internal combustion engines used for main propulsion, main or auxiliary power, as the prime mover for any required emergency apparatus, or as the source of propulsion power in ship maneuvering thruster systems.
(6) Centralized control system of main propulsion and auxiliary machinery.
(7) Lifeboat handling equipment.
(8) Controllable pitch propeller system.
(9) Installations used to remotely control components of piping systems listed in §56.01–10(c)(1) of this subchapter.
(10) All systems containing a pneumatic or hydropneumatic accumulator. In the case of hydropneumatic accumulators where it can be shown to the satisfaction of the Commandant that due to friction losses, constriction, or other design features, the hazard of explosive rupture does not exist downstream of a certain point in the hydraulic system, the requirements of this subpart will apply only to the accumulator and the system upstream of this point.
(11) Materials and/or personnel handling equipment systems, i.e. cranes, hydraulic elevators, etc., not approved by the Commandant as fail-safe as defined in paragraph (a)(2) of this section.
(12) Any fluid power or control system installed in the cargo area of pump rooms on a tank vessel, or in spaces in which cargo is handled on a liquefied flammable gas carrier.
(13) All pneumatic power and control systems having a maximum allowable working pressure in excess of 150 pounds per square inch.
(14) Any other hydraulic or pneumatic system on board that, in the judgment of the Commandant, constitutes a hazard to the seaworthiness of the ship or the safety of personnel either in normal operation or in case of failure.
(b) Other fluid power and control systems do not have to comply with the detailed requirements of this subpart but must meet the requirements of §58.30–50.
[CGFR 68–82, 33 FR 18878, Dec. 18, 1968, as amended by CGD 73–254, 40 FR 40168, Sept. 2, 1975]
§ 58.30-5 Design requirements.
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(a) The requirements of part 56 are also applicable to piping and fittings in fluid power and control systems listed in §58.30–1 of this part, except as modified herein. The designer should consider the additional pressure due to hydraulic shock and should also consider the rate of pressure rise caused by hydraulic shock.
(b) The system shall be so designed that proper functioning of any unit shall not be affected by the back pressure in the system. The design shall be such that malfunctioning of any unit in the system will not render any other connected or emergency system inoperative because of back pressure.
(c) Pneumatic systems with a maximum allowable working pressure in excess of 150 pounds per square inch shall be designed with a surge tank or other acceptable means of pulsation dampening.
(d) Each pneumatic system must minimize the entry of oil into the system and must drain the system of liquids.
[CGFR 68–82, 33 FR 18878, Dec. 18, 1968, as amended by CGFR 69–127, 35 FR 9980, June 17, 1970; CGD 73–254, 40 FR 40168, Sept. 2, 1975; CGD 83–043, 60 FR 24781, May 10, 1995; CGD 95–027, 61 FR 26001, May 23, 1996]
§ 58.30-10 Hydraulic fluid.
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(a) The requirements of this section are applicable to all fluid power transmission and control systems installed on vessels subject to inspection.
(b) The fluid used in hydraulic power transmission systems shall have a flashpoint of not less than 200 °F. for pressures below 150 pounds per square inch and 315 °F. for pressures 150 pounds per square inch and above, as determined by ASTM D 92 (incorporated by reference, see §58.03–1), Cleveland “Open Cup” test method.
(c) The chemical and physical properties of the hydraulic fluid shall be suitable for use with any materials in the system or components thereof.
(d) The hydraulic fluid shall be suitable for operation of the hydraulic system through the entire temperature range to which it may be subjected in service.
(e) The recommendations of the system component manufacturers and ANSI-B93.5 (Recommended Practice for the Use of Fire Resistant Fluids for Fluid Power Systems) shall be considered in the selection and use of hydraulic fluid.
[CGFR 68–82, 33 FR 18878, Dec. 18, 1968, as amended by CGFR 69–127, 35 FR 9980, June 17, 1970; USCG–1999–5151, 64 FR 67180, Dec. 1, 1999]
§ 58.30-15 Pipe, tubing, valves, fittings, pumps, and motors.
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(a) The requirements of this section are applicable to those hydraulic and pneumatic systems listed in §58.30–1.
(b) Materials used in the manufacture of tubing, pipes, valves, flanges, and fittings shall be selected from those specifications which appear in Table 56.60–1(a) or Table 56.60–2(a) of this subchapter; or they may be selected from the material specifications of sections I, III, and VIII of the ASME Code if not prohibited by the section of this subchapter dealing with the particular section of the ASME Code. Materials designated by other specifications shall be evaluated on the basis of physical and chemical properties. To assure these properties, the specifications shall specify and require such physical and chemical testing as considered necessary by the Commandant. All tubing and pipe materials shall be suitable for handling the hydraulic fluid used and shall be of such chemical and physical properties as to remain ductile at the lowest operating temperature.
(c) Bolting shall meet the requirements of §56.25–20 of this subchapter except that regular hexagon bolts conforming to SAE J429, grades 2 through 8, or ASTM A 193 (incorporated by reference, see §58.03–1) may be used in sizes not exceeding 11/2 inches.
(d) The maximum allowable working pressure and minimum thickness shall be calculated as required by §56.07–10(e) of this subchapter when the outside diameter to wall thickness ratio is greater than 6. Where the ratio is less than 6, the wall thickness may be established on the basis of an applicable thick-wall cylinder equation acceptable to the Commandant using the allowable stress values specified in §56.07–10(e) of this subchapter.
(e) All flared, flareless and compression type joints shall be in accordance with §56.30–25 of this subchapter.
(f) Fluid power motors and pumps installed on vessels subject to inspection shall be certified by the manufacturer as suitable for the intended use. Such suitability shall be demonstrated by operational tests conducted aboard the vessel which shall be witnessed by a marine inspector.
[CGFR 68–82, 33 FR 18878, Dec. 18, 1968, as amended by CGD 73–254, 40 FR 40168, Sept. 2, 1975; CGD 95–027, 61 FR 26001, May 23, 1996; USCG–2000–7790, 65 FR 58460, Sept. 29, 2000]
§ 58.30-20 Fluid power hose and fittings.
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(a) The requirements of this section are applicable to those hydraulic and pneumatic systems listed in §58.30–1.
(b) Hose and fittings shall meet the requirements of subpart 56.60 of this subchapter.
(c) Hose assemblies may be installed between two points of relative motion but shall not be subjected to torsional deflection (twisting) under any conditions of operation and shall be limited, in general, to reasonable lengths required for flexibility. Special consideration may be given to the use of longer lengths of flexible hose where required for proper operation of machinery and components in the hydraulic system.
(d) Sharp bends in hoses shall be avoided.
§ 58.30-25 Accumulators.
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(a) An accumulator is an unfired pressure vessel in which energy is stored under high pressure in the form of a gas or a gas and hydraulic fluid. Accumulators must meet the applicable requirements in §54.01–5 (c)(3), (c)(4), and (d) of this chapter or the remaining requirements in part 54.
(b) If the accumulator is of the gas and fluid type, suitable separators shall be provided between the two media, if their mixture would be dangerous, or would result in contamination of the hydraulic fluid and loss of gas through absorption.
(c) Each accumulator which may be isolated, shall be protected on the gas and fluid sides by relief valves set to relieve at pressures not exceeding the maximum allowable working pressures. When an accumulator forms an integral part of systems having relief valves, the accumulator need not have individual relief valves.
[CGFR 68–82, 33 FR 18878, Dec. 18, 1968 as amended by CGD 77–147, 47 FR 21811, May 20, 1982]
§ 58.30-30 Fluid power cylinders.
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(a) The requirements of this section are applicable to those hydraulic and pneumatic systems listed in §58.30–1 and to all pneumatic power transmission systems.
(b) Fluid power cylinders consisting of a container and a movable piston rod extending through the containment vessel, not storing energy but converting a pressure to work, are not considered to be pressure vessels and need not be constructed under the provisions of part 54 of this subchapter.
(c) Cylinders shall be designed for a bursting pressure of not less than 4 times the maximum allowable working pressure. Drawings and calculations or a certified burst test report shall be submitted to show compliance with this requirement.
(d) Piston rods, except steering gear rams, shall either be of corrosion resistant material or shall be of steel protected by a plating system acceptable to the Commandant.
(e) Materials selection shall be in accordance with the requirements of §58.30–15(b).
§ 58.30-35 Testing.
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(a) All fluid power and control systems and components thereof shall be tested as required by this section.
(b) Accumulators constructed as pressure vessels under the provisions of part 54 of this subchapter shall be tested and retested as required by parts 54 and 61 of this subchapter.
(c) Fluid power and control systems and piping assemblies shall be given an installation test as follows:
(1) Fluid power and control systems and piping assemblies and associated equipment components, including hydraulic steering gear, in lieu of being tested at the time of installation, may be shop tested by the manufacturer to 1 1/2 times the maximum allowable pressure of the system. The required test pressure shall be maintained for a sufficient amount of time to check all components for strength and porosity and to permit an inspection to be made of all connections.
(2) Fluid power and control systems and associated hydraulic equipment components which have been tested in conformance with paragraph (c)(1) of this section and so certified by the manufacturer, may be tested after installation as a complete assembly by stalling the driven unit in a safe and satisfactory manner and by blowing the relief valves. Otherwise, these systems shall be hydrostatically tested in the presence of a marine inspector at a pressure of 1 1/2 times the maximum allowable pressure.
(3) Fluid power and control systems incorporating hydropneumatic accumulators containing rupture discs may be tested at the maximum allowable working pressure of the system in lieu of 1 1/2 times this value as prescribed in paragraphs (c)(1) and (2) of this section provided the accumulators have been previously tested in accordance with paragraph (b) of this section and welded or brazed piping joints are not employed in the system. If welded or brazed joints are employed, the system shall be tested in accordance with the requirements of paragraphs (c)(1) and (2) of this section except that the accumulators may be isolated from the remainder of the system.
(d) Fluid power and control systems shall be purged with an inert gas or with the working fluid and all trapped air bled from the system prior to any shipboard testing. In no case shall air, oxygen, any flammable gas, or any flammable mixture of gases be used for testing fluid power systems.
(e) Fluid control systems, such as boiler combustion controls, containing components with internal parts, such as bellows or other sensing elements, which would be damaged by the test pressure prescribed in paragraphs (c) (1) and (2) of this section may be tested at the maximum allowable working pressure of the system. In addition, all fluid control systems may be tested using the system working fluid.
§ 58.30-40 Plans.
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(a) Diagrammatic plans and lists of materials must be submitted for each of the fluid power and control systems listed in §58.30–1(a) that is installed on the vessel. Plan submission must be in accordance with subpart 50.20 of this subchapter and must include the following:
(1) The purpose of the system.
(2) Its location on the vessel.
(3) The maximum allowable working pressure.
(4) The fluid used in the system.
(5) The velocity of the fluid flow in the system.
(6) Details of the system components in accordance with §56.01–10(d) of this subchapter.
[CGD 73–254, 40 FR 40168, Sept. 2, 1975]
§ 58.30-50 Requirements for miscellaneous fluid power and control systems.
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(a) All fluid power and control systems installed on a vessel, except those listed in §58.30–1(a), must meet the following requirements:
(1) Diagrams of the system providing the information required by §58.30–40(a)(1) through (4) must be submitted. These are not approved but are needed for records and for evaluation of the system in accordance with §58.30–1(a)(14).
(2) The hydraulic fluid used in the system must comply with §58.30–10.
(3) The installed system must be tested in accordance with §58.30–35(c)(2).
(4) All pneumatic cylinders must comply with §58.30–30.
(5) Additional plans may be required for “fail-safe” equipment and for cargo hatch systems with alternate means of operation.
[CGD 73–254, 40 FR 40168, Sept. 2, 1975]
Subpart 58.50—Independent Fuel Tanks
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§ 58.50-1 General requirements.
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(a) The regulations in this subpart contain requirements for independent fuel tanks.
(b) Passenger vessels exceeding 100 gross tons constructed prior to July 1, 1935, may carry gasoline as fuel not exceeding 40 gallons to supply the emergency electrical system. Passenger vessels exceeding 100 gross tons constructed on or after July 1, 1935, and all emergency systems converted on or after July 1, 1935, shall use fuel which has a flashpoint exceeding 110 °F. (PMCC) for internal combustion engine units. Such vessels shall carry a sufficient quantity of fuel to supply the emergency electrical system. Refer to §112.05–5 of Subchapter J (Electrical Engineering), of this chapter.
(c) An outage of 2 percent shall be provided on all fuel tanks containing petroleum products.
[CGFR 68–82, 33 FR 18878, Dec. 18, 1968, as amended by CGD 73–254, 40 FR 40169, Sept. 2, 1975]
§ 58.50-5 Gasoline fuel tanks.
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(a) Construction. (1) Shape. Tanks may be of either cylindrical or rectangular form, except that tanks for emergency electrical systems shall be of cylindrical form.
(2) Materials and construction. The material used and the minimum thickness allowed shall be as indicated in Table 58.50–5(a) except that consideration will be given to other materials which provide equivalent safety as indicated in §58.50–15.
(3) Prohibited types. Tanks with flanged-up top edges that may trap and hold moisture shall not be used.
(4) Openings. Openings for fill, vent and fuel pipes, and openings for fuel level gages where used, shall be on the topmost surface of tanks. Tanks shall have no openings in bottoms, sides, or ends, except that an opening fitted with threaded plug or cap may be used for tank cleaning purposes.
Table 58.50-5(a)
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Thickness in inches and gage numbers \1\ vs. tank
A.S.T.M. capacities for_
specification -----------------------------------------------------------
Material (latest edition) More than 80- and
[see also § 1-through 80- not more than 150- Over 150-gallon
58.03-1] gallon tanks gallon tanks tanks \2\
----------------------------------------------------------------------------------------------------------------
Aluminum \5\.................... B 209, Alloy 5086 0.250 (USSG 3).... 0.250 (USSG 3).... 0.250 (USSG 3).
\6\.
Nickel-copper................... B127, Hot rolled 0.037 (USSG 20) 0.050 (USSG 18)... 0.107 (USSG 12).
sheet or plate. \3\.
Copper-nickel................... B122, Alloy No. 5. 0.045 (AWG 17).... 0.057 (AWG 15).... 0.128 (AWG 8).
Copper.......................... B152, Type ETP.... 0.057(AWG 15)..... 0.080 (AWG 12).... 0.182 (AWG 5).
Copper-silicon.................. B 96, alloys 0.050 (AWG 16).... 0.064 (AWG 14).... 0.144 (AWG 7).
C65100 and C65500.
Steel or iron \4\............... .................. 0.0747 (MfgStd 14) 0.1046 (MfgStd 12) 0.179 (MfgStd 7).
----------------------------------------------------------------------------------------------------------------
\1\ Gages used are U.S. standard ``USSG'' for nickel-copper; ``AWG'' for copper, copper-nickel and copper-
silicon ``MFR's STD'' for steel.
\2\ Tanks over 400 gallons shall be designed with a factor of safety of four on the ultimate strength of the
material used with a design head of not less than 4 feet of liquid above the top of the tank.
\3\ Nickel-copper not less than 0.031 inch (USSG 22) may be used for tanks up to 30-gallon capacity.
\4\ Fuel tanks constructed of iron or steel, which is less than 3/16-inch thick shall be galvanized inside and
outside by the hot dip process.
\5\ Anodic to most common metals. Avoid dissimilar metal contact with tank body.
\6\ And other alloys acceptable to the Commandant.
(5) Joints. All metallic tank joints shall be welded or brazed.
(6) Fittings. Nozzles, flanges, or other fittings for pipe connections shall be welded or brazed to the tank. The tank openings in way of pipe connections shall be properly reinforced where necessary. Where fuel level gages are used, the flange to which gage fittings are attached shall be welded or brazed to the tank. No tubular gage glasses or trycocks shall be fitted to the tanks.
(7) Baffle plates. All tanks exceeding 30 inches in any horizontal dimension shall be fitted with vertical baffle plates where necessary for strength or for control of excessive surge. In general, baffle plates installed at intervals not exceeding 30 inches will be considered as meeting this requirement.
(8) Baffle plate details. Baffle plates, where required, shall be of the same material and not less than the minimum thickness required in the tank walls and shall be connected to the tank walls by welding or brazing. Limber holes at the bottom and air holes at the top of all baffles shall be provided.
(b) Installation. (1) Gasoline fuel tanks used for propulsion shall be located in water-tight compartments separate from, but adjacent to the engineroom or machinery space. Fuel tanks for auxiliaries shall be located on or above the weather deck outside of the engine housing or compartment and as close to the engine as practicable. All tanks shall be so installed as to provide a free circulation of air around the tanks.
(2) Cylindrical tanks with longitudinal seams shall be arranged horizontally where practicable so that such seams are located as near the top as possible.
(3) Fuel tanks shall be so installed as to permit examination, testing, or removal for cleaning.
(4) Fuel tanks shall be adequately supported and braced to prevent movement. Portable fuel tanks are not permitted.
(5) All fuel tanks shall be electrically bonded to the common ground.
(c) Testing. (1) Prior to installation, tanks vented to atmosphere shall be tested to, and must withstand, a pressure of 5 pounds per square inch or 1 1/2 times the maximum head to which they may be subjected in service, whichever is greater. A standpipe of 11 1/2 feet in height attached to the tank may be filled with water to accomplish the 5 pounds per square inch test. Permanent deformation of the tank will not be cause for rejection unless accompanied by leakage.
(2) After installation of the fuel tank on a vessel the complete installation shall be tested in the presence of a marine inspector to a head not less than that to which the tank may be subjected in service. Fuel may be used as a testing medium.
(3) All tanks not vented to atmosphere shall be constructed and tested in accordance with part 54 of this subchapter.
[CGFR 68–82, 33 FR 18878, Dec. 18, 1968, as amended by CGFR 72–59R, 37 FR 6190, Mar. 25, 1972; USCG–1999–5151, 64 FR 67180, Dec. 1, 1999]
§ 58.50-10 Diesel fuel tanks.
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(a) Construction. (1) Tanks may be of either cylindrical or rectangular form.
(2) The materials used and the minimum thickness allowed in the construction of independent fuel tanks shall be as indicated in Table 58.50–10(a), except that consideration will be given to other materials which provide equivalent safety as indicated in §58.50–15.
(3) Tanks with flanged-up top edges, that may trap and hold moisture, shall not be used.
Table 58.50-10(a)
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Thickness in inches and gage numbers \1\ vs. tank
A.S.T.M. capacities for_
specification -----------------------------------------------------------
Material (latest edition) More than 80- and
[see also § 1- through 80- not more than 150- Over 150-gallon
58.03-1] gallon tanks gallon tanks tanks \2\
----------------------------------------------------------------------------------------------------------------
Aluminum \5\.................... B209, Alloy 5086 0.250 (USSG 3).... 0.250 (USSG 3).... 0.250 (USSG 3).
\6\.
Nickel-copper................... B127, Hot rolled 0.037 (USSG 20) 0.050 (USSG 18)... 0.107 (USSG 12).
sheet or plate. \3\.
Steel or iron \4\............... .................. 0.0747 (MfgStd 14) 0.1046 (MfgStd 12) 0.179 (MfgStd 7).
----------------------------------------------------------------------------------------------------------------
\1\ Gages used are U.S. standard ``USSG'' for nickel-copper and ``MfgStd'' for steel or iron.
\2\ Tanks over 400 gallons shall be designed with a factor of safety of four on the ultimate strength of the
material used with design head of not less than 4 feet of liquid above the top of the tank.
\3\ Nickel-copper not less than 0.031 inch (USSG 22) may be used for tanks up to 30-gallon capacity.
\4\ For diesel tanks the steel or iron shall not be galvanized on the interior.
\5\ Anodic to most common metals. Avoid dissimilar metal contact with tank body.
\6\ And other alloys acceptable to the Commandant.
(4) Openings for fill and vent pipes must be on the topmost surface of a tank. There must be no openings in the bottom, sides, or ends of a tank except as follows:
(i) The opening for the fuel supply piping is not restricted to the top of the tank.
(ii) An opening fitted with threaded plug or cap may be used on the bottom of the tank for tank cleaning purposes.
(iii) Liquid level gages must penetrate at a point that is more than 2 inches from the bottom of the tank.
(5) All tank joints shall be welded.
(6) Nozzles, flanges, or other fittings for pipe connections shall be welded or brazed to the tank. The tank opening in way of pipe connections shall be properly reinforced where necessary. Where liquid level indicating devices are attached to the tank, they shall be of heat resistant materials adequately protected from mechanical damage and provided at the tank connections with devices which will automatically close in the event of rupture of the gage or gage lines.
(7) All tanks exceeding 30 inches in any horizontal dimensionshall be fitted with vertical baffle plates where necessary for strength or for control of excessive surge. In general, baffle plates installed at intervals not exceeding 30 inches will be considered as meeting this requirement. (continued)