Section 851.9 - Tanker and Tug Matching Criteria, and Tanker Crew and Equipment Requirements(a) Default Matrix Option for Matching Tugs to Tankers: The tug or tugs used for an escorted transit shall be able to provide sufficient braking force to stop the escorted tanker from a speed of 5 knots through the water. The braking force of the tug(s) shall match the tanker's displacement, as indicated in the following matrix: | Zones 1 and 2 | | Zones 4 and 6 |
| Assisting Current | slack | 1 kt | 2 kts | 3 kts | 4 kts | slack | 1 kt | 2 kts | 3 kts | 4 kts |
| Displacement* | Braking Force in kips (1,000 pounds of force) | |
| 0 to < 20 | 20 | 20 | 30 | 40 | 40 | 40 | 50 | 70 | 90 | 110 |
| 20 to < 30 | 20 | 30 | 40 | 50 | 60 | 50 | 70 | 90 | 120 | 160 |
| 30 to < 40 | 30 | 40 | 50 | 60 | 70 | 60 | 90 | 120 | 160 | 210 |
| 40 to < 50 | 30 | 40 | 60 | 70 | 90 | 70 | 110 | 150 | 200 | 250 |
| 50 to < 60 | 40 | 60 | 70 | 90 | 110 | 100 | 140 | 190 | 250 | 320 |
| 60 to < 80 | 50 | 70 | 90 | 120 | 140 | 120 | 180 | 250 | 330 | 420 |
| 80 to < 100 | 60 | 80 | 110 | 140 | 180 | 150 | 220 | 300 | 400 | 520 |
| 100 to < 120 | 70 | 100 | 130 | 170 | 210 | 180 | 270 | 370 | 500 | 650 |
| 120 to < 140 | 80 | 110 | 150 | 190 | 240 | 210 | 310 | 430 | 580 | 760 |
| 140 to < 160 | 90 | 140 | 190 | 240 | 310 | 240 | 350 | 490 | 660 | 860 |
| 160 to < 180 | 100 | 150 | 210 | 270 | 350 | 260 | 390 | 550 | 740 | 970 |
| 180 to < 200 | 110 | 170 | 230 | 300 | 390 | ** | ** | ** | ** | ** |
| 200 to < 220 | 120 | 180 | 250 | 330 | 420 | ** | ** | ** | ** | ** |
* 1,000 long tons
** The channel depth in zones 4 and 6 limits vessels that may use the channel to those drawing less than 35 feet. This table does not address vessels in zones 4 and 6 with a displacement greater than 180,000 long tons because such vessels would draw more than 35 feet and would thus not be allowed into these zones.
(1) Applicable current velocity: The current velocities shall be determined using the published tide and current tables developed and maintained by NOAA, and used by the pilots. The current velocity used shall be the one published for the estimated time of arrival at the points noted below. The estimated time of arrival shall include a window of 30 minutes before and after the scheduled arrival to account of possible delays or changes. Tank vessel operators are responsible for adjusting the estimated arrival time when it appears that it will fall outside of the originally estimated one hour window.(2) Location of current readings: The specific current velocity to be used in conjunction with the matrix shall be the published readings for the following locations: (A) The Golden Gate Bridge - the predicted current velocity at the Golden Gate Bridge shall apply to vessels in zones 1 and 2 that are west of a north-south line drawn through the eastern tip of Alcatraz Island and terminating at Angel Island or to vessels in zones 1 and 2 that are west of the eastern entrance to Racoon Strait.(B) The Bay Bridge; west of Yerba Buena Island - the predicted current velocity at the Bay Bridge shall apply to vessels in zone 2 that are south of an arc drawn from Alcatraz Island east to Treasure Island and east of the north-south line drawn through Alcatraz Island.(C) 1.25 miles north of Point Chauncey - The predicted current velocity at 1.25 miles north of Pt. Chauncey shall apply to vessels in zone 2 that are north of an arc with a radius of 2.7 nautical miles centered at the intersection of the Bay Bridge and the San Francisco Peninsula drawn from Alcatraz Island east to Treasure Island and east of the north-south line drawn through the eastern tip of Alcatraz Island.(D) The San Mateo Bridge The predicted current velocity at the San Mateo Bridge shall apply to vessels while in zone 4.(E) The Carquinez Bridge - the predicted current velocity in Carquinez Strait shall apply to vessels in zone 6. How to use the Default Matrix Option for Matching Tugs to Tankers: The matrix provides current velocities for slack water, 1, 2, 3, and 4 knots. The slack water column shall be used only when the water is truly slack. The 1 knot column shall be used for any velocity above 0 and equal to 1. The 2 knot column shall be used for any velocity above 1 and equal to 2, and so on up to the 4 knot maximum.
In those situations where the current velocity is above 4 knots, such as may occur at the Golden Gate, the tank vessel requiring an escort tug shall reschedule the transit to a time when the current velocity drops to 4 knots or below.
(b) Alternative To The Default Matrix for Matching Tugs to Tankers: Measurement methodologies other than those used to establish the Default Matrix may be used instead of, or in addition to, the Matrix as follows: (1) Alternate Compliance Model for Escort Tugs: Tug owner/operators may propose an alternate method for measuring the braking force of any tug (in kips). Such alternate method may be used to demonstrate that the tug can provide higher steering or braking forces (in kips) than the simple bollard pull measurement would indicate. An alternate measurement may only be submitted once in any 12 month period and shall comply with the following: (A) the owner/operator shall assure that the following are included when developing a methodology for calculating an alternate braking force for a given escort tug: 1. the alternate measurement is conducted from a starting speed of 10 knots for zones 1 and 2, and 8 knots for zone 4 and 6;2. the escort tug is not required to exceed the limits of its ability to generate the forces, and in no instance submerges the deck edge to achieve the alternate measurement;3. the escort tug operates all its equipment at or below the manufacturer's recommended guidelines for the safe working load of the tug;4. unless demonstrated otherwise by full scale testing, all machinery shall be assumed to operate at or below performance levels published by the manufacturer;5. any current bollard pull values registered with the Clearing House shall be utilized where appropriate in any formulas or models;6. any known condition that would impair the escort tug's ability to perform shall be included in the calculation.(B) the measurement must be conducted by a marine architect or engineer approved by the Administrator:1. the tug owner/operator shall submit the name of the marine architect or engineer to the Administrator for approval prior to having that individual or his/her company conduct an alternate measurement.2. the Administrator shall approve a marine architect or engineer if that person has demonstrated the education, knowledge and experience necessary to conduct the testing and modeling of tug capabilities and braking force.(C) the alternate model and the resultant measurement shall be approved by the Administrator before the alternate model may be used to match a tanker to a tug or tugs. The Administrator shall approve the alternate model if it provides both of the following: 1. a higher force (in kips) than the simple bollard pull measurement would indicate; and2. at least the same level of protection as the braking forces established in the default matrix.(D) after an alternate model is approved, the Administrator shall provide the Clearing House with the new braking force measurement for the subject tug(s). The new measurements shall be used with the Default Matrix established in this section.(2) Alternate Compliance Model for Tankers: Tanker owner/operators may develop a model for the vessels in their fleet relative to the steering and braking demands of the vessels, and the braking capabilities of tugs. The steering and braking demands established by the alternate model may be used instead of the Default Matrix to match escort tugs to the tankers. An alternate compliance model may only be submitted once in any 12-month period and shall comply with the following: (A) the measurement must be conducted by a marine architect or engineer approved by the Administrator. The tanker owner/operator shall submit the name of the marine architect or engineer to the Administrator for approval prior to having that individual or his/her company conduct an alternate model:1. the Administrator shall approve a marine architect or engineer if that person has demonstrated the education, knowledge and experience necessary to conduct the testing and modeling of tug capabilities and braking force.(B) the alternate model and the resultant measurements shall be approved by the Administrator before the alternate model may be used to match a tanker to a tug or tugs. The Administrator shall approve the alternate model if the following conditions are met: 1. under the alternate model the tanker can complete a safe transit, staying within the 95th percentile of constraint as established in "The San Francisco Bay Tanker Escort Study," dated 7/95, prepared by Glosten Associates; and2. the alternate model provides at least the same level of protection as the braking forces established in the Default Matrix, and can be achieved using no more than three tugs as required in subsection 851.9(d).(C) After an alternate model is approved, the Administrator shall provide the Clearing House with the tanker in kips which corresponds to the tanker's displacement and speed under the approved alternate model.(c) The Administrator may allow deviations from compliance for the matching of tugs to laden tankers when these vessels make short transits from the berth to berth within a zone and are assisted by docking tugs and transiting at speeds less than 8 knots. (1) The tanker master or owner/operator shall make a request for such deviations to the Administrator through the Clearing House at least 24 hours prior to the desired shift.(2) The Administrator shall approve or deny the deviation request by verbally notifying the Clearing House within 12 hours of the request. A written confirmation shall follow within 24 hours.(d) Maximum number of tugs to be used during an escorted transit: (1) the tanker must be accompanied by a sufficient number, but no more than three tugs to provide the braking forces specified in this section;(e) Speed limits for tankers are as follows: (1) tankers that use the Default Matrix as provided in this section shall not proceed at a speed in excess of 10 knots through the water in Zones 1, 2, 3 and 5, nor more than 8 knots through the water in Zones 4 and 6, with the following qualifications: (A) the speed or speeds selected by the tanker for the transit must permit stationing the escort tug(s) to allow the tug(s) to effectively influence the tanker's movement in the event of a casualty;(B) the tanker shall proceed at a safe speed. The determination of a safe speed shall include, but not be limited to:1. environmental factors such as the depth of the water, visibility, wind conditions, and the speed of the tidal currents; and2. proximity of other vessel traffic and any other vessels at anchor.(C) Tankers shall in any case have their engines ready for immediate maneuver and shall not operate in any control modes or with fuels that prevent an immediate response to an engine order.(2) tank vessels may be exempt from the speed limits specified in subsection 851.9(e)(1) if they establish and use an approved alternate compliance model for determining the steering and braking demands of their vessels, as provided in this section. In such cases, the speed limit will be that used to establish the alternate compliance model, and must be specified in the Escort Plan, or on the Checklist.(f) Crew requirements:(1) a tanker shall have sufficient and qualified line-handling-capable crew members standing by and available to immediately receive lines from each escort tug. These crew shall be stationed proximate to the lines, and shall not be assigned duties that would interfere with their ability to immediately respond to an emergency situation;(2) the tanker shall comply with all applicable federal regulations relating to anchor readiness;(3) tankers shall have sufficient and qualified supervisors to provide direct supervision of line-handling crew operations. Supervisors shall have direct radio communication capability with the bridge of the tanker.(g) Equipment requirements: (1) each tanker shall have deck chocks and bitts that are of sufficient size, strength, and number to accommodate the anticipated braking force of the escort tug(s);(2) the tanker owner/operator shall indicate the location and strength of the bitts and chocks in the Escort Plan for each vessel.Cal. Code Regs. Tit. 14, § 851.9
1. New section filed 5-6-93 as an emergency; operative 5-6-93 (Register 93, No. 19). A Certificate of Compliance must be transmitted to OAL 9-3-93 or emergency language will be repealed by operation of law on the following day.
2. New section refiled 8-16-93 as an emergency; operative 9-4-93 (Register 93, No. 34). A Certificate of Compliance must be transmitted to OAL by 1-3-94 or emergency language will be repealed by operation of law on the following day.
3. Certificate of Compliance as to 8-16-93 order including amendment of subsections (d)-(f) transmitted to OAL 11-30-93 and filed 1-11-94 (Register 94, No. 2).
4. Repealer and new section filed 11-8-96; operative 1-1-97 (Register 96, No. 45).
5. New subsections (a)(1) and (a)(2), repealer of subsections (c)(1) and (c)(2), and new subsections (c)-(c)(2) filed 5-19-2000; operative 6-18-2000 (Register 2000, No. 20).
6. Editorial correction reinstating section as it existed prior to amendments printed in error in Register 2000, No. 20 (Register 2000, No. 42).
7. Amendment filed 9-4-2001; operative 10-4-2001 (Register 2001, No. 36). Note: Authority cited: Sections 8670.17.2(a) and 8670.23.1(d), Government Code. Reference: Section 8670.23.1(e)(1), Government Code.
1. New section filed 5-6-93 as an emergency; operative 5-6-93 (Register 93, No. 19). A Certificate of Compliance must be transmitted to OAL 9-3-93 or emergency language will be repealed by operation of law on the following day.
2. New section refiled 8-16-93 as an emergency; operative 9-4-93 (Register 93, No. 34). A Certificate of Compliance must be transmitted to OAL by 1-3-94 or emergency language will be repealed by operation of law on the following day.
3. Certificate of Compliance as to 8-16-93 order including amendment of subsections (d)-(f) transmitted to OAL 11-30-93 and filed 1-11-94 (Register 94, No. 2).
4. Repealer and new section filed 11-8-96; operative 1-1-97 (Register 96, No. 45).
5. New subsections (a)(1) and (a)(2), repealer of subsections (c)(1) and (c)(2), and new subsections (c)-(c)(2) filed 5-19-2000; operative 6-18-2000 (Register 2000, No. 20).
6. Editorial correction reinstating section as it existed prior to amendments printed in error in Register 2000, No. 20 (Register 2000, No. 42).
7. Amendment filed 9-4-2001; operative 10-4-2001 (Register 2001, No. 36).