[Federal Register Volume 65, Number 167 (Monday, August 28, 2000)]
[Rules and Regulations]
[Pages 52043-52047]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 00-21888]


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DEPARTMENT OF TRANSPORTATION

Coast Guard

46 CFR Part 27

[USCG 1998-4445]
RIN 2115-AF66


Fire Protection Measures for Towing Vessels

AGENCY: Coast Guard, DOT.

ACTION: Final rule.

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SUMMARY: This final rule makes a few changes to the fire-protection 
measures for towing vessels that were implemented by an interim rule in 
this rulemaking published on October 19, 1999. It makes them because of 
the public comments submitted in response to that rule. The changes 
clarify the requirements for fuel shut-off valves, fuel-tank vents, the 
design of fire-detection systems for engine rooms, and safety 
orientations.

DATES: Effective Date: This final rule is effective September 27, 2000.

ADDRESSES: The Docket Management Facility maintains the public docket 
for this rulemaking. Comments, and documents as indicated in this 
preamble will become part of this docket and will be available for 
inspection or copying at room PL-401 on the Plaza level of the Nassif 
Building at the same address between 9 a.m. and 5 p.m., Monday through 
Friday, except Federal holidays. You may also access this docket on the 
Internet at http://dms.dot.gov.

FOR FURTHER INFORMATION CONTACT: For questions on this rule, contact 
Randall Eberly, Office of Design and Engineering Standards (G-MSE), 
Coast Guard, telephone 202-267-1861, electronic mail 
[email protected]. For questions on viewing or submitting material 
to the docket, call Dorothy Beard, Chief, Dockets, Department of 
Transportation, telephone 202-366-9329.

SUPPLEMENTARY INFORMATION:

Background and Purpose

    On January 19, 1996, the tugboat Scandia, with the tank barge North 
Cape in tow, caught fire five miles off the coast of Rhode Island. 
Crewmembers could not control the fire and, without power, they were 
unable to prevent the barge carrying 4 million gallons of oil from 
grounding and spilling about a quarter of its contents into the coastal 
waters. The North Cape spill led Congress to add, by Sec. 902 of the 
1996 Coast Guard Authorization Act [Pub. L. 104-324] (the Authorization 
Act), a new subsection, (f), to 46 U.S.C. 4102, to permit the Secretary 
of Transportation--``in consultation with the Towing Safety Advisory 
Committee'' (TSAC)--to require fire-suppression measures on all towing 
vessels. We published a notice of proposed rulemaking (NPRM) on safety 
of towing vessels and tank barges [CGD 97-064] [RIN 2115-AF53] on 
October 6, 1997 (62 FR 52057). Afterward, we divided the rulemaking to 
address fire-suppression systems and fire-protection measures 
separately. We issued an interim rule [USCG 1998-4445] [RIN 2115-AF66] 
on October 19, 1999 64 FR 56257), to implement certain fire-protection 
measures for towing vessels. We plan to issue a supplemental notice of 
proposed rulemaking (SNPRM) on fire-suppression systems and voyage 
planning for towing vessels [USCG 2000-6931] [RIN 2115-AF53] later this 
year.

Statutory Mandate

    Section 902 of the Authorization Act gave the Coast Guard the 
authority to require ``the installation, maintenance, and use of a fire 
suppression system or other measures . . . on board towing vessels.'' 
However, for vessels that tow non-self-propelled tank vessels, the 
Authorization Act did not just give the Coast Guard the authority; it 
mandated that the Coast Guard require these measures. The measures that 
the Coast Guard is requiring in this rule are based, in part, on 
recommendations from the TSAC.

Regulatory Approach

    The interim rule prescribed that most towing vessels be fitted 
with--
     General alarms,
     Fire-detection systems for engine rooms,
     Internal-communication systems, and
     Remote fuel shut-off valves.
    Furthermore, these vessels must conduct fire-fighting drills and 
establish training requirements for their crews. The rule exempted 
towing vessels that engage only in assistance towing, pollution 
response, or fleeting.

Requirement for a Fire-Suppression System

    Neither the interim rule nor this final rule implements any 
requirements for fixed fire-suppression systems on towing vessels. A 
separate rulemaking, entitled ``Fire-Suppression Systems and Voyage 
Planning for Towing Vessels'', addresses those systems.
    In the NPRM, we proposed a combination of early-warning fire-
detection systems, semi-portable fire extinguishers, fixed or portable 
fire pumps, and training of crews as alternative means of fire 
protection. During the comment period for the NPRM, we received 
numerous comments critical of these alternative measures. Many of the 
commenters stated that the measures did not meet the intent of the 
Authorization Act, because they would not require total-flooding fire-
extinguishing systems. Further, the commenters stated that the measures 
did not consider vessels' characteristics, methods of operation, and 
nature of service, nor did they differentiate between ocean-going 
tugboats and inland towboats. We carefully considered these comments 
and decided to implement the lower-cost, non-controversial measures in 
an interim rule, separate from any requirements for fixed fire-
extinguishing systems. This final rule makes a few changes to the 
interim rule for the non-controversial measures, based on public 
comments, as discussed below. Again, all requirements for fixed fire-
extinguishing systems are the subjects of a separate rulemaking; this 
will take the form of a SNPRM on fire-suppression systems and voyage 
planning for towing vessels, which we will publish later this year.

Discussion of Comments and Changes

    The Coast Guard received a total of 17 documents containing 95 
comments to the public docket of the interim rule that precedes this 
final rule. The following paragraphs summarize the comments and explain 
the changes we have made to that interim rule.

1. Applicability and Exemptions

    Three comments asked that the rule change to provide specific 
details that explain which types of harbor tugs and similar tugs 
operating within limited geographic areas are exempted from its 
requirements. We considered these comments and decided to make no 
change in that respect. 46 CFR 27.100 already clearly explains the 
reach of this rule. Besides, 46 CFR 27.100(c) permits the owner or 
operator of any vessel to request an exemption from the local

[[Page 52044]]

Captain of the Port (COTP). The local COTP has the most accurate view 
of local conditions, so he or she is better suited to making a fair 
determination of the safety of a particular vessel.

2. Fixed Fire-Extinguishing System

    Eight comments provided arguments both pro and con on the need for 
a fixed fire-extinguishing system for the protection of towing vessels' 
engine rooms. This issue is the subject of a separate rulemaking, the 
SNPRM on fire-suppression systems mentioned twice earlier. These 
comments, too, have not resulted in any changes to this final rule.

3. General Alarm

    Several comments expressed the opinion that requiring weekly tests 
of a general alarm is excessive, and that such tests should be a part 
of the monthly fire drills. We disagree. The general alarm is an 
emergency safety system; as such, it must be functional at all times. 
Weekly testing of the alarm is consistent with our rules for inspected 
vessels and provides a high degree of confidence that the alarm will 
operate when needed.

4. Fire Detection

    Numerous comments concerned Sec. 27.210(f), which requires that the 
fire-detection system not be used for any other purpose. They stated 
that the rule should let the system be a part of the system for 
monitoring the engine room. We had received similar comments during the 
public comment period for the proposed rule. At that time, we had 
disagreed with the commenters. We had been concerned that the 
connection of non-emergency equipment to the fire-detection system 
could introduce a potential for spurious electrical faults that would 
decrease the reliability of the system. Because of this, the interim 
rule requires the fire-detection system to be approved by the Coast 
Guard or listed by an independent laboratory and not be part of any 
other system. Taking account of the added information received in 
response to the interim rule, we have re-considered our position on 
this issue.
    The towing industry has informed us about systems for monitoring 
engine rooms and about their routine use. These systems, relied upon 
daily, ensure the operation of the vessel and its engines. They are 
therefore subject to enhanced maintenance and testing. If a spurious 
electrical fault were to occur in one, the operator would immediately 
be aware of it. If one became inoperable, prudent practice would 
dictate prompt repairs. Because of this, we hold the reliability of 
these systems adequate for their use in combination with fire-detection 
systems for engine rooms, as long as: (1) The equipment remains in good 
working order and (2) the fire detectors are approved for fire-
protection service by an independent laboratory. Hence, we have framed 
the final rule to accept the continued use of existing fire-detection 
systems that are components of systems for monitoring engine rooms, 
provided that the detection systems also comply with 46 CFR 27.210(g).
    Several other comments sought clarification of paragraph 46 CFR 
27.210(d)(2), which requires that the control panel for the fire-
detection system include a visible and audible alarm for each zone. The 
confusion arose over whether the paragraph requires both a separate 
visible alarm and a separate audible alarm for each zone. It was our 
intent to require a system that has a common audible alarm to notify 
the crew of any fire. If the system covers more than one zone, a series 
of indicator lights on the control panel will identify the zone of 
origin. This renders a separate audible alarm for each zone 
unnecessary. We agree that the wording of this requirement in the 
interim rule could have led to confusion. We have therefore changed the 
wording to preclude that.
    Other comments sought clarification of the technical requirements 
of 46 CFR 27.210. We made no changes in response to these comments, 
which we summarize below:
    46 CFR 27.210(e)--The requirement that the fire-detection system 
draw power from two sources. Several comments questioned the need for 
two separate sources of power. For reliability, such a system will have 
a backup source of power in case either the main generator fails or a 
break in the circuitry occurs. The system commonly achieves redundancy 
by switchover of the primary source to a small 12-volt battery located 
in the control panel. The comment observed that on a towing vessel the 
loss of primary power would be immediately noticed and corrected. We 
agree with this viewpoint; however, there may be instances when the 
vessel has primary power available to most parts of the vessel but when 
the branch of the electrical distribution system that supplies the 
alarm system is nonetheless unavailable. For such instances, it is 
necessary to provide an alternative supply of power from a battery to 
maintain detection capability.
    46 CFR 27.210(g)--The requirement that the fire-detection system be 
certified to meet the rule by a professional engineer or a 
classification society. A number of comments questioned the reliance on 
an outside expert to certify the condition of the system. We called for 
this reliance to ensure that there is a thorough, knowledgeable, and 
professional review and inspection of the system. The Coast Guard does 
not routinely examine towing vessels. We feel that early warning of 
fire in the engine room is extremely important to the overall safety of 
such vessels. Because many such vessels already have installed systems, 
we decided to allow their continued use as long as they meet a minimum 
level of safety. This spares owners of vessels the expense of replacing 
their existing systems with new ones. Because we have decided to accept 
existing systems, we believe it essential that qualified persons 
evaluate the condition of the systems. Several comments insisted that 
marine electricians would be sufficiently competent to inspect and 
certify existing systems. We do not fully agree. We know of no training 
or certification for electricians that includes experience in the 
proper placement of fire detectors. Yet the installation of the 
detectors is crucial in the performance of the systems. For example, if 
the detectors are too close to ventilation outlets or too far beneath 
the overhead, they may never provide timely warning of fire. Because of 
the complexity of the guidelines for installing detectors, we have not 
weakened the requirement for certification.
    46 CFR 27.210(d)(1)--The requirement for a power-available light. 
This part of the rule requires that a light on the control panel be 
illuminated whenever power is connected to the system. Some comments 
stated that the arrangement or function of this light needed 
explaining. We do not agree. The term ``power-available light'' is a 
common one, used throughout the fire-detection industry as well as 
elsewhere. It simply identifies a light on the control panel that 
indicates the presence of voltage at the point of connection to the 
system. We have not revised the wording of the rule.

5. Internal Communications

    Several comments maintained that we should eliminate the exemption 
for twin-screw vessels (with operating-station control for both 
engines) afforded in 46 CFR 27.215(b) and require internal-
communication systems on all vessels. We require these systems in the 
interim rule to be consistent with existing rules for inspected 
vessels: We saw no reason to hold uninspected towing vessels to a 
higher standard than inspected ones. We still see none, and

[[Page 52045]]

have not eliminated this exemption from the final rule.
    Another comment urged us to require dedicated VHF radios for the 
internal-communication system. It argued that relying on the same 
radios used for day-to-day operation of the vessel would leave the 
availability and operability of the radios questionable. We do not 
agree. On the contrary, we expect radios used daily to be more likely 
to be fully charged and ready for use when needed.

6. Fuel Shut-off Valves

    A number of comments requested that we change the requirement for 
fuel shut-off valves set forth in 46 CFR 27.340(f). That requirement, 
derived from the interim rule, states that any fuel line subject to 
internal head pressure from the fuel in a tank must be provided with a 
remotely operable fuel shut-off valve. It was our intent to require a 
means to stop the main supply of fuel to the engine room during a fire, 
because our casualty data showed that failures of fuel lines and 
flexible hoses are among the leading causes of fires in engine rooms of 
towing vessels. Fuel leaking and spraying from gravity tanks 
significantly increases the magnitude of these fires and makes these 
fires almost impossible to extinguish without outside assistance. It 
was our further intent, therefore, to require a single shut-off valve 
located at the outlet of the day tank. The comments from the towing 
industry, however, pointed out that many towing vessels are configured 
with day tanks and multiple fuel tanks capable of pressurizing fuel 
lines by gravity flow, and thus would need multiple shut-off valves. 
They argued that there is no valid safety benefit to installing shut-
off valves on all of these tanks. They reported not only that engineers 
often transfer fuel among tanks to adjust vessels' trim but that they 
transfer it manually with valves on fuel-transfer manifolds in the 
engine rooms. The valves open solely during transfers. The fuel 
ultimately enters a day tank, which then supplies the engines and 
generators. As written, the interim rule is interpreted by some to 
require a separate shut-off valve for each tank connected to the 
manifold. Our review of casualty reports showed that, while failure of 
fuel lines and fittings on diesel engines occurred in a significant 
number of cases, failure of piping connected directly to tanks and 
manifolds did not significantly contribute to the fire hazard. We 
conclude from the reports and the public comments that the measures 
required in the interim rule need not apply to all tanks. Only a fuel 
line directly supplying an engine (or generator) needs a remotely 
operable positive shut-off valve. We agree with the comments. We have 
therefore framed the final rule to clearly explain that we require a 
shut-off valve only on a line from the day tank, a storage tank, or a 
manifold that supplies fuel directly to an engine or generator. We 
expect you to install remote shut-off valves as follows:
     If you have a day tank supplying fuel, install the shut-
off valve at the day tank;
     If you have a fuel-distribution manifold only (no day 
tank), install the shut-off valve in the single fuel-supply line after 
(downstream of) the manifold; or
     If you have a fuel tank directly supplying an engine or a 
generator, without the use of a day tank, a storage tank, or a fuel-
distribution manifold, install the shut-off valve at the fuel tank.

7. Fuel Systems

    One comment noted that a reader could misinterpret 46 CFR 27.340(d) 
to require the fitting of each fuel tank with a vent pipe connected to 
the highest point of the tank and venting on the weather deck. The 
commenter argued that this would prevent the operator of a towing 
vessel from leading a common vent pipe from two or more fuel tanks. 
This was not the intent. The individual vent pipes from several fuel 
tanks containing liquids in the same class of hazards may connect to a 
header venting on the weather deck, as long as the piping arrangements 
and diameters are adequate to prevent damage to the tanks from over- 
and under-pressurization. We have added a new sentence to this 
paragraph to clarify this.
    Another comment insisted that subparagraphs 27.340(d)(2)(i) and 
27.340(d)(2)(ii) fail to clarify which of their two standards for vent 
pipes applies, and suggested that we add the words ``whichever is 
greater''. We do not agree. The two standards apply to two different 
situations. 46 CFR 27.340(d)(2)(i) contains the standard for a tank 
filled under gravity head, as from a marine fuel station with a 
dispensing nozzle. Section 27.340(d)(2)(ii) contains the standard for a 
tank filled with fuel pumped aboard (under pressure) through a 
connected length of fuel-transfer hose. The commenter also suggested 
that we adopt the rules of the American Bureau of Shipping (ABS) for 
sizing tank vents. We have not adopted these rules, as they exceed what 
we consider acceptable. Of course, an operator may choose to adopt the 
ABS rules or apply another higher standard.

8. Training and Drills

    A number of comments requested a reduction in the frequency of 
required training and drills. We disagree, for the reasons that follow. 
Commercial vessels, if they require fire drills at all, adhere to a 
monthly schedule. We have required such drills monthly to familiarize 
crewmembers with the hazards, and with the safety equipment installed, 
onboard their vessels. In the towing industry, it is not uncommon to 
have a high rate of crew transfers. Crewmembers may be aboard vessels 
just for brief periods, or may rotate assignments among several 
vessels. They must receive training and drills in fire safety fairly 
often.
    We received comments that indicate some in the industry may have 
mis-interpreted the interim rule on training and drills. Our intent was 
never to require such formal fire-fighting training as would be 
necessary for licensing. The required monthly training is for response 
to emergencies that might occur aboard crewmembers' particular vessels. 
The training should familiarize them with the safety equipment 
installed aboard their vessels, and with the locations of the vessels' 
controls for fuel and ventilation systems. It should also provide 
instructions on how to operate all of the installed fire-fighting 
equipment.
    Another group of comments noted that monthly drills would be 
pointlessly burdensome to the industry if they entailed the discharge 
of portable and semi-portable fire extinguishers. This was not our 
intent. 46 CFR 27.355(c)(2) specifies that the drills must include 
``breaking out and using emergency equipment.'' It aims at 
crewmembers'' mustering the equipment and bringing it to the site of 
the drill. We do not require the actual release of extinguishing agents 
during the drills: The drill instructor can demonstrate the proper 
operation of the equipment without discharging the extinguishers. The 
drills should familiarize the crewmembers with the location of the 
emergency equipment and the difficulties that they may encounter in 
employing it.

9. Safety Orientation

    One commenter made the point that not all crew transfers take place 
while the vessel is docked. The requirement in 46 CFR 27.355(d) to 
provide safety orientation to new crewmembers ``before the vessel gets 
underway'' therefore cannot be met in all cases. We agree with this 
comment and have framed the paragraph to require, instead, the safety 
orientation for new crewmembers within 24 hours.

[[Page 52046]]

Regulatory Evaluation

    This final rule is not a significant regulatory action under 
section 3(f) of Executive Order 12866 and does not require an 
assessment of potential costs and benefits under section 6(a)(3) of 
that Order. It has not been reviewed by the Office of Management and 
Budget (OMB) under that Order.
    A Regulatory Assessment under paragraph 10e of the regulatory 
policies and procedures of DOT is available in the docket for 
inspection or copying where indicated under ADDRESSES.

Unfunded Mandates Reform Act

    Title II of the Unfunded Mandates Reform Act of 1995 (UMRA) [Pub L. 
104-4, 109 Stat. 48] requires Federal agencies to assess the effects of 
certain regulatory actions on State, local, and tribal governments, and 
the private sector. Under sections 202 and 205 of the UMRA, the Coast 
Guard generally must prepare a written statement of economic and 
regulatory alternatives for proposed and final rules that contain 
Federal mandates. A ``Federal mandate'' is a new or added enforceable 
duty, imposed on any State, local, or tribal government, or the private 
sector. If any Federal mandate causes any of those entities to spend, 
in the aggregate, $100 million or more in any one year, an analysis 
under the UMRA is necessary. The total burden of Federal mandates 
imposed by this final rule will not result in such an expenditure. 
Therefore, sections 202 and 205 of the UMRA do not apply.

Taking of Private Property

    This final rule does not effect a taking of private property or 
otherwise have implications for taking under Executive Order 12630, 
Governmental Actions and Interference with Constitutionally Protected 
Property Rights.

Civil Justice Reform

    This final rule meets applicable standards in sections 3(a) and 
3(b)(2) of Executive Order 12988, Civil Justice Reform, to minimize 
litigation, eliminate ambiguity, and reduce burden.

Protection of Children

    We have analyzed this final rule under Executive Order 13045, 
Protection of Children from Environmental Health Risks and Safety 
Risks. This rule is not an economically significant rule and does not 
concern an environmental risk to health or risk to safety that may 
disproportionately affect children.

Small Entities

    Under the Regulatory Flexibility Act [5 U.S.C. 601 et seq.], the 
Coast Guard considers the economic impact on small entities of each 
rule for which a general notice of proposed rulemaking is required. 
``Small Entities'' include small businesses, not-for-profit 
organizations that are independently owned and operated and are not 
dominant in their fields, and governmental jurisdictions with 
populations of less than 50,000.
    An assessment of this final rule's impacts on small entities 
appears in the regulatory assessment. It is available in the docket for 
inspection or copying where indicated under ADDRESSES.

Assistance for Small Entities

    Under section 213(a) of the Small Business Regulatory Enforcement 
Fairness Act of 1996 (Pub. L. 104-121), the Coast Guard wants to assist 
small entities in understanding this final rule so that they can better 
evaluate its effects on them. If your small business or organization is 
affected by this rule and you have questions concerning its provisions 
or options for compliance, please call Mr. Randall Eberly, telephone 
202-267-1861.
    The Small Business and Agriculture Regulatory Enforcement Ombudsman 
and 10 Regional Fairness Boards were established to receive comments 
from small businesses about enforcement by Federal agencies. The 
Ombudsman will annually evaluate the enforcement activities and rate 
each agency's responsiveness to small business. If you wish to comment 
on enforcement by the Coast Guard, call 1-888-REG-FAIR (1-888-734-
3247).

Collection of Information

    This final rule does not provide for a collection of information 
under the Paperwork Reduction Act of 1995 [44 U.S.C. 3501 et seq.]. It 
does require standard wording to appear on each general alarm bell and 
flashing red light. This wording is to inform crewmembers that when the 
general alarm bell sounds, or the red light flashes, they should 
proceed to their assigned stations. This labeling is exempt from the 
guidelines of OMB for collection and posting of information since it 
furnishes exact wording.

Federalism

    We analyzed this final rule under Executive Order 13132, 
Federalism. It is well-settled that States are precluded from 
regulating in the categories reserved for regulation by the Coast 
Guard. [United States v. Locke, 120 S. Ct. 1135 (March 6, 2000).] It is 
also well-settled that, in the case of uninspected towing vessels, if 
the Coast Guard promulgates rules dealing with design, construction, 
equipment, or operation, State regulation in those areas is preempted. 
[Kelly v. Washington, 302 U.S. 1 (1937); Ray v. Atlantic Richfield Co., 
435 U.S. 151 (1979).] The statutory authorities under which we 
promulgate this rule mandate our action for inspected towing vessels 
and for any towing vessels towing non-self-propelled tank vessels [46 
U.S.C. 3306(a)(3) and 4102(f)(2)], and give us discretionary authority 
for all other towing vessels [46 U.S.C. 4102(f)(1)]. In any event, the 
preemptive impact of the Coast Guard's action in this rulemaking is the 
same. This entire rule falls into the previously-mentioned categories 
of rules. Because States are precluded from regulating within these 
categories, preemption is not an issue under Executive Order 13132. 
Accordingly, the Coast Guard regards the Federalism implications of 
this rule as minimal.

Environment

    The Coast Guard considered the environmental impact of this final 
rule and concluded that under Figure 2-1, paragraphs (34)(c) and (d) of 
Commandant Instruction M16475.1C, this rule is categorically excluded 
from further environmental documentation. A ``Determination of 
Categorical Exclusion'' is available in the docket for inspection or 
copying where indicated under ADDRESSES.

List of Subjects in 46 CFR Part 27

    Fire prevention, Marine safety, Reporting and recordkeeping 
requirements, Vessels.

    For the reasons discussed in the preamble, the Coast Guard adopts 
the interim rule published on October 19, 1999 (64 FR 56257) as final 
with the following changes:

PART 27--TOWING VESSELS

    1. The citation of authority for part 27 continues to read as 
follows:

    Authority: 46 U.S.C. 3306, 4102 (as amended by Pub. L. 104-324, 
110 Stat. 3947); 49 CFR 1.46.
    2. Revise Sec. 27.210 to read as follows:


Sec. 27.210  What are the requirements for fire detection on an 
existing towing vessel?

    By October 8, 2001, there must be a fire-detection system installed 
on your vessel to detect engine-room fires. It may be a new system, an 
existing fire-detection system, or an existing engine-room-monitoring 
system (with fire-detection capability), if it is operable and complies 
with this section. You must ensure that--

[[Page 52047]]

    (a) Each detector, each control panel, and each fire alarm are 
approved under 46 CFR subpart 161.002 or listed by an independent 
testing laboratory; except that, if you use an existing engine-room-
monitoring system (with fire-detection capability), each detector must 
be listed by an independent testing laboratory;
    (b) The system is installed, tested, and maintained in line with 
the manufacturer's design manual;
    (c) The system is arranged and installed so a fire in the engine 
room automatically sets off alarms on a control panel at the operating 
station;
    (d) The control panel includes--
    (1) A power-available light;
    (2) An audible alarm to notify crew at the operating station of 
fire and visible alarms to identify the zone or zones of origin of the 
fire;
    (3) A means to silence audible alarms while maintaining indication 
by visible alarm;
    (4) A circuit-fault detector test-switch; and
    (5) Labels for all switches and indicator lights, indicating their 
functions;
    (e) The system draws power from two sources, switchover from the 
primary power source to the secondary source being either manual or 
automatic;
    (f) The system serves no other purpose, unless it is an existing 
engine-room-monitoring system (with fire-detection capability); and
    (g) The system is certified by a Registered Professional Engineer, 
or by a recognized classification society (under 46 CFR part 8), to 
comply with paragraphs (a) through (f) of this section.

    3. Revise paragraphs (c) and (d)(2) of Sec. 27.310 to read as 
follows:


Sec. 27.310  What are the requirements for fire detection on a new 
towing vessel?

* * * * *
    (c) The system is arranged and installed so a fire in the engine 
room automatically sets off alarms on a control panel at the operating 
station;
* * * * *
    (d) * * *
    (2) An audible alarm to notify crew at the operating station of 
fire and visible alarms to identify the zone or zones of origin of the 
fire;
* * * * *

    4. Revise paragraphs (d) and (f) of Sec. 27.340 to read as follows:


Sec. 27.340  What are the requirements for a fuel system on a new 
towing vessel?

* * * * *
    (d) Vent pipes for integral fuel tanks. Each integral fuel tank 
must meet the requirements of this paragraph as follows:
    (1) Each fuel tank must have a vent that connects to the highest 
point of the tank, discharges on a weather deck through a bend of 180 
degrees (3.14 radians), and is fitted with a 30-by-30 mesh corrosion-
resistant flame screen. Vents from two or more fuel tanks may combine 
in a system that discharges on a weather deck.
    (2) The net cross-sectional area of the vent pipe for the tank must 
be--
    (i) Not less than 312.3 square millimeters (0.484 square inches) 
for any tank filled by gravity; or
    (ii) Not less than that of the fill pipe for any tank filled under 
pressure.
* * * * *
    (f) A positive shut-off valve must be fitted on any fuel line that 
supplies fuel directly to an engine or generator to stop the flow of 
fuel in the event of a break in the fuel line. The valve must be 
located near the source of supply (for instance, at the day tank, 
storage tank, or fuel-distribution manifold). Furthermore, the positive 
shut-off valve must be operable from a safe place outside the space in 
which the valve is located. Each remote station for fuel shut-off 
should be marked in clearly legible letters at least 25 millimeters (1 
inch) high indicating the purpose of the valve and the way to operate 
it.
* * * * *

    5. Revise paragraphs (c) and (d) of Sec. 27.355 to read as follows:


Sec. 27.355  What are the requirements for instruction, drills, and 
safety orientations conducted on a new towing vessel?

* * * * *
    (c) Participation in drills. Drills must take place on board the 
vessel, as if there were an actual emergency. They must include--
    (1) Participation by all crewmembers;
    (2) Breaking out and using, or simulating the use of, emergency 
equipment;
* * * * *
    (d) Safety Orientation. The master or person in charge of a vessel 
must ensure that each crewmember who has not both participated in the 
drills required by paragraph (a) of this section and received the 
instruction required by that paragraph receives a safety orientation 
within 24 hours of reporting for duty.
* * * * *

    Dated: August 2, 2000.
R.C. North,
Assistant Commandant for Marine Safety and Environmental Protection.
[FR Doc. 00-21888 Filed 8-23-00; 4:45 pm]
BILLING CODE 4910-15-U