(a) This specification pertains to a container to be used for the transportation of detonators and percussion caps in connection with the transportation of liquid nitroglycerin, desensitized liquid nitroglycerin or diethylene glycol dinitrate, where any or all of such types of caps may be used for the detonation of liquid nitroglycerin, desentitized liquid nitroglycerin or diethylene glycol dinitrate in blasting operations. This specification is not intended to take the place of any shipping or packing requirements of this Department where the caps in question are themselves articles of commerce.

(b) [Reserved]

[29 FR 18975, Dec. 29, 1964. Redesignated at 32 FR 5606, Apr. 5, 1967, and amended by Amdt. 178-60, 44 FR 70733, Dec. 10, 1979]

(a) Every container for detonators and percussion caps coming within the scope of this specification shall be constructed entirely of hard rubber, phenolresinous or other resinous material, or other nonmetallic, nonsparking material, except that metal parts may be used in such locations as not in any event to come in contact with any of the caps. Space shall be provided so that each detonator of whatever nature may be inserted in an individual cell in the body of the container, into which each such cap shall snugly fit. There shall be provided no more than twenty (20) such cellular spaces. Space may be provided into which a plurality of percussion caps may be carried, provided that such space may be closed with a screw cap, and further provided that each or any such space is entirely separate from any space provided for any detonator. Each cellular space into which a detonator is to be inserted and carried shall be capable of being covered by a rotary cover so arranged as to expose not more than one cell at any time, and capable of rotation to such a place that all cells will be covered at the same time, at which place means shall be provided to lock the cover in place. Means shall be provided to lock in place the cover for the cells provided for the carrying of detonators. The requirement that not more than one cell be exposed at one time need not apply in the case of detonators, although spaces for such caps and detonators shall be separate. Sufficient annular space shall be provided inside the cover for such detonators that, when the cover is closed, there will be sufficient space to accommodate the wires customarily attached to such caps. If the material is of such a nature as to require treatment to prevent the absorption of moisture, such treatment shall be applied as shall be necessary in order to provide against the penetration of water by permeation. A suitable carrying handle shall be provided, except for which handle no part of the container may project beyond the exterior of the body.

(b) Exhibited in plates I and II are line drawings of a container for detonators and percussion caps, illustrative of the requirements set forth in § 178.318-2(a). These plates shall not be construed as a part of this specification.

Each container must be marked as prescribed in § 178.2(b).

[Amdt. 178-40, 41 FR 38181, Sept. 9, 1976, as amended at 66 FR 45185, Aug. 28, 2001]

(a) Definitions. For the purpose of this subchapter:

Appurtenance means any attachment to a cargo tank that has no lading retention or containment function and provides no structural support to the cargo tank.

Baffle means a non-liquid-tight transverse partition device that deflects, checks or regulates fluid motion in a tank.

Bulkhead means a liquid-tight transverse closure at the ends of or between cargo tanks.

Cargo tank means a bulk packaging that:

(1) Is a tank intended primarily for the carriage of liquids, gases, solids, or semi-solids and includes appurtenances, reinforcements, fittings, and closures (for tank, see §§ 178.337-1, 178.338-1, or 178.345-1, as applicable);

(2) Is permanently attached to or forms a part of a motor vehicle, or is not permanently attached to a motor vehicle but that, by reason of its size, construction, or attachment to a motor vehicle, is loaded or unloaded without being removed from the motor vehicle; and

(3) Is not fabricated under a specification for cylinders, intermediate bulk containers, multi-unit tank car tanks, portable tanks, or tank cars.

Cargo tank motor vehicle means a motor vehicle with one or more cargo tanks permanently attached to or forming an integral part of the motor vehicle.

Cargo tank wall means those parts of the cargo tank that make up the primary lading retention structure, including shell, bulkheads, and fittings and, when closed, yield the minimum volume of a completed cargo tank motor vehicle.

Charging line means a hose, tube, pipe, or a similar device used to pressurize a tank with material other than the lading.

Companion flange means one of two mating flanges where the flange faces are in contact or separated only by a thin leak-sealing gasket and are secured to one another by bolts or clamps.

Connecting structure means the structure joining two cargo tanks.

Constructed and certified in accordance with the ASME Code means a cargo tank is constructed and stamped in accordance with Section VIII of the ASME Code (IBR, see § 171.7 of this subchapter), and is inspected and certified by an Authorized Inspector.

Constructed in accordance with the ASME Code means a cargo tank is constructed in accordance with Section VIII of the ASME Code with authorized exceptions (see §§ 178.346 through 178.348) and is inspected and certified by a Registered Inspector.

Design type means one or more cargo tanks that are made—

(1) To the same specification;

(2) By the same manufacturer;

(3) To the same engineering drawings and calculations, except for minor variations in piping that do not affect the lading retention capability of the cargo tank;

(4) Of the same materials of construction;

(5) To the same cross-sectional dimensions;

(6) To a length varying by no more than 5 percent;

(7) With the volume varying by no more than 5 percent (due to a change in length only); and

(8) For the purposes of § 178.338 only, with the same insulation system.

External self-closing stop valve means a self-closing stop valve designed so that the self-stored energy source is located outside the cargo tank and the welded flange.

Extreme dynamic loading means the maximum loading a cargo tank motor vehicle may experience during its expected life, excluding accident loadings resulting from an accident, such as overturn or collision.

Flange means the structural ring for guiding or attachment of a pipe or fitting with another flange (companion flange), pipe, fitting or other attachment.

Inspection pressure means the pressure used to determine leak tightness of the cargo tank when testing with pneumatic pressure.

Internal self-closing stop valve means a self-closing stop valve designed so that the self-stored energy source is located inside the cargo tank or cargo tank sump, or within the welded flange, and the valve seat is located within the cargo tank or within one inch of the external face of the welded flange or sump of the cargo tank.

Lading means the hazardous material contained in a cargo tank.

Loading/unloading connection means the fitting in the loading/unloading line farthest from the loading/unloading outlet to which the loading/unloading hose, pipe, or device is attached.

Loading/unloading outlet means a cargo tank outlet used for normal loading/unloading operations.

Loading/unloading stop valve means the stop valve farthest from the cargo tank loading/unloading outlet to which the loading/unloading connection is attached.

Manufacturer means any person engaged in the manufacture of a DOT specification cargo tank, cargo tank motor vehicle, or cargo tank equipment that forms part of the cargo tank wall. This term includes attaching a cargo tank to a motor vehicle or to a motor vehicle suspension component that involves welding on the cargo tank wall. A manufacturer must register with the Department in accordance with subpart F of part 107 in subpart A of this chapter.

Maximum allowable working pressure or MAWP means the maximum pressure allowed at the top of the tank in its normal operating position. The MAWP must be calculated as prescribed in Section VIII of the ASME Code. In use, the MAWP must be greater than or equal to the maximum lading pressure conditions prescribed in § 173.33 of this subchapter for each material transported.

Maximum lading pressure. See § 173.33(c).

Minimum thickness means the minimum required shell and head (and baffle and bulkhead when used as tank reinforcement) thickness needed to meet the specification. The minimum thickness is the greatest of the following values: (1)(i) For MC 330, MC 331, and MC 338 cargo tanks, the specified minimum thickness found the applicable specification(s); or

(ii) For DOT 406, DOT 407 and DOT 412 cargo tanks, the specified minimum thickness found in Tables I and II of the applicable specification(s); or

(iii) For MC 300, MC 301, MC 302, MC 303, MC 304, MC 305, MC 306, MC 307, MC 310, MC 311, and MC 312 cargo tanks, the in-service minimum thickness prescribed in Tables I and II of § 180.407(i)(5) of this subchapter, for the minimum thickness specified by Tables I and II of the applicable specification(s); or

(2) The thickness necessary to meet with the structural integrity and accident damage requirements of the applicable specification(s); or

(3) The thickness as computed per the ASME Code requirements (if applicable).

Multi-specification cargo tank motor vehicle means a cargo tank motor vehicle equipped with two or more cargo tanks fabricated to more than one cargo tank specification.

Normal operating loading means the loading a cargo tank motor vehicle may be expected to experience routinely in operation.

Nozzle means a subassembly consisting of a pipe or tubular section with or without a welded or forged flange on one end.

Outlet means any opening in the shell or head of a cargo tank, (including the means for attaching a closure), except that the following are not outlets: a threaded opening securely closed during transportation with a threaded plug or a threaded cap, a flanged opening securely closed during transportation with a bolted or welded blank flange, a manhole, a gauging device, a thermometer well, or a pressure relief device.

Outlet stop valve means the stop valve at a cargo tank loading or unloading outlet.

Pipe coupling means a fitting with internal threads on both ends.

Rear bumper means the structure designed to prevent a vehicle or object from under-riding the rear of another motor vehicle. See § 393.86 of this title.

Rear-end tank protection device means the structure designed to protect a cargo tank and any lading retention piping or devices in case of a rear end collision.

Self-closing stop valve means a stop valve held in the closed position by means of self-stored energy, that opens only by application of an external force and that closes when the external force is removed.

Shell means the circumferential portion of a cargo tank defined by the basic design radius or radii excluding the bulkheads.

Stop valve means a valve that stops the flow of lading.

Sump means a protrusion from the bottom of a cargo tank shell designed to facilitate complete loading and unloading of lading.

Tank means a container, consisting of a shell and heads, that forms a pressure tight vessel having openings designed to accept pressure tight fittings or closures, but excludes any appurtenances, reinforcements, fittings, or closures.

Test pressure means the pressure to which a tank is subjected to determine structural integrity.

Toughness of material means the capability of a material to absorb energy represented by the area under a stress strain curve (indicating the energy absorbed per unit volume of the material) up to the point of rupture.

Vacuum cargo tank means a cargo tank that is loaded by reducing the pressure in the cargo tank to below atmospheric pressure.

Variable specification cargo tank means a cargo tank that is constructed in accordance with one specification, but that may be altered to meet another specification by changing relief device, closures, lading discharge devices, and other lading retention devices.

Void means the space between tank heads or bulkheads and a connecting structure.

Welded flange means a flange attached to the tank by a weld joining the tank shell to the cylindrical outer surface of the flange, or by a fillet weld joining the tank shell to a flange shaped to fit the shell contour.

(b) Design certification. (1) Each cargo tank or cargo tank motor vehicle design type, including its required accident damage protection device, must be certified to conform to the specification requirements by a Design Certifying Engineer who is registered in accordance with subpart F of part 107 of this title. An accident damage protection device is a rear-end protection, overturn protection, or piping protection device.

(2) The Design Certifying Engineer shall furnish to the manufacturer a certificate to indicate compliance with the specification requirements. The certificate must include the sketches, drawings, and calculations used for certification. Each certificate, including sketches, drawings, and calculations, shall be signed by the Design Certifying Engineer.

(3) The manufacturer shall retain the design certificate at his principal place of business for as long as he manufactures DOT specification cargo tanks.

(c) Exceptions to the ASME Code. Unless otherwise specified, when exceptions are provided in this subpart from compliance with certain paragraphs of the ASME Code, compliance with those paragraphs is not prohibited.

[Amdt. 178-89, 55 FR 37055, Sept. 7, 1990, as amended by Amdt. 178-98, 58 FR 33306, June 16, 1993; Amdt. 178-118, 61 FR 51339, Oct. 1, 1996; 68 FR 19277, Apr. 18, 2003; 68 FR 52370, Sept. 3, 2003; 68 FR 75752, Dec. 31, 2003; 76 FR 43532, July 20, 2011]

(a) ASME Code construction. Tanks must be—

(1) Seamless or welded construction, or a combination of both;

(2) Designed, constructed, certified, and stamped in accordance with Section VIII of the ASME Code (IBR, see § 171.7 of this subchapter);

(3) Made of steel or aluminum; however, if aluminum is used, the cargo tank must be insulated and the hazardous material to be transported must be compatible with the aluminum (see §§ 178.337-1(e)(2), 173.315(a) table, and 178.337-2(a)(1) of this subchapter); and

(4) Covered with a steel jacket if the cargo tank is insulated and used to transport a flammable gas (see § 173.315(a) table Note 11 of this subchapter).

(b) Design pressure. The design pressure of a cargo tank authorized under this specification shall be not less than the vapor pressure of the commodity contained therein at 115 °F. or as prescribed for a particular commodity in § 173.315(a) of this subchapter, except that in no case shall the design pressure of any cargo tank be less than 100 p.s.i.g. nor more than 500 p.s.i.g.

Note 1:

The term design pressure as used in this specification, is identical to the term MAWP as used in the ASME Code.

(c) Openings. (1) Excess pressure relief valves shall be located in the top of the cargo tank or heads.

(2) A chlorine cargo tank shall have only one opening. That opening shall be in the top of the cargo tank and shall be fitted with a nozzle that meets the following requirements:

(i) On a cargo tank manufactured on or before December 31, 1974, the nozzle shall be protected by a dome cover plate which conforms to either the standard of The Chlorine Institute, Inc., Dwg. 103-3, dated January 23, 1958, or to the standard specified in paragraph (c) (2) (ii) of this section.

(ii) On a cargo tank manufactured on or after January 1, 1975, the nozzle shall be protected by a manway cover which conforms to the standard of The Chlorine Institute, Inc., Dwg. 103-4, dated September 1, 1971.

(d) Reflective design. Every uninsulated cargo tank permanently attached to a cargo tank motor vehicle shall, unless covered with a jacket made of aluminum, stainless steel, or other bright nontarnishing metal, be painted a white, aluminum or similar reflecting color on the upper two-thirds of area of the cargo tank.

(e) Insulation. (1) Each cargo tank required to be insulated must conform with the use and performance requirements contained in §§ 173.315(a) table and 178.337-1 (a)(3) and (e)(2) of this subchapter.

(2) Each cargo tank intended for chlorine; carbon dioxide, refrigerated liquid; or nitrous oxide, refrigerated liquid service must have suitable insulation of such thickness that the overall thermal conductance is not more than 0.08 Btu per square foot per °F differential per hour. The conductance must be determined at 60 °F. Insulation material used on cargo tanks for nitrous oxide, refrigerated liquid must be noncombustible. Insulating material used on cargo tanks for chlorine must be corkboard or polyurethane foam, with a minimum thickness of 4 inches, or 2 inches minimum thickness of ceramic fiber/fiberglass of 4 pounds per cubic foot minimum density covered by 2 inches minimum thickness of fiber.

(f) Postweld heat treatment. Postweld heat treatment must be as prescribed in the ASME Code except that each cargo tank constructed in accordance with Part UHT of Section VIII of the ASME Code must be postweld heat treated. Each chlorine cargo tank must be fully radiographed and postweld heat treated in accordance with the provisions in Section VIII of the ASME Code under which it is constructed. Where postweld heat treatment is required, the cargo tank must be treated as a unit after completion of all the welds in and/or to the shells and heads. The method must be as prescribed in Section VIII of the ASME Code. Welded attachments to pads may be made after postweld heat treatment. A cargo tank used for anhydrous ammonia must be postweld heat treated. The postweld heat treatment must be as prescribed in Section VIII of the ASME Code, but in no event at less than 1,050 °F cargo tank metal temperature.

(g) Definitions. The following definitions apply to §§ 178.337-1 through 178.337-18:

Emergency discharge control means the ability to stop a cargo tank unloading operation in the event of an unintentional release. Emergency discharge control can utilize passive or off-truck remote means to stop the unloading operation. A passive means of emergency discharge control automatically shuts off the flow of product without the need for human intervention within 20 seconds of an unintentional release caused by a complete separation of the liquid delivery hose. An off-truck remote means of emergency discharge control permits a qualified person attending the unloading operation to close the cargo tank's internal self-closing stop valve and shut off all motive and auxiliary power equipment at a distance from the cargo tank motor vehicle.

Excess flow valve, integral excess flow valve, or excess flow feature means a component that will close automatically if the flow rate of a gas or liquid through the component reaches or exceeds the rated flow of gas or liquid specified by the original valve manufacturer when piping mounted directly on the valve is sheared off before the first valve, pump, or fitting downstream from the valve.

Internal self-closing stop valve means a primary shut off valve installed in a product discharge outlet of a cargo tank and designed to be kept closed by self-stored energy.

Primary discharge control system means a primary shut-off installed at a product discharge outlet of a cargo tank consisting of an internal self-closing stop valve that may include an integral excess flow valve or an excess flow feature, together with linkages that must be installed between the valve and remote actuator to provide manual and thermal on-truck remote means of closure.

[Order 59-B, 30 FR 579, Jan. 16, 1965. Redesignated at 32 FR 5606, Apr. 5, 1967] Editorial Note:For Federal Register citations affecting § 178.337-1, see the List of CFR Sections Affected, which appears in the Finding Aids section of the printed volume and at www.govinfo.gov.

(a) General. (1) All material used for construction of the cargo tank and appurtenances must be suitable for use with the commodities to be transported therein and must conform to the requirements in Section II of the ASME Code (IBR, see § 171.7 of this subchapter) and/or requirements of the American Society for Testing and Materials in all respects.

(2) Impact tests are required on steel used in the fabrication of each cargo tank constructed in accordance with part UHT in Section VIII of the ASME Code. The tests must be made on a lot basis. A lot is defined as 100 tons or less of the same heat treatment processing lot having a thickness variation no greater than plus or minus 25 percent. The minimum impact required for full size specimens must be 20 foot-pounds in the longitudinal direction at −30 °F., Charpy V-Notch and 15 foot-pounds in the transverse direction at −30 °F., Charpy V-Notch. The required values for subsize specimens must be reduced in direct proportion to the cross-sectional area of the specimen beneath the notch. If a lot does not meet this requirement, individual plates may be accepted if they individually meet this requirement.

(3) The fabricator shall record the heat, and slab numbers, and the certified Charpy impact values, where required, of each plate used in each cargo tank on a sketch showing the location of each plate in the shell and heads of the cargo tank. Copies of each sketch shall be provided to the owner and retained for at least five years by the fabricator and made available to duly identified representatives of the Department of Transportation.

(4) The direction of final rolling of the shell material shall be the circumferential orientation of the cargo tank shell.

(b) For a chlorine cargo tank. Plates, the manway nozzle, and anchorage shall be made of carbon steel which meets the following requirements:

(1) For a cargo tank manufactured on or before December 31, 1974—

(i) Material shall conform to ASTM A 300, “Steel Plates for Pressure Vessels for Service at Low Temperatures” (IBR, see § 171.7 of this subchapter);

(ii) Material shall be Class 1, Grade A, flange or firebox quality;

(iii) Plate impact test specimens, as required under paragraph (a) of this section, shall be of the Charpy keyhole notch type; and

(iv) Plate impact test specimens shall meet the impact test requirements in paragraph (a) of this section in both the longitudinal and transverse directions of rolling at a temperature of minus 45.5 C. (−50 °F.).

(2) For a cargo tank manufactured on or after January 1, 1975—

(i) Material shall conform to ASTM A 612 (IBR, see § 171.7 of this subchapter), Grade B or A 516/A 516M (IBR, see § 171.7 of this subchapter), Grade 65 or 70;

(ii) Material shall meet the Charpy V-notch test requirements of ASTM A 20/A 20M (IBR, see § 171.7 of this subchapter); and

(iii) Plate impact test specimens shall meet the impact test requirements in paragraph (a) of this section in both the longitudinal and transverse directions of rolling at a temperature of minus 40 °C. (−40 °F.).

(c) A cargo tank in anhydrous ammonia service must be constructed of steel. The use of copper, silver, zinc or their alloys is prohibited. Baffles made from aluminum may be used only if joined to the cargo tank by a process not requiring postweld heat treatment of the cargo tank.

[Order 59-B, 30 FR 579, Jan. 16, 1965. Redesignated at 32 FR 5606, Apr. 5, 1967] Editorial Note:For Federal Register citations affecting § 178.337-2, see the List of CFR Sections Affected, which appears in the Finding Aids section of the printed volume and at www.govinfo.gov.

(a) General requirements and acceptance criteria. (1) Except as provided in paragraph (d) of this section, the maximum calculated design stress at any point in the cargo tank may not exceed the maximum allowable stress value prescribed in Section VIII of the ASME Code (IBR, see § 171.7 of this subchapter), or 25 percent of the tensile strength of the material used.

(2) The relevant physical properties of the materials used in each cargo tank may be established either by a certified test report from the material manufacturer or by testing in conformance with a recognized national standard. In either case, the ultimate tensile strength of the material used in the design may not exceed 120 percent of the ultimate tensile strength specified in either the ASME Code or the ASTM standard to which the material is manufactured.

(3) The maximum design stress at any point in the cargo tank must be calculated separately for the loading conditions described in paragraphs (b), (c), and (d) of this section. Alternate test or analytical methods, or a combination thereof, may be used in place of the procedures described in paragraphs (b), (c), and (d) of this section, if the methods are accurate and verifiable.

(4) Corrosion allowance material may not be included to satisfy any of the design calculation requirements of this section.

(b) Static design and construction. (1) The static design and construction of each cargo tank must be in accordance with Section VIII of the ASME Code. The cargo tank design must include calculation of stresses generated by design pressure, the weight of lading, the weight of structure supported by the cargo tank wall, and the effect of temperature gradients resulting from lading and ambient temperature extremes. When dissimilar materials are used, their thermal coefficients must be used in calculation of thermal stresses.

(2) Stress concentrations in tension, bending and torsion which occur at pads, cradles, or other supports must be considered in accordance with appendix G in Section VIII of the ASME Code.

(c) Shell design. Shell stresses resulting from static or dynamic loadings, or combinations thereof, are not uniform throughout the cargo tank motor vehicle. The vertical, longitudinal, and lateral normal operating loadings can occur simultaneously and must be combined. The vertical, longitudinal and lateral extreme dynamic loadings occur separately and need not be combined.

(1) Normal operating loadings. The following procedure addresses stress in the tank shell resulting from normal operating loadings. The effective stress (the maximum principal stress at any point) must be determined by the following formula:

S = 0.5(Sy + Sx) ±[0.25(Sy − Sx) 2 + Ss2] 0.5 Where:

(i) S = effective stress at any given point under the combination of static and normal operating loadings that can occur at the same time, in psi.

(ii) Sy = circumferential stress generated by the MAWP and external pressure, when applicable, plus static head, in psi.

(iii) Sx = The following net longitudinal stress generated by the following static and normal operating loading conditions, in psi:

(A) The longitudinal stresses resulting from the MAWP and external pressure, when applicable, plus static head, in combination with the bending stress generated by the static weight of the fully loaded cargo tank motor vehicle, all structural elements, equipment and appurtenances supported by the cargo tank wall;

(B) The tensile or compressive stress resulting from normal operating longitudinal acceleration or deceleration. In each case, the forces applied must be 0.35 times the vertical reaction at the suspension assembly, applied at the road surface, and as transmitted to the cargo tank wall through the suspension assembly of a trailer during deceleration; or the horizontal pivot of the truck tractor or converter dolly fifth wheel, or the drawbar hinge on the fixed dolly during acceleration; or anchoring and support members of a truck during acceleration and deceleration, as applicable. The vertical reaction must be calculated based on the static weight of the fully loaded cargo tank motor vehicle, all structural elements, equipment and appurtenances supported by the cargo tank wall. The following loadings must be included:

(1) The axial load generated by a decelerative force;

(2) The bending moment generated by a decelerative force;

(3) The axial load generated by an accelerative force; and

(4) The bending moment generated by an accelerative force; and

(C) The tensile or compressive stress generated by the bending moment resulting from normal operating vertical accelerative force equal to 0.35 times the vertical reaction at the suspension assembly of a trailer; or the horizontal pivot of the upper coupler (fifth wheel) or turntable; or anchoring and support members of a truck, as applicable. The vertical reaction must be calculated based on the static weight of the fully loaded cargo tank motor vehicle, all structural elements, equipment and appurtenances supported by the cargo tank wall.

(iv) Ss = The following shear stresses generated by the following static and normal operating loading conditions, in psi:

(A) The static shear stress resulting from the vertical reaction at the suspension assembly of a trailer, and the horizontal pivot of the upper coupler (fifth wheel) or turntable; or anchoring and support members of a truck, as applicable. The vertical reaction must be calculated based on the static weight of the fully loaded cargo tank motor vehicle, all structural elements, equipment and appurtenances supported by the cargo tank wall;

(B) The vertical shear stress generated by a normal operating accelerative force equal to 0.35 times the vertical reaction at the suspension assembly of a trailer; or the horizontal pivot of the upper coupler (fifth wheel) or turntable; or anchoring and support members of a truck, as applicable. The vertical reaction must be calculated based on the static weight of the fully loaded cargo tank motor vehicle, all structural elements, equipment and appurtenances supported by the cargo tank wall;

(C) The lateral shear stress generated by a normal operating lateral accelerative force equal to 0.2 times the vertical reaction at each suspension assembly of a trailer, applied at the road surface, and as transmitted to the cargo tank wall through the suspension assembly of a trailer, and the horizontal pivot of the upper coupler (fifth wheel) or turntable; or anchoring and support members of a truck, as applicable. The vertical reaction must be calculated based on the static weight of the fully loaded cargo tank motor vehicle, all structural elements, equipment and appurtenances supported by the cargo tank wall; and

(D) The torsional shear stress generated by the same lateral forces as described in paragraph (c)(1)(iv)(C) of this section.

(2) Extreme dynamic loadings. The following procedure addresses stress in the tank shell resulting from extreme dynamic loadings. The effective stress (the maximum principal stress at any point) must be determined by the following formula:

S = 0.5(Sy + Sx) ±[0.25(Sy − Sx) 2 + Ss2] 0.5 Where:

(i) S = effective stress at any given point under a combination of static and extreme dynamic loadings that can occur at the same time, in psi.

(ii) Sy = circumferential stress generated by MAWP and external pressure, when applicable, plus static head, in psi.

(iii) Sx = the following net longitudinal stress generated by the following static and extreme dynamic loading conditions, in psi:

(A) The longitudinal stresses resulting from the MAWP and external pressure, when applicable, plus static head, in combination with the bending stress generated by the static weight of the fully loaded cargo tank motor vehicle, all structural elements, equipment and appurtenances supported by the tank wall;

(B) The tensile or compressive stress resulting from extreme longitudinal acceleration or deceleration. In each case the forces applied must be 0.7 times the vertical reaction at the suspension assembly, applied at the road surface, and as transmitted to the cargo tank wall through the suspension assembly of a trailer during deceleration; or the horizontal pivot of the truck tractor or converter dolly fifth wheel, or the drawbar hinge on the fixed dolly during acceleration; or the anchoring and support members of a truck during acceleration and deceleration, as applicable. The vertical reaction must be calculated based on the static weight of the fully loaded cargo tank motor vehicle, all structural elements, equipment and appurtenances supported by the cargo tank wall. The following loadings must be included:

(1) The axial load generated by a decelerative force;

(2) The bending moment generated by a decelerative force;

(3) The axial load generated by an accelerative force; and

(4) The bending moment generated by an accelerative force; and

(C) The tensile or compressive stress generated by the bending moment resulting from an extreme vertical accelerative force equal to 0.7 times the vertical reaction at the suspension assembly of a trailer, and the horizontal pivot of the upper coupler (fifth wheel) or turntable; or the anchoring and support members of a truck, as applicable. The vertical reaction must be calculated based on the static weight of the fully loaded cargo tank motor vehicle, all structural elements, equipment and appurtenances supported by the cargo tank wall.

(iv) Ss = The following shear stresses generated by static and extreme dynamic loading conditions, in psi:

(A) The static shear stress resulting from the vertical reaction at the suspension assembly of a trailer, and the horizontal pivot of the upper coupler (fifth wheel) or turntable; or anchoring and support members of a truck, as applicable. The vertical reaction must be calculated based on the static weight of the fully loaded cargo tank motor vehicle, all structural elements, equipment and appurtenances supported by the cargo tank wall;

(B) The vertical shear stress generated by an extreme vertical accelerative force equal to 0.7 times the vertical reaction at the suspension assembly of a trailer, and the horizontal pivot of the upper coupler (fifth wheel) or turntable; or anchoring and support members of a truck, as applicable. The vertical reaction must be calculated based on the static weight of the fully loaded cargo tank motor vehicle, all structural elements, equipment and appurtenances supported by the cargo tank wall;

(C) The lateral shear stress generated by an extreme lateral accelerative force equal to 0.4 times the vertical reaction at the suspension assembly of a trailer, applied at the road surface, and as transmitted to the cargo tank wall through the suspension assembly of a trailer, and the horizontal pivot of the upper coupler (fifth wheel) or turntable; or anchoring and support members of a truck, as applicable. The vertical reaction must be calculated based on the static weight of the fully loaded cargo tank motor vehicle, all structural elements, equipment and appurtenances supported by the cargo tank wall; and

(D) The torsional shear stress generated by the same lateral forces as described in paragraph (c)(2)(iv)(C) of this section.

(d) In order to account for stresses due to impact in an accident, the design calculations for the cargo tank shell and heads must include the load resulting from the design pressure in combination with the dynamic pressure resulting from a longitudinal deceleration of “2g”. For this loading condition the stress value used may not exceed the lesser of the yield strength or 75 percent of the ultimate tensile strength of the material of construction. For cargo tanks constructed of stainless steel the maximum design stress may not exceed 75 percent of the ultimate tensile strength of the type steel used.

(e) The minimum metal thickness for the shell and heads on tanks with a design pressure of 100 psig or more must be 4.75 mm (0.187 inch) for steel and 6.86 mm (0.270 inch) for aluminum, except for chlorine and sulfur dioxide tanks. In all cases, the minimum thickness of the tank shell and head shall be determined using structural design requirements in Section VIII of the ASME Code or 25% of the tensile strength of the material used. For a cargo tank used in chlorine or sulfur dioxide service, the cargo tank must be made of steel. A corrosion allowance of 20 percent or 2.54 mm (0.10 inch), whichever is less, must be added to the thickness otherwise required for sulfur dioxide and chlorine tank material. In chlorine cargo tanks, the wall thickness must be at least 1.59 cm (0.625 inch), including corrosion allowance.

(f) Where a cargo tank support is attached to any part of the cargo tank wall, the stresses imposed on the cargo tank wall must meet the requirements in paragraph (a) of this section.

(g) The design, construction, and installation of an attachment, appurtenance to the cargo tank, structural support member between the cargo tank and the vehicle or suspension component, or accident protection device must conform to the following requirements:

(1) Structural members, the suspension sub-frame, accident protection structures, and external circumferential reinforcement devices must be used as sites for attachment of appurtenances and other accessories to the cargo tank, when practicable.

(2) A lightweight attachment to the cargo tank wall such as a conduit clip, brake line clip, skirting structure, lamp mounting bracket, or placard holder must be of a construction having lesser strength than the cargo tank wall materials and may not be more than 72 percent of the thickness of the material to which it is attached. The lightweight attachment may be secured directly to the cargo tank wall if the device is designed and installed in such a manner that, if damaged, it will not affect the lading retention integrity of the tank. A lightweight attachment must be secured to the cargo tank shell or head by a continuous weld or in such a manner as to preclude formation of pockets which may become sites for corrosion. Attachments meeting the requirements of this paragraph are not authorized for cargo tanks constructed under part UHT in Section VIII of the ASME Code.

(3) Except as prescribed in paragraphs (g)(1) and (g)(2) of this section, the welding of any appurtenance to the cargo tank wall must be made by attachment of a mounting pad so that there will be no adverse effect upon the lading retention integrity of the cargo tank if any force less than that prescribed in paragraph (b)(1) of this section is applied from any direction. The thickness of the mounting pad may not be less than that of the shell wall or head wall to which it is attached, and not more than 1.5 times the shell or head thickness. However, a pad with a minimum thickness of 0.25 inch may be used when the shell or head thickness is over 0.25 inch. If weep holes or tell-tale holes are used, the pad must be drilled or punched at the lowest point before it is welded to the tank. Each pad must—

(i) Be fabricated from material determined to be suitable for welding to both the cargo tank material and the material of the appurtenance or structural support member; a Design Certifying Engineer must make this determination considering chemical and physical properties of the materials and must specify filler material conforming to the requirements in Section VIII of the ASME Code (IBR, see § 171.7 of this subchapter).

(ii) Be preformed to an inside radius no greater than the outside radius of the cargo tank at the attachment location.

(iii) Extend at least 2 inches in each direction from any point of attachment of an appurtenance or structural support member. This dimension may be measured from the center of the attached structural member.

(iv) Have rounded corners, or otherwise be shaped in a manner to minimize stress concentrations on the shell or head.

(v) Be attached by continuous fillet welding. Any fillet weld discontinuity may only be for the purpose of preventing an intersection between the fillet weld and a tank or jacket seam weld.

[Amdt. 178-89, 55 FR 37056, Sept. 7, 1990, as amended by Amdt. 178-104, 59 FR 49135, Sept. 26, 1994; Amdt. 178-105, 60 FR 17401, Apr. 5, 1995; Amdt. 178-118, 61 FR 51340, Oct. 1, 1996; 65 FR 58631, Sept. 29, 2000; 68 FR 19279, Apr. 18, 2003; 68 FR 52370, Sept. 3, 2003; 68 FR 75753, Dec. 31, 2003]

(a) Joints shall be as required in Section VIII of the ASME Code (IBR, see § 171.7 of this subchapter), with all undercutting in shell and head material repaired as specified therein.

(b) Welding procedure and welder performance must be in accordance with Section IX of the ASME Code. In addition to the essential variables named therein, the following must be considered as essential variables: Number of passes; thickness of plate; heat input per pass; and manufacturer's identification of rod and flux. When fabrication is done in accordance with part UHT in Section VIII of the ASME Code, filler material containing more than 0.08 percent vanadium must not be used. The number of passes, thickness of plate, and heat input per pass may not vary more than 25 percent from the procedure or welder qualifications. Records of the qualifications must be retained for at least 5 years by the cargo tank manufacturer and must be made available to duly identified representatives of the Department and the owner of the cargo tank.

(c) All longitudinal shell welds shall be located in the upper half of the cargo tank.

(d) Edge preparation of shell and head components may be by machine heat processes, provided such surfaces are remelted in the subsequent welding process. Where there will be no subsequent remelting of the prepared surface as in a tapered section, the final 0.050 inch of material shall be removed by mechanical means.

(e) The maximum tolerance for misalignment and butting up shall be in accordance with the requirement in Section VIII of the ASME Code.

(f) Substructures shall be properly fitted before attachment, and the welding sequence shall be such as to minimize stresses due to shrinkage of welds.

[Order 59-B, 30 FR 580, Jan. 16, 1965. Redesignated at 32 FR 5606, Apr. 5, 1967] Editorial Note:For Federal Register citations affecting § 178.337-4, see the List of CFR Sections Affected, which appears in the Finding Aids section of the printed volume and at www.govinfo.gov.

(a) Not a specification requirement.

(b) [Reserved]

[Order 59-B, 30 FR 580, Jan. 16, 1965. Redesignated at 32 FR 5606, Apr. 5, 1967]

(a) Each cargo tank marked or certified after April 21, 1994, must be provided with a manhole conforming to paragraph UG-46(g)(1) and other applicable requirements in Section VIII of the ASME Code (IBR, see § 171.7 of this subchapter), except that a cargo tank constructed of NQT steel having a capacity of 3,500 water gallons or less may be provided with an inspection opening conforming to paragraph UG-46 and other applicable requirements of the ASME Code instead of a manhole.

(b) The manhole assembly of cargo tanks constructed after June 30, 1979, may not be located on the front head of the cargo tank.

[Amdt. 178-7, 34 FR 18250, Nov. 14, 1969, as amended by Amdt. 178-52, 43 FR 58820, Dec. 18, 1978; Amdt. 178-89, 54 FR 25017, June 12, 1989; 55 FR 21038, May 22, 1990; 56 FR 27876, June 17, 1991; 58 FR 12905, Mar. 8, 1993; Amdt. 178-118, 61 FR 51340, Oct. 1, 1996; 68 FR 75753, Dec. 31, 2003]

(a) See § 178.337-10.

(b) [Reserved]

[Order 59-B, 30 FR 580, Jan. 16, 1965. Redesignated at 32 FR 5606, Apr. 5, 1967]

(a) General. The requirements in this paragraph (a) apply to MC 331 cargo tanks except for those used to transport chlorine. The requirements for inlets and outlets on chlorine cargo tanks are in paragraph (b) of this section.

(1) An opening must be provided on each cargo tank used for the transportation of liquefied materials to permit complete drainage.

(2) Except for gauging devices, thermometer wells, pressure relief valves, manhole openings, product inlet openings, and product discharge openings, each opening in a cargo tank must be closed with a plug, cap, or bolted flange.

(3) Except as provided in paragraph (b) of this section, each product inlet opening, including vapor return lines, must be fitted with a back flow check valve or an internal self-closing stop valve located inside the cargo tank or inside a welded nozzle that is an integral part of the cargo tank. The valve seat must be located inside the cargo tank or within 2.54 cm (one inch) of the external face of the welded flange. Damage to parts exterior to the cargo tank or mating flange must not prevent effective seating of the valve. All parts of a valve inside a cargo tank or welded flange must be made of material that will not corrode or deteriorate in the presence of the lading.

(4) Except as provided in paragraphs (a)(5), (b), and (c) of this section, each liquid or vapor discharge outlet must be fitted with a primary discharge control system as defined in § 178.337-1(g). Thermal remote operators must activate at a temperature of 121.11 °C (250 °F) or less. Linkages between closures and remote operators must be corrosion resistant and effective in all types of environmental conditions incident to discharging of product.

(i) On a cargo tank over 13,247.5 L (3,500 gallons) water capacity, thermal and mechanical means of remote closure must be installed at the ends of the cargo tank in at least two diagonally opposite locations. If the loading/unloading connection at the cargo tank is not in the general vicinity of one of the two locations specified in the first sentence of this paragraph (a)(4)(i), additional means of thermal remote closure must be installed so that heat from a fire in the loading/unloading connection area or the discharge pump will activate the primary discharge control system. The loading/unloading connection area is where hoses or hose reels are connected to the permanent metal piping.

(ii) On a cargo tank of 13,247.5 L (3,500 gallons) water capacity or less, a thermal means of remote closure must be installed at or near the internal self-closing stop valve. A mechanical means of remote closure must be installed on the end of the cargo tank furthest away from the loading/unloading connection area. The loading/unloading connection area is where hoses or hose reels are connected to the permanent metal piping. Linkages between closures and remote operators must be corrosion resistant and effective in all types of environmental conditions incident to discharge of product.

(iii) All parts of a valve inside a cargo tank or within a welded flange must be made of material that will not corrode or deteriorate in the presence of the lading.

(iv) An excess flow valve, integral excess flow valve, or excess flow feature must close if the flow reaches the rated flow of a gas or liquid specified by the original valve manufacturer when piping mounted directly on the valve is sheared off before the first valve, pump, or fitting downstream from the excess flow valve, integral excess flow valve, or excess flow feature.

(v) An integral excess flow valve or the excess flow feature of an internal self-closing stop valve may be designed with a bypass, not to exceed 0.1016 cm (0.040 inch) diameter opening, to allow equalization of pressure.

(vi) The internal self-closing stop valve must be designed so that the self-stored energy source and the valve seat are located inside the cargo tank or within 2.54 cm (one inch) of the external face of the welded flange. Damage to parts exterior to the cargo tank or mating flange must not prevent effective seating of the valve.

(5) A primary discharge control system is not required on the following:

(i) A vapor or liquid discharge opening of less than 1 1/4 NPT equipped with an excess flow valve together with a manually operated external stop valve in place of an internal self-closing stop valve.

(ii) An engine fuel line on a truck-mounted cargo tank of not more than 3/4 NPT equipped with a valve having an integral excess flow valve or excess flow feature.

(iii) A cargo tank motor vehicle used to transport refrigerated liquids such as argon, carbon dioxide, helium, krypton, neon, nitrogen, and xenon, or mixtures thereof.

(6) In addition to the internal self-closing stop valve, each filling and discharge line must be fitted with a stop valve located in the line between the internal self-closing stop valve and the hose connection. A back flow check valve or excess flow valve may not be used to satisfy this requirement.

(7) An excess flow valve may be designed with a bypass, not to exceed a 0.1016 centimeter (0.040 inch) diameter opening, to allow equalization of pressure.

(b) Inlets and discharge outlets on chlorine tanks. The inlet and discharge outlets on a cargo tank used to transport chlorine must meet the requirements of § 178.337-1(c)(2) and must be fitted with an internal excess flow valve. In addition to the internal excess flow valve, the inlet and discharge outlets must be equipped with an external stop valve (angle valve). Excess flow valves must conform to the standards of The Chlorine Institute, Inc., as follows:

(1) A valve conforming to The Chlorine Institute, Inc., Dwg. 101-7 (IBR, see § 171.7 of this subchapter), must be installed under each liquid angle valve.

(2) A valve conforming to The Chlorine Institute, Inc., Dwg. 106-6 (IBR, see § 171.7 of this subchapter), must be installed under each gas angle valve.

(c) Discharge outlets on carbon dioxide, refrigerated liquid, cargo tanks. A discharge outlet on a cargo tank used to transport carbon dioxide, refrigerated liquid is not required to be fitted with an internal self-closing stop valve.

[64 span 28049, May 24, 1999, as amended at 66 span 45387, Aug. 28, 2001; 68 span 19279, Apr. 18, 2003; 68 span 75753, Dec. 31, 2003]

(a) Pressure relief devices. (1) See § 173.315(i) of this subchapter.

(2) On cargo tanks for carbon dioxide or nitrous oxide see § 173.315 (i) (9) and (10) of this subchapter.

(3) Each valve must be designed, constructed, and marked for a rated pressure not less than the cargo tank design pressure at the temperature expected to be encountered.

(b) Piping, valves, hose, and fittings. (1) The burst pressure of all piping, pipe fittings, hose and other pressure parts, except for pump seals and pressure relief devices, must be at least 4 times the design pressure of the cargo tank. Additionally, the burst pressure may not be less than 4 times any higher pressure to which each pipe, pipe fitting, hose or other pressure part may be subjected to in service. For chlorine service, see paragraph (b)(7) of this section.

(2) Pipe joints must be threaded, welded, or flanged. If threaded pipe is used, the pipe and fittings must be Schedule 80 weight or heavier, except for sacrificial devices. Malleable metal, stainless steel, or ductile iron must be used in the construction of primary valve body parts and fittings used in liquid filling or vapor equalization. Stainless steel may be used for internal components such as shutoff discs and springs except where incompatible with the lading to be transported. Where copper tubing is permitted, joints must be brazed or be of equally strong metal union type. The melting point of the brazing material may not be lower than 538 °C (1,000 °F). The method of joining tubing may not reduce the strength of the tubing.

(3) Each hose coupling must be designed for a pressure of at least 120 percent of the hose design pressure and so that there will be no leakage when connected.

(4) Piping must be protected from damage due to thermal expansion and contraction, jarring, and vibration. Slip joints are not authorized for this purpose.

(5) [Reserved]

(6) Cargo tank manufacturers and fabricators must demonstrate that all piping, valves, and fittings on a cargo tank are free from leaks. To meet this requirement, the piping, valves, and fittings must be tested after installation at not less than 80 percent of the design pressure marked on the cargo tank.

(7) A hose assembler must:

(i) Permanently mark each hose assembly with a unique identification number.

(ii) Demonstrate that each hose assembly is free from leaks by performing the tests and inspections in § 180.416(f) of this subchapter.

(iii) Mark each hose assembly with the month and year of its original pressure test.

(8) Chlorine cargo tanks. Angle valves on cargo tanks intended for chlorine service must conform to the standards of the Chlorine Institute, Inc., Drawing; Dwg. 104-8; or “Section 3, Pamphlet 166, Angle Valve Guidelines for Chlorine Bulk Transportation;” or “Sections 4 through 6, Pamphlet 168, Guidelines for Dual Valve Systems for Bulk Chlorine Transport” (IBR, see § 171.7 of this subchapter). Before installation, each angle valve must be tested for leakage at not less than 225 psig using dry air or inert gas.

(c) Marking inlets and outlets. Except for gauging devices, thermometer wells, and pressure relief valves, each cargo tank inlet and outlet must be marked “liquid” or “vapor” to designate whether it communicates with liquid or vapor when the cargo tank is filled to the maximum permitted filling density. A filling line that communicates with vapor may be marked “spray-fill” instead of “vapor.”

(d) Refrigeration and heating coils. (1) Refrigeration and heating coils must be securely anchored with provisions for thermal expansion. The coils must be pressure tested externally to at least the cargo tank test pressure, and internally to either the tank test pressure or twice the working pressure of the heating/refrigeration system, whichever is higher. A cargo tank may not be placed in service if any leakage occurs or other evidence of damage is found. The refrigerant or heating medium to be circulated through the coils must not be capable of causing any adverse chemical reaction with the cargo tank lading in the event of leakage. The unit furnishing refrigeration may be mounted on the motor vehicle.

(2) Where any liquid susceptible to freezing, or the vapor of any such liquid, is used for heating or refrigeration, the heating or refrigeration system shall be arranged to permit complete drainage.

[Order 59-B, 30 FR 580, Jan. 16, 1965. Redesignated at 32 FR 5606, Apr. 5, 1967] Editorial Note:For Federal Register citations affecting § 178.337-9, see the List of CFR Sections Affected, which appears in the Finding Aids section of the printed volume and at www.govinfo.gov.

(a) All valves, fittings, pressure relief devices, and other accessories to the tank proper shall be protected in accordance with paragraph (b) of this section against such damage as could be caused by collision with other vehicles or objects, jack-knifing and overturning. In addition, pressure relief valves shall be so protected that in the event of overturn of the vehicle onto a hard surface, their opening will not be prevented and their discharge will not be restricted.

(b) The protective devices or housing must be designed to withstand static loading in any direction equal to twice the weight of the tank and attachments when filled with the lading, using a safety factor of not less than four, based on the ultimate strength of the material to be used, without damage to the fittings protected, and must be made of metal at least 3/16-inch thick.

(c) Rear-end tank protection. Rear-end tank protection devices must:

(1) Consist of at least one rear bumper designed to protect the cargo tank and all valves, piping and fittings located at the rear of the cargo tank from damage that could result in loss of lading in the event of a rear end collision. The bumper design must transmit the force of the collision directly to the chassis of the vehicle. The rear bumper and its attachments to the chassis must be designed to withstand a load equal to twice the weight of the loaded cargo tank motor vehicle and attachments, using a safety factor of four based on the tensile strength of the materials used, with such load being applied horizontally and parallel to the major axis of the cargo tank. The rear bumper dimensions must also meet the requirements of § 393.86 of this title; or

(2) Conform to the requirements of § 178.345-8(d).

(d) Chlorine tanks. A chlorine tank must be equipped with a protective housing and a manway cover to permit the use of standard emergency kits for controlling leaks in fittings on the dome cover plate. For tanks manufactured on or after October 1, 2009, the housing and manway cover must conform to the Chlorine Institute, Inc., Dwg. 137-5 (IBR, see § 171.7 of this subchapter).

(e) Piping and fittings. Piping and fittings must be grouped in the smallest practicable space and protected from damage as required in this section.

(f) Shear section. A shear section or sacrificial device is required for the valves specified in the following locations:

(1) A section that will break under strain must be provided adjacent to or outboard of each valve specified in § 178.337-8(a)(3) and (4).

(2) Each internal self-closing stop valve, excess flow valve, and check valve must be protected by a shear section or other sacrificial device. The sacrificial device must be located in the piping system outboard of the stop valve and within the accident damage protection to prevent any accidental loss of lading. The failure of the sacrificial device must leave the protected lading protection device and its attachment to the cargo tank wall intact and capable of retaining product.

[Order 59-B, 30 span 581, Jan. 16, 1965. Redesignated at 32 span 5606, Apr. 5, 1967] Editorial Note:For Federal Register citations affecting § 178.337-10, see the List of Cspan Sections Affected, which appears in the Finding Aids section of the printed volume and at www.govinfo.gov.

(a) Emergency discharge control equipment. Emergency discharge control equipment must be installed in a liquid discharge line as specified by product and service in § 173.315(n) of this subchapter. The performance and certification requirements for emergency discharge control equipment are specified in § 173.315(n) of this subchapter and are not a part of the cargo tank motor vehicle certification made under this specification.

(b) Engine fuel lines. On a truck-mounted cargo tank, emergency discharge control equipment is not required on an engine fuel line of not more than 3/4 NPT equipped with a valve having an integral excess flow valve or excess flow feature.

[64 span 28050, May 24, 1999]

(a) A cargo tank that is not permanently attached to or integral with a vehicle chassis must be secured by the use of restraining devices designed to prevent relative motion between the cargo tank and the vehicle chassis when the vehicle is in operation. Such restraining devices must be readily accessible for inspection and maintenance.

(b) On a cargo tank motor vehicle designed and constructed so that the cargo tank constitutes in whole or in part the structural member used in place of a motor vehicle frame, the cargo tank must be supported by external cradles. A cargo tank mounted on a motor vehicle frame must be supported by external cradles or longitudinal members. Where used, the cradles must subtend at least 120 degrees of the shell circumference.

(c) The design calculations of the support elements must satisfy the requirements of § 178.337-3, (a), (b), (c), and (d).

(d) Where any cargo tank support is attached to any part of a cargo tank head, the stresses imposed upon the head must be provided for as required in paragraph (c) of this section.

[68 FR 19280, Apr. 18, 2003]

(a) Liquid level gauging devices. See § 173.315(h) of this subchapter.

(b) Pressure gauges. (1) See § 173.315(h) of this subchapter.

(2) Each cargo tank used in carbon dioxide, refrigerated liquid or nitrous oxide, refrigerated liquid service must be provided with a suitable pressure gauge. A shut-off valve must be installed between the pressure gauge and the cargo tank.

(c) Orifices. See § 173.315(h) (3) and (4) of this subchapter.

[Amdt. 178-29, 38 FR 27599, Oct. 5, 1973, as amended by Amdt. 178-89, 54 FR 25018, June 12, 1989; Amdt. 178-118, 61 FR 51340, Oct. 1, 1996]

(a) Liquid pumps or gas compressors, if used, must be of suitable design, adequately protected against breakage by collision, and kept in good condition. They may be driven by motor vehicle power take-off or other mechanical, electrical, or hydraulic means. Unless they are of the centrifugal type, they shall be equipped with suitable pressure actuated by-pass valves permitting flow from discharge to suction or to the cargo tank.

(b) A liquid chlorine pump may not be installed on a cargo tank intended for the transportation of chlorine.

[Amdt. 178-89, 54 FR 25018, June 12, 1989, as amended by Amdt. 178-118, 61 FR 51340, Oct. 1, 1996]

(a) Inspection and tests. Inspection of materials of construction of the cargo tank and its appurtenances and original test and inspection of the finished cargo tank and its appurtenances must be as required by Section VIII of the ASME Code (IBR, see § 171.7 of this subchapter) and as further required by this specification, except that for cargo tanks constructed in accordance with part UHT in Section VIII of the ASME Code the original test pressure must be at least twice the cargo tank design pressure.

(b) Weld testing and inspection. (1) Each cargo tank constructed in accordance with part UHT in Section VIII of the ASME Code must be subjected, after postweld heat treatment and hydrostatic tests, to a wet fluorescent magnetic particle inspection to be made on all welds in or on the cargo tank shell and heads both inside and out. The method of inspection must conform to appendix 6 in Section VIII of the ASME Code except that permanent magnets shall not be used.

(2) On cargo tanks of over 3,500 gallons water capacity other than those described in paragraph (b)(1) of this section unless fully radiographed, a test must be made of all welds in or on the shell and heads both inside and outside by either the wet fluorescent magnetic particle method conforming to appendix U in Section VIII of the ASME Code, liquid dye penetrant method, or ultrasonic testing in accordance with appendix 12 in Section VIII of the ASME Code. Permanent magnets must not be used to perform the magnetic particle inspection.

(c) All defects found shall be repaired, the cargo tanks shall then again be postweld heat treated, if such heat treatment was previously performed, and the repaired areas shall again be tested.

[Order 59-B, 30 FR 582, Jan. 16, 1965. Redesignated at 32 FR 5606, Apr. 5, 1967, and amended by Amdt. 178-7, 34 FR 18250, Nov. 14, 1969; Amdt. 178-99, 58 FR 51534, Oct. 1, 1993; Amdt. 178-118, 61 FR 51340, Oct. 1, 1996; 68 FR 75753, Dec. 31, 2003]

(a) General. Each cargo tank certified after October 1, 2004 must have a corrosion-resistant metal name plate (ASME Plate); and each cargo tank motor vehicle certified after October 1, 2004 must have a specification plate, permanently attached to the cargo tank by brazing, welding, or other suitable means on the left side near the front, in a place accessible for inspection. If the specification plate is attached directly to the cargo tank wall by welding, it must be welded to the tank before the cargo tank is postweld heat treated.

(1) The plates must be legibly marked by stamping, embossing, or other means of forming letters into the metal of the plate, with the information required in paragraphs (b) and (c) of this section, in addition to that required by the ASME Code, in characters at least 3/16 inch high (parenthetical abbreviations may be used). All plates must be maintained in a legible condition.

(2) Each insulated cargo tank must have additional plates, as described, attached to the jacket in the location specified unless the specification plate is attached to the chassis and has the information required in paragraphs (b) and (c) of this section.

(3) The information required for both the name and specification plate may be displayed on a single plate. If the information required by this section is displayed on a plate required by the ASME, the information need not be repeated on the name and specification plates.

(4) The specification plate may be attached to the cargo tank motor vehicle chassis rail by brazing, welding, or other suitable means on the left side near the front head, in a place accessible for inspection. If the specification plate is attached to the chassis rail, then the cargo tank serial number assigned by the cargo tank manufacturer must be included on the plate.

(b) Name plate. The following information must be marked on the name plate in accordance with this section:

(1) DOT-specification number MC 331 (DOT MC 331).

(2) Original test date (Orig. Test Date).

(3) MAWP in psig.

(4) Cargo tank design temperature (Design Temp. Range) ______ °F to ______ °F.

(5) Nominal capacity (Water Cap.), in pounds.

(6) Maximum design density of lading (Max. Lading density), in pounds per gallon.

(7) Material specification number—shell (Shell matl, yyy***), where “yyy” is replaced by the alloy designation and “***” is replaced by the alloy type.

(8) Material specification number—heads (Head matl. yyy***), where “yyy” is replaced by the alloy designation and “***” by the alloy type.

(9) Minimum Thickness—shell (Min. Shell-thick), in inches. When minimum shell thicknesses are not the same for different areas, show (top____, side____, bottom____, in inches).

(10) Minimum thickness—heads (Min. heads thick.), in inches.

(11) Manufactured thickness—shell (Mfd. Shell thick.), top____, side____, bottom____, in inches. (Required when additional thickness is provided for corrosion allowance.)

(12) Manufactured thickness—heads (Mfd. Heads thick.), in inches. (Required when additional thickness is provided for corrosion allowance.)

(13) Exposed surface area, in square feet.

Note to paragraph (b):

When the shell and head materials are the same thickness, they may be combined, (Shell&head matl, yyy***).

(c) Specification plate. The following information must be marked on the specification plate in accordance with this section:

(1) Cargo tank motor vehicle manufacturer (CTMV mfr.).

(2) Cargo tank motor vehicle certification date (CTMV cert. date).

(3) Cargo tank manufacturer (CT mfr.).

(4) Cargo tank date of manufacture (CT date of mfr.), month and year.

(5) Maximum weight of lading (Max. Payload), in pounds

(6) Lining materials (Lining), if applicable.

(7) Heating system design pressure (Heating sys. press.), in psig, if applicable.

(8) Heating system design temperature (Heating sys. temp.), in °F, if applicable.

(9) Cargo tank serial number, assigned by cargo tank manufacturer (CT serial), if applicable.

Note 1 to paragraph (c):

See § 173.315(a) of this chapter regarding water capacity.

Note 2 to paragraph (c):

When the shell and head materials are the same thickness, they may be combined (Shell & head matl, yyy***).

(d) The design weight of lading used in determining the loading in §§ 178.337-3(b), 178.337-10(b) and (c), and 178.337-13(a) and (b), must be shown as the maximum weight of lading marking required by paragraph (c) of this section.

[68 span 19280, Apr. 18, 2003; 68 span 52370, Sept. 3, 2003, as amended at 68 span 57633, Oct. 6, 2003; 81 span 35544, June 2, 2016]

(a) At or before the time of delivery, the cargo tank motor vehicle manufacturer must supply and the owner must obtain, a cargo tank motor vehicle manufacturer's data report as required by Section VIII of the ASME Code (IBR, see § 171.7 of this subchapter), and a certificate stating that the completed cargo tank motor vehicle conforms in all respects to Specification MC 331 and the ASME Code. The registration numbers of the manufacturer, the Design Certifying Engineer, and the Registered Inspector, as appropriate, must appear on the certificates (see subpart F, part 107 in subchapter A of this chapter).

(1) For each design type, the certificate must be signed by a responsible official of the manufacturer and a Design Certifying Engineer; and

(2) For each cargo tank motor vehicle, the certificate must be signed by a responsible official of the manufacturer and a Registered Inspector.

(3) When a cargo tank motor vehicle is manufactured in two or more stages, each manufacturer who performs a manufacturing function or portion thereof on the incomplete cargo tank motor vehicle must provide to the succeeding manufacturer, at or before the time of delivery, a certificate that states the function performed by the manufacturer, including any certificates received from previous manufacturers, Registered Inspectors, and Design Certifying Engineers.

(4) Specification shortages. When a cargo tank motor vehicle is manufactured in two or more stages, the manufacturer of the cargo tank must attach the name plate and specification plate as required by § 178.337-17(a) and (b) without the original date of certification stamped on the specification plate. Prior manufacturers must list the specification requirements that are not completed on the Certificate of Compliance. When the cargo tank motor vehicle is brought into full compliance with the applicable specification, the cargo tank motor vehicle manufacturer must have a Registered Inspector stamp the date of certification on the specification plate and issue a Certificate of Compliance to the owner of the cargo tank motor vehicle. The Certificate of Compliance must list the actions taken to bring the cargo tank motor vehicle into full compliance. In addition, the certificate must include the date of certification and the person (manufacturer, carrier or repair organization) accomplishing compliance.

(5) The certificate must state whether or not it includes certification that all valves, piping, and protective devices conform to the requirements of the specification. If it does not so certify, the installer of any such valve, piping, or device shall supply and the owner shall obtain a certificate asserting complete compliance with these specifications for such devices. The certificate, or certificates, will include sufficient sketches, drawings, and other information to indicate the location, make, model, and size of each valve and the arrangement of all piping associated with the cargo tank.

(6) The certificate must contain a statement indicating whether or not the cargo tank was postweld heat treated for anhydrous ammonia as specified in § 178.337-1(f).

(b) The owner shall retain the copy of the data report and certificates and related papers in his files throughout his ownership of the cargo tank motor vehicle and for at least one year thereafter; and in the event of change in ownership, retention by the prior owner of nonfading photographically reproduced copies will be deemed to satisfy this requirement. Each motor carrier using the cargo tank motor vehicle, if not the owner thereof, shall obtain a copy of the data report and certificate and retain them in his files during the time he uses the cargo tank motor vehicle and for at least one year thereafter.

[Order 59-B, 30 FR 583, Jan. 16, 1965. Redesignated at 32 FR 5606, Apr. 5, 1967] Editorial Note:For Federal Register citations affecting § 178.337-18, see the List of CFR Sections Affected, which appears in the Finding Aids section of the printed volume and at www.govinfo.gov.

(a) For the purposes of this section—

(1) Design pressure means the “MAWP” as used in Section VIII of the ASME Code (IBR, see § 171.7 of this subchapter), and is the gauge pressure at the top of the tank.

(2) Design service temperature means the coldest temperature for which the tank is suitable (see §§ 173.318 (a)(1) and (f) of this subchapter).

(b) Each cargo tank must consist of a suitably supported welded inner vessel enclosed within an outer shell or jacket, with insulation between the inner vessel and outer shell or jacket, and having piping, valves, supports and other appurtenances as specified in this subchapter. For the purpose of this specification, tank means inner vessel and jacket means either the outer shell or insulation cover.

(c) Each tank must be designed, constructed, certified, and stamped in accordance with Section VIII of the ASME Code.

(d) The exterior surface of the tank must be insulated with a material compatible with the lading.

(1) Each cargo tank must have an insulation system that will prevent the tank pressure from exceeding the pressure relief valve set pressure within the specified holding time when the tank is loaded with the specific cryogenic liquid at the design conditions of—

(i) The specified temperature and pressure of the cryogenic liquid, and

(ii) The exposure of the filled cargo tank to an average ambient temperature of 85 °F.

(2) For a cargo tank used to transport oxygen, the insulation may not sustain combustion in a 99.5 percent oxygen atmosphere at atmospheric pressure when contacted with a continuously heated glowing platinum wire. The cargo tank must be marked in accordance with § 178.338-18(b)(7).

(3) Each vacuum-insulated cargo tank must be provided with a connection for a vacuum gauge to indicate the absolute pressure within the insulation space.

(e) The insulation must be completely covered by a metal jacket. The jacket or the insulation must be so constructed and sealed as to prevent moisture from coming into contact with the insulation (see § 173.318(a)(3) of this subchapter). Minimum metal thicknesses are as follows:

(f) An evacuated jacket must be in compliance with the following requirements:

(1) The jacket must be designed to sustain a minimum critical collapsing pressure of 30 psig.

(2) If the jacket also supports additional loads, such as the weight of the tank and lading, the combined stress, computed according to the formula in § 178.338-3(b), may not exceed 25 percent of the minimum specified tensile strength.

[Amdt. 178-77, 48 FR 27703, June 16, 1983, as amended at 49 FR 24316, June 12, 1984; Amdt. 178-104, 59 FR 49135, Sept. 26, 1994; 66 FR 45387, Aug. 28, 2001; 68 FR 75754, Dec. 31, 2003]

(a) All material used in the construction of a tank and its appurtenances that may come in contact with the lading must be compatible with the lading to be transported. All material used for tank pressure parts must conform to the requirements in Section II of the ASME Code (IBR, see § 171.7 of this subchapter). All material used for evacuated jacket pressure parts must conform to the chemistry and steelmaking practices of one of the material specifications of Section II of the ASME Code or the following ASTM Specifications (IBR, see § 171.7 of this subchapter): A 242, A 441, A 514, A 572, A 588, A 606, A 633, A 715, A 1008/A 1008M, A 1011/A 1011M.

(b) All tie-rods, mountings, and other appurtenances within the jacket and all piping, fittings and valves must be of material suitable for use at the lowest temperature to be encountered.

(c) Impact tests are required on all tank materials, except materials that are excepted from impact testing by the ASME Code, and must be performed using the procedure prescribed in Section VIII of the ASME Code.

(d) The direction of final rolling of the shell material must be the circumferential orientation of the tank shell.

(e) Each tank constructed in accordance with part UHT in Section VIII of the ASME Code must be postweld heat treated as a unit after completion of all welds to the shell and heads. Other tanks must be postweld heat treated as required in Section VIII of the ASME Code. For all tanks the method must be as prescribed in the ASME Code. Welded attachments to pads may be made after postweld heat treatment.

(f) The fabricator shall record the heat and slab numbers and the certified Charpy impact values of each plate used in the tank on a sketch showing the location of each plate in the shell and heads of the tank. A copy of the sketch must be provided to the owner of the cargo tank and a copy must be retained by the fabricator for at least five years and made available, upon request, to any duly identified representative of the Department.

(Approved by the Office of Management and Budget under control number 2137-0017) [Amdt. 178-77, 48 FR 27703, 27713, June 16, 1983, as amended at 49 FR 24316, June 12, 1984; 68 FR 19281, Apr. 18, 2003; 68 FR 75754, Dec. 31, 2003; 70 FR 34076, June 13, 2005]

(a) General requirements and acceptance criteria. (1) Except as permitted in paragraph (d) of this section, the maximum calculated design stress at any point in the tank may not exceed the lesser of the maximum allowable stress value prescribed in Section VIII of the ASME Code (IBR, see § 171.7 of this subchapter), or 25 percent of the tensile strength of the material used.

(2) The relevant physical properties of the materials used in each tank may be established either by a certified test report from the material manufacturer or by testing in conformance with a recognized national standard. In either case, the ultimate tensile strength of the material used in the design may not exceed 120 percent of the minimum ultimate tensile strength specified in either the ASME Code or the ASTM standard to which the material is manufactured.

(3) The maximum design stress at any point in the tank must be calculated separately for the loading conditions described in paragraphs (b), (c), and (d) of this section. Alternate test or analytical methods, or a combination thereof, may be used in lieu of the procedures described in paragraphs (b), (c), and (d) of this section, if the methods are accurate and verifiable.

(4) Corrosion allowance material may not be included to satisfy any of the design calculation requirements of this section.

(b) Static design and construction. (1) The static design and construction of each tank must be in accordance with appendix G in Section VIII of the ASME Code (IBR, see § 171.7 of this subchapter). The tank design must include calculation of stress due to the design pressure, the weight of lading, the weight of structures supported by the tank wall, and the effect of temperature gradients resulting from lading and ambient temperature extremes. When dissimilar materials are used, their thermal coefficients must be used in calculation of the thermal stresses.

(2) Stress concentrations in tension, bending, and torsion which occur at pads, cradles, or other supports must be considered in accordance with appendix G in Section VIII of the ASME Code.

(c) Stresses resulting from static and dynamic loadings, or a combination thereof, are not uniform throughout the cargo tank motor vehicle. The following is a simplified procedure for calculating the effective stress in the tank resulting from static and dynamic loadings. The effective stress (the maximum principal stress at any point) must be determined by the following formula:

S = 0.5 (Sy + Sx) ±(0.25(Sy − Sx) 2 + Ss2) 0.5 Where:

(1) S = effective stress at any given point under the most severe combination of static and dynamic loadings that can occur at the same time, in psi.

(2) Sy = circumferential stress generated by internal and external pressure when applicable, in psi.

(3) Sx = the net longitudinal stress, in psi, generated by the following loading conditions:

(i) The longitudinal tensile stress generated by internal pressure;

(ii) The tensile or compressive stress generated by the axial load resulting from a decelerative force applied independently to each suspension assembly at the road surface using applicable static loadings specified in § 178.338-13 (b);

(iii) The tensile or compressive stress generated by the bending moment resulting from a decelerative force applied independently to each suspension assembly at the road surface using applicable static loadings specified in § 178.338-13 (b);

(iv) The tensile or compressive stress generated by the axial load resulting from an accelerative force applied to the horizontal pivot of the fifth wheel supporting the vehicle using applicable static loadings specified in § 178.338-13 (b);

(v) The tensile or compressive stress generated by the bending moment resulting from an accelerative force applied to the horizontal pivot of the fifth wheel supporting the vehicle using applicable static loadings specified in § 178.338-13 (b); and

(vi) The tensile or compressive stress generated by a bending moment produced by a vertical force using applicable static loadings specified in § 178.338-13 (b).

(4) Ss = The following shear stresses that apply, in psi,: The vectorial sum of the applicable shear stresses in the plane under consideration, including direct shear generated by the static vertical loading; direct lateral and torsional shear generated by a lateral accelerative force applied at the road surface, using applicable static loads specified in § 178.338-13 (b)

(d) In order to account for stresses due to impact in an accident, the design calculations for the tank shell and heads must include the load resulting from the design pressure in combination with the dynamic pressure resulting from a longitudinal deceleration of “2g”. For this loading condition the stress value used may not exceed the lesser of the yield strength or 75 percent of the ultimate tensile strength of the material of construction. For a cargo tank constructed of stainless steel, the maximum design stress may not exceed 75 percent of the ultimate tensile strength of the type steel used.

(e) The minimum thickness of the shell or heads of the tank must be 0.187 inch for steel and 0.270 inch for aluminum. However, the minimum thickness for steel may be 0.110 inches provided the cargo tank is:

(1) Vacuum insulated, or

(2) Double walled with a load bearing jacket designed to carry a proportionate amount of structural loads prescribed in this section.

(f) Where a tank support is attached to any part of the tank wall, the stresses imposed on the tank wall must meet the requirements in paragraph (a) of this section.

(g) The design, construction and installation of an attachment, appurtenance to the cargo tank or structural support member between the cargo tank and the vehicle or suspension component or accident protection device must conform to the following requirements:

(1) Structural members, the suspension subframe, accident protection structures and external circumferential reinforcement devices must be used as sites for attachment of appurtenances and other accessories to the cargo tank, when practicable.

(2) A lightweight attachment to the cargo tank wall such as a conduit clip, brakeline clip, skirting structure, lamp mounting bracket, or placard holder must be of a construction having lesser strength than the cargo tank wall materials and may not be more than 72 percent of the thickness of the material to which it is attached. The lightweight attachment may be secured directly to the cargo tank wall if the device is designed and installed in such a manner that, if damaged, it will not affect the lading retention integrity of the tank. A lightweight attachment must be secured to the cargo tank shell or head by a continuous weld or in such a manner as to preclude formation of pockets that may become sites for corrosion. Attachments meeting the requirements of this paragraph are not authorized for cargo tanks constructed under part UHT in Section VIII of the ASME Code.

(3) Except as prescribed in paragraphs (g)(1) and (g)(2) of this section, the welding of any appurtenance the cargo tank wall must be made by attachment of a mounting pad so that there will be no adverse effect upon the lading retention integrity of the cargo tank if any force less than that prescribed in paragraph (b)(1) of this section is applied from any direction. The thickness of the mounting pad may not be less than that of the shell or head to which it is attached, and not more than 1.5 times the shell or head thickness. However, a pad with a minimum thickness of 0.187 inch may be used when the shell or head thickness is over 0.187 inch. If weep holes or tell-tale holes are used, the pad must be drilled or punched at the lowest point before it is welded to the tank. Each pad must:

(i) Be fabricated from material determined to be suitable for welding to both the cargo tank material and the material of the appurtenance or structural support member; a Design Certifying Engineer must make this determination considering chemical and physical properties of the materials and must specify filler material conforming to the requirements in Section IX of the ASME Code (IBR, see § 171.7 of this subchapter).

(ii) Be preformed to an inside radius no greater than the outside radius of the cargo tank at the attachment location.

(iii) Extend at least 2 inches in each direction from any point of attachment of an appurtenance or structural support member. This dimension may be measured from the center of the attached structural member.

(iv) Have rounded corners, or otherwise be shaped in a manner to minimize stress concentrations on the shell or head.

(v) Be attached by continuous fillet welding. Any fillet weld discontinuity may only be for the purpose of preventing an intersection between the fillet weld and a tank or jacket seam weld.

[Amdt. 178-89, 55 FR 37057, Sept. 7, 1990, as amended by Amdt. 178-89, 56 FR 27876, June 17, 1991; 56 FR 46354, Sept. 11, 1991; 68 FR 19281, Apr. 18, 2003; 68 FR 57633, Oct. 6, 2003; 68 FR 75754, Dec. 31, 2003; 81 FR 25618, Apr. 29, 2016]

(a) All joints in the tank, and in the jacket if evacuated, must be as prescribed in Section VIII of the ASME Code (IBR, see § 171.7 of this subchapter), except that a butt weld with one plate edge offset is not authorized.

(b) Welding procedure and welder performance tests must be made in accordance with Section IX of the ASME Code. Records of the qualification must be retained by the tank manufacturer for at least five years and must be made available, upon request, to any duly identified representative of the Department, or the owner of the cargo tank.

(c) All longitudinal welds in tanks and load bearing jackets must be located so as not to intersect nozzles or supports other than load rings and stiffening rings.

(d) Substructures must be properly fitted before attachment and the welding sequence must minimize stresses due to shrinkage of welds.

(e) Filler material containing more than 0.05 percent vanadium may not be used with quenched and tempered steel.

(f) All tank nozzle-to-shell and nozzle-to-head welds must be full penetration welds.

(Approved by the Office of Management and Budget under control number 2137-0017) [Amdt. 178-77, 48 FR 27704, 27713, June 16, 1983, as amended at 49 FR 24316, June 12, 1984; 68 FR 75754, Dec. 31, 2003]

(a) A tank is not required to be provided with stiffening rings, except as prescribed in Section VIII of the ASME Code (IBR, see § 171.7 of this subchapter).

(b) If a jacket is evacuated, it must be constructed in compliance with § 178.338-1(f). Stiffening rings may be used to meet these requirements.

[Amdt. 178-77, 48 FR 27704, June 16, 1983, as amended at 68 FR 75754, Dec. 31, 2003]

(a) Each tank in oxygen service must be provided with a manhole as prescribed in Section VIII of the ASME Code (IBR, see § 171.7 of this subchapter).

(b) Each tank having a manhole must be provided with a means of entrance and exit through the jacket, or the jacket must be marked to indicate the manway location on the tank.

(c) A manhole with a bolted closure may not be located on the front head of the tank.

[Amdt. 178-77, 48 FR 27704, June 16, 1983, as amended at 49 FR 24316, June 12, 1984; 68 FR 75754, Dec. 31, 2003]

(a) The inlet to the liquid product discharge opening of each tank intended for flammable ladings must be at the bottom centerline of the tank.

(b) If the leakage of a single valve, except a pressure relief valve, pressure control valve, full trycock or gas phase manual vent valve, would permit loss of flammable material, an additional closure that is leak tight at the tank design pressure must be provided outboard of such valve.

[Amdt. 178-77, 48 FR 27704, June 16, 1983]

(a) Pressure relief devices. Each tank pressure relief device must be designed, constructed, and marked in accordance with § 173.318(b) of this subchapter.

(b) Piping, valves, and fittings. (1) The burst pressure of all piping, pipe fittings, hoses and other pressure parts, except for pump seals and pressure relief devices, must be at least 4 times the design pressure of the tank. Additionally, the burst pressure may not be less than 4 times any higher pressure to which each pipe, pipe fitting, hose or other pressure part may be subjected to in service.

(2) Pipe joints must be threaded, welded or flanged. If threaded pipe is used, the pipe and fittings must be Schedule 80 weight or heavier. Malleable metals must be used in the construction of valves and fittings. Where copper tubing is permitted, joints shall be brazed or be of equally strong metal union type. The melting point of the brazing materials may not be lower than 1000 °F. The method of joining tubing may not reduce the strength of the tubing, such as by the cutting of threads.

(3) Each hose coupling must be designed for a pressure of at least 120 percent of the hose design pressure and so that there will be no leakage when connected.

(4) Piping must be protected from damage due to thermal expansion and contraction, jarring, and vibration. Slip joints are not authorized for this purpose.

(5) All piping, valves and fittings on a cargo tank must be proved free from leaks. This requirement is met when such piping, valves, and fittings have been tested after installation with gas or air and proved leak tight at not less than the design pressure marked on the cargo tank. This requirement is applicable to all hoses used in a cargo tank, except that hose may be tested before or after installation on the tank.

(6) Each valve must be suitable for the tank design pressure at the tank design service temperature.

(7) All fittings must be rated for the maximum tank pressure and suitable for the coldest temperature to which they will be subjected in actual service.

(8) All piping, valves, and fittings must be grouped in the smallest practicable space and protected from damage as required by § 178.338-10.

(9) When a pressure-building coil is used on a tank designed to handle oxygen or flammable ladings, the vapor connection to that coil must be provided with a valve or check valve as close to the tank shell as practicable to prevent the loss of vapor from the tank in case of damage to the coil. The liquid connection to that coil must also be provided with a valve.

[Amdt. 178-77, 48 FR 27704, June 16, 1983, as amended by Amdt. 178-89, 54 FR 25019, June 12, 1989]

(a) “Holding time” is the time, as determined by testing, that will elapse from loading until the pressure of the contents, under equilibrium conditions, reaches the level of the lowest pressure control valve or pressure relief valve setting.

(b) Holding time test. (1) The test to determine holding time must be performed by charging the tank with a cryogenic liquid having a boiling point, at a pressure of one atmosphere, absolute, no lower than the design service temperature of the tank. The tank must be charged to its maximum permitted filling density with that liquid and stabilized to the lowest practical pressure, which must be equal to or less than the pressure to be used for loading. The cargo tank together with its contents must then be exposed to ambient temperature.

(2) The tank pressure and ambient temperature must be recorded at 3-hour intervals until the pressure level of the contents reaches the set-to-discharge pressure of the pressure control valve or pressure relief valve with the lowest setting. This total time lapse in hours represents the measured holding time at the actual average ambient temperature. This measured holding time for the test cryogenic liquid must be adjusted to an equivalent holding time for each cryogenic liquid that is to be identified on or adjacent to the specification plate, at an average ambient temperature of 85 °F. This is the rated holding time (RHT). The marked rated holding time (MRHT) displayed on or adjacent to the specification plate (see § 178.338-18(c)(10)) may not exceed this RHT.

(c) Optional test regimen. (1) If more than one cargo tank is made to the same design, only one cargo tank must be subjected to the full holding time test at the time of manufacture. However, each subsequent cargo tank made to the same design must be performance tested during its first trip. The holding time determined in this test may not be less than 90 percent of the marked rated holding time. This test must be performed in accordance with §§ 173.318(g)(3) and 177.840(h) of this subchapter, regardless of the classification of the cryogenic liquid.

(2) Same design. The term “same design” as used in this section means cargo tanks made to the same design type. See § 178.320(a) for definition of “design type”.

(3) For a cargo tank used in nonflammable cryogenic liquid service, in place of the holding time tests prescribed in paragraph (b) of this section, the marked rated holding time (MRHT) may be determined as follows:

(i) While the cargo tank is stationary, the heat transfer rate must be determined by measuring the normal evaporation rate (NER) of the test cryogenic liquid (preferably the lading, where feasible) maintained at approximately one atmosphere. The calculated heat transfer rate must be determined from:

q = [n(Δ h)(85−t1)] / [ts − tf] Where: q = calculated heat transfer rate to cargo tank with lading, Btu/hr. n = normal evaporation rate (NER), which is the rate of evaporation, determined by the test of a test cryogenic liquid in a cargo tank maintained at a pressure of approximately one atmosphere, absolute, lb/hr. Δ h = latent heat of vaporization of test fluid at test pressure, Btu/lb. ts = average temperature of outer shell during test, °F. t1 = equilibrium temperature of lading at maximum loading pressure, °F. tf = equilibrium temperature of test fluid at one atmosphere, °F.

(ii) The rated holding time (RHT) must be calculated as follows:

RHT = [(U2 − U1) W] / q Where: RHT = rated holding time, in hours U1 and U2 = internal energy for the combined liquid and vapor lading at the pressure offered for transportation, and the set pressure of the applicable pressure control valve or pressure relief valve, respectively, Btu/lb. W = total weight of the combined liquid and vapor lading in the cargo tank, pounds. q = calculated heat transfer rate to cargo tank with lading, Btu/hr.

(iii) The MRHT (see § 178.338-18(b)(9) of this subchapter) may not exceed the RHT.

[Amdt. 178-77, 48 FR 27704, June 16, 1983; 48 FR 50442, Nov. 1, 1983, as amended at 49 FR 24316, June 12, 1984; 49 FR 43965, Nov. 1, 1984; 59 FR 55173, Nov. 3, 1994; Amdt. 178-118, 61 FR 51340, Oct. 1, 1996; 68 FR 57634, Oct. 6, 2003; 71 FR 54397, Sept. 14, 2006]

(a) All valves, fittings, pressure relief devices and other accessories to the tank proper, which are not isolated from the tank by closed intervening shut-off valves or check valves, must be installed within the motor vehicle framework or within a suitable collision resistant guard or housing, and appropriate ventilation must be provided. Each pressure relief device must be protected so that in the event of the upset of the vehicle onto a hard surface, the device's opening will not be prevented and its discharge will not be restricted.

(b) Each protective device or housing, and its attachment to the vehicle structure, must be designed to withstand static loading in any direction that it may be loaded as a result of front, rear, side, or sideswipe collision, or the overturn of the vehicle. The static loading shall equal twice the loaded weight of the tank and attachments. A safety factor of four, based on the tensile strength of the material, shall be used. The protective device or the housing must be made of steel at least 3/16-inch thick, or other material of equivalent strength.

(c) Rear-end tank protection. Rear-end tank protections devices must:

(1) Consist of at least one rear bumper designed to protect the cargo tank and piping in the event of a rear-end collision. The rear-end tank protection device design must transmit the force of the collision directly to the chassis of the vehicle. The rear-end tank protection device and its attachments to the chassis must be designed to withstand a load equal to twice the weight of the loaded cargo tank and attachments, using a safety factor of four based on the tensile strength of the materials used, with such load being applied horizontally and parallel to the major axis of the cargo tank. The rear-end tank protection device dimensions must meet the requirements of § 393.86 of this title and extend vertically to a height adequate to protect all valves and fittings located at the rear of the cargo tank from damage that could result in loss of lading; or

(2) Conform to the requirements of § 178.345-8(d).

(d) Every part of the loaded cargo tank, and any associated valve, pipe, enclosure, or protective device or structure (exclusive of wheel assemblies), must be at least 14 inches above level ground.

[Amdt. 178-77, 48 span 27705, June 16, 1983, as amended at 49 span 24316, June 12, 1984; Amdt. 178-99, 58 span 51534, Oct. 1, 1993; 68 span 19282, Apr. 18, 2003; 68 span 52371, Sept. 3, 2003; 85 span 83402, Dec. 21, 2020; 87 span 79784, Dec. 27, 2022]

(a) Excess-flow valves are not required.

(b) Each liquid filling and liquid discharge line must be provided with a shut-off valve located as close to the tank as practicable. Unless this valve is manually operable at the valve, the line must also have a manual shut-off valve.

(c) Except for a cargo tank that is used to transport argon, carbon dioxide, helium, krypton, neon, nitrogen, xenon, or mixtures thereof, each liquid filling and liquid discharge line must be provided with an on-vehicle remotely controlled self-closing shutoff valve.

(1) If pressure from a reservoir or from an engine-driven pump or compressor is used to open this valve, the control must be of fail-safe design and spring-biased to stop the admission of such pressure into the cargo tank. If the jacket is not evacuated, the seat of the valve must be inside the tank, in the opening nozzle or flange, or in a companion flange bolted to the nozzle. If the jacket is evacuated, the remotely controlled valve must be located as close to the tank as practicable.

(2) Each remotely controlled shut off valve must be provided with on-vehicle remote means of automatic closure, both mechanical and thermal. One means may be used to close more than one remotely controlled valve. Cable linkage between closures and remote operators must be corrosion resistant and effective in all types of environment and weather. The thermal means must consist of fusible elements actuated at a temperature not exceeding 121 °C (250 °F), or equivalent devices. The loading/unloading connection area is where hoses are connected to the permanent metal piping. The number and location of remote operators and thermal devices shall be as follows:

(i) On a cargo tank motor vehicle over 3,500 gallons water capacity, remote means of automatic closure must be installed at the ends of the cargo tank in at least two diagonally opposite locations. If the loading/unloading connection at the cargo tank is not in the general vicinity of one of these locations, at least one additional thermal device must be installed so that heat from a fire in the loading/unloading connection area will activate the emergency control system.

(ii) On a cargo tank motor vehicle of 3,500 gallons water capacity or less, at least one remote means of automatic closure must be installed on the end of the cargo tank farthest away from the loading/unloading connection area. At least one thermal device must be installed so that heat from a fire in the loading/unloading connection area will activate the emergency control system.

[Amdt. 178-77, 48 FR 27705, June 16, 1983, as amended by Amdt. 178-105, 59 FR 55173, Nov. 3, 1994; 60 FR 17402, Apr. 5, 1995; 68 FR 19282, Apr. 18, 2003]

Unless the valve is located in a rear cabinet forward of and protected by the bumper (see § 178.338-10(c)), the design and installation of each valve, damage to which could result in loss of liquid or vapor, must incorporate a shear section or breakage groove adjacent to, and outboard of, the valve. The shear section or breakage groove must yield or break under strain without damage to the valve that would allow the loss of liquid or vapor. The protection specified in § 178.338-10 is not a substitute for a shear section or breakage groove.

[Amdt. 178-77, 49 FR 24316, June 12, 1984]

(a) On a cargo tank motor vehicle designed and constructed so that the cargo tank constitutes in whole or in part the structural member used in place of a motor vehicle frame, the cargo tank or the jacket must be supported by external cradles or by load rings. For a cargo tank mounted on a motor vehicle frame, the tank or jacket must be supported by external cradles, load rings, or longitudinal members. If cradles are used, they must subtend at least 120 degrees of the cargo tank circumference. The design calculations for the supports and load-bearing tank or jacket, and the support attachments must include beam stress, shear stress, torsion stress, bending moment, and acceleration stress for the loaded vehicle as a unit, using a safety factor of four, based on the tensile strength of the material, and static loading that uses the weight of the cargo tank and its attachments when filled to the design weight of the lading (see appendix G in Section VIII of the ASME Code) (IBR, see § 171.7 of this subchapter), multiplied by the following factors. The effects of fatigue must also be considered in the calculations. Minimum static loadings must be as follows:

(1) For a vacuum-insulated cargo tank—

(i) Vertically downward of 2;

(ii) Vertically upward of 2;

(iii) Longitudinally of 2; and

(iv) Laterally of 2.

(2) For any other insulated cargo tank—

(i) Vertically downward of 3;

(ii) Vertically upward of 2;

(iii) Longitudinally of 2; and

(iv) Laterally of 2.

(b) When a loaded tank is supported within the vacuum jacket by structural members, the design calculations for the tank and its structural members must be based on a safety factor of four and the tensile strength of the material at ambient temperature. The enhanced tensile strength of the material at actual operating temperature may be substituted for the tensile strength at ambient temperature to the extent recognized in the ASME Code for static loadings. Static loadings must take into consideration the weight of the tank and the structural members when the tank is filled to the design weight of lading (see Appendix G of Section VIII, Division 1 of the ASME Code), multiplied by the following factors. Static loadings must take into consideration the weight of the tank and the structural members when the tank is filled to the design weight of lading (see appendix G in Section VIII of the ASME Code), multiplied by the following factors. When load rings in the jacket are used for supporting the tank, they must be designed to carry the fully loaded tank at the specified static loadings, plus external pressure. Minimum static loadings must be as follows:

(1) Vertically downward of 2;

(2) Vertically upward of 1 1/2;

(3) Longitudinally of 1 1/2; and, (4) Laterally of 1 1/2.

[68 span 19282, Apr. 18, 2003, as amended at 68 span 75754, Dec. 31, 2003]

(a) Liquid level gauging devices. (1) Unless a cargo tank is intended to be filled by weight, it must be equipped with one or more gauging devices, which accurately indicate the maximum permitted liquid level at the loading pressure, in order to provide a minimum of two percent outage below the inlet of the pressure control valve or pressure relief valve at the condition of incipient opening of that valve. A fixed-length dip tube, a fixed trycock line, or a differential pressure liquid level gauge must be used as the primary control for filling. Other gauging devices, except gauge glasses, may be used, but not as the primary control for filling.

(2) The design pressure of each liquid level gauging device must be at least that of the tank.

(3) If a fixed length dip tube or trycock line gauging device is used, it must consist of a pipe or tube of small diameter equipped with a valve at or near the jacket and extending into the cargo tank to a specified filling height. The fixed height at which the tube ends in the cargo tank must be such that the device will function when the liquid reaches the maximum level permitted in loading.

(4) The liquid level gauging device used as a primary control for filling must be designed and installed to accurately indicate the maximum filling level at the point midway of the tank both longitudinally and laterally.

(b) Pressure gauges. Each cargo tank must be provided with a suitable pressure gauge indicating the lading pressure and located on the front of the jacket so it can be read by the driver in the rear view mirror. Each gauge must have a reference mark at the cargo tank design pressure or the set pressure of the pressure relief valve or pressure control valve, whichever is lowest.

(c) Orifices. All openings for dip tube gauging devices and pressure gauges in flammable cryogenic liquid service must be restricted at or inside the jacket by orifices no larger than 0.060-inch diameter. Trycock lines, if provided, may not be greater than 1/2-inch nominal pipe size.

[Amdt. 178-77, 48 span 27706, June 16, 1983, as amended at 49 span 24317, June 12, 1984]

A cargo tank constructed for oxygen service must be thoroughly cleaned to remove all foreign material in accordance with CGA G-4.1 (IBR, see § 171.7 of this subchapter). All loose particles from fabrication, such as weld beads, dirt, grinding wheel debris, and other loose materials, must be removed prior to the final closure of the manhole of the tank. Chemical or solvent cleaning with a material compatible with the intending lading must be performed to remove any contaminants likely to react with the lading.

[68 FR 75755, Dec. 31, 2003]

(a) General. The material of construction of a tank and its appurtenances must be inspected for conformance to Section VIII of the ASME Code (IBR, see § 171.7 of this subchapter). The tank must be subjected to either a hydrostatic or pneumatic test. The test pressure must be one and one-half times the sum of the design pressure, plus static head of lading, plus 101.3 kPa (14.7 psi) if subjected to external vacuum, except that for tanks constructed in accordance with Part UHT in Section VIII of the ASME Code the test pressure must be twice the design pressure.

(b) Additional requirements for pneumatic test. A pneumatic test may be used in place of the hydrostatic test. Due regard for protection of all personnel should be taken because of the potential hazard involved in a pneumatic test. The pneumatic test pressure in the tank must be reached by gradually increasing the pressure to one-half of the test pressure. Thereafter, the test pressure must be increased in steps of approximately one-tenth of the test pressure until the required test pressure has been reached. Then the pressure must be reduced to a value equal to four-fifths of the test pressure and held for a sufficient time to permit inspection of the cargo tank for leaks.

(c) Weld inspection. All tank shell or head welds subject to pressure shall be radiographed in accordance with Section VIII of the ASME Code. A tank which has been subjected to inspection by the magnetic particle method, the liquid penetrant method, or any method involving a material deposit on the interior tank surface, must be cleaned to remove any such residue by scrubbing or equally effective means, and all such residue and cleaning solution must be removed from the tank prior to final closure of the tank.

(d) Defect repair. All cracks and other defects must be repaired as prescribed in Section VIII of the ASME Code. The welder and the welding procedure must be qualified in accordance with Section IX of the ASME Code (IBR, see § 171.7 of this subchapter). After repair, the tank must again be postweld heat-treated, if such heat treatment was previously performed, and the repaired areas must be retested.

(e) Verification must be made of the interior cleanliness of a tank constructed for oxygen service by means that assure that all contaminants that are likely to react with the lading have been removed as required by § 178.338-15.

[Amdt. 178-77, 48 FR 27706, June 16, 1983, as amended at 49 FR 24317, June 12, 1984; 49 FR 42736, Oct. 24, 1984; 68 FR 75755, Dec. 31, 2003]

(a) Liquid pumps and gas compressors, if used, must be of suitable design, adequately protected against breakage by collision, and kept in good condition. They may be driven by motor vehicle power take-off or other mechanical, electrical, or hydraulic means. Unless they are of the centrifugal type, they shall be equipped with suitable pressure actuated by-pass valves permitting flow from discharge to suction to the tank.

(b) A valve or fitting made of aluminum with internal rubbing or abrading aluminum parts that may come in contact with oxygen (cryogenic liquid) may not be installed on any cargo tank used to transport oxygen (cryogenic liquid) unless the parts are anodized in accordance with ASTM B 580 (IBR, see § 171.7 of this subchapter).

[Amdt. 178-89, 54 FR 25020, June 12, 1989, as amended at 55 FR 37058, Sept. 7, 1990; 67 FR 61016, Sept. 27, 2002; 68 FR 75755, Dec. 31, 2003]

(a) General. Each cargo tank certified after October 1, 2004 must have a corrosion-resistant metal name plate (ASME Plate) and specification plate permanently attached to the cargo tank by brazing, welding, or other suitable means on the left side near the front, in a place accessible for inspection. If the specification plate is attached directly to the cargo tank wall by welding, it must be welded to the tank before the cargo tank is postweld heat treated.

(1) The plates must be legibly marked by stamping, embossing, or other means of forming letters into the metal of the plate, with the information required in paragraphs (b) and (c) of this section, in addition to that required by Section VIII of the ASME Code (IBR, see § 171.7 of this subchapter), in characters at least 3/16 inch high (parenthetical abbreviations may be used). All plates must be maintained in a legible condition.

(2) Each insulated cargo tank must have additional plates, as described, attached to the jacket in the location specified unless the specification plate is attached to the chassis and has the information required in paragraphs (b) and (c) of this section.

(3) The information required for both the name and specification plate may be displayed on a single plate. If the information required by this section is displayed on a plate required by Section VIII of the ASME Code, the information need not be repeated on the name and specification plates.

(4) The specification plate may be attached to the cargo tank motor vehicle chassis rail by brazing, welding, or other suitable means on the left side near the front head, in a place accessible for inspection. If the specification plate is attached to the chassis rail, then the cargo tank serial number assigned by the cargo tank manufacturer must be included on the plate.

(b) Name plate. The following information must be marked on the name plate in accordance with this section:

(1) DOT-specification number MC 338 (DOT MC 338).

(2) Original test date (Orig, Test Date).

(3) MAWP in psig.

(4) Cargo tank test pressure (Test P), in psig.

(5) Cargo tank design temperature (Design Temp. Range) ____ °F to ____ °F.

(6) Nominal capacity (Water Cap.), in pounds.

(7) Maximum design density of lading (Max. Lading density), in pounds per gallon.

(8) Material specification number—shell (Shell matl, yyy * * *), where “yyy” is replaced by the alloy designation and “* * *” is replaced by the alloy type.

(9) Material specification number—heads (Head matl. yyy * * *), where “yyy” is replaced by the alloy designation and “* * *” by the alloy type.

Note:

When the shell and heads materials are the same thickness, they may be combined, (Shell & head matl, yyy * * *).

(10) Weld material (Weld matl.).

(11) Minimum Thickness-shell (Min. Shell-thick), in inches. When minimum shell thicknesses are not the same for different areas, show (top ____, side ____, bottom ____, in inches).

(12) Minimum thickness-heads (Min heads thick.), in inches.

(13) Manufactured thickness-shell (Mfd. Shell thick.), top ____, side ____, bottom ____, in inches. (Required when additional thickness is provided for corrosion allowance.)

(14) Manufactured thickness-heads (Mfd. Heads thick.), in inches. (Required when additional thickness is provided for corrosion allowance.)

(15) Exposed surface area, in square feet.

(c) Specification plate. The following information must be marked on the specification plate in accordance with this section:

(1) Cargo tank motor vehicle manufacturer (CTMV mfr.).

(2) Cargo tank motor vehicle certification date (CTMV cert. date).

(3) Cargo tank manufacturer (CT mfr.).

(4) Cargo tank date of manufacture (CT date of mfr.), month and year.

(5) Maximum weight of lading (Max. Payload), in pounds.

(6) Maximum loading rate in gallons per minute (Max. Load rate, GPM).

(7) Maximum unloading rate in gallons per minute (Max Unload rate).

(8) Lining materials (Lining), if applicable.

(9) “Insulated for oxygen service” or “Not insulated for oxygen service” as appropriate.

(10) Marked rated holding time for at least one cryogenic liquid, in hours, and the name of that cryogenic liquid (MRHT ____ hrs, name of cryogenic liquid). Marked rated holding marking for additional cryogenic liquids may be displayed on or adjacent to the specification plate.

(11) Cargo tank serial number (CT serial), as assigned by cargo tank manufacturer, if applicable.

Note 1 to paragraph (c):

See § 173.315(a) of this chapter regarding water capacity.

Note 2 to paragraph (c):

When the shell and head materials are the same thickness, they may be combined (Shell & head matl, yyy***).

(d) The design weight of lading used in determining the loading in §§ 178.338-3 (b), 178.338-10 (b) and (c), and 178.338-13 (b), must be shown as the maximum weight of lading marking required by paragraph (c) of this section.

[68 span 19283, Apr. 18, 2003, as amended at 68 span 57634, Oct. 6, 2003; 68 span 75755, Dec. 31, 2003]

(a) At or before the time of delivery, the manufacturer of a cargo tank motor vehicle shall furnish to the owner of the completed vehicle the following:

(1) The tank manufacturer's data report as required by the ASME Code (IBR, see § 171.7 of this subchapter), and a certificate bearing the manufacturer's vehicle serial number stating that the completed cargo tank motor vehicle conforms to all applicable requirements of Specification MC 338, including Section VIII of the ASME Code (IBR, see § 171.7 of this subchapter) in effect on the date (month, year) of certification. The registration numbers of the manufacturer, the Design Certifying Engineer, and the Registered Inspector, as appropriate, must appear on the certificates (see subpart F, part 107 in subchapter B of this chapter).

(2) A photograph, pencil rub, or other facsimile of the plates required by paragraphs (a) and (b) of § 178.338-18.

(b) In the case of a cargo tank vehicle manufactured in two or more stages, each manufacturer who performs a manufacturing operation on the incomplete vehicle or portion thereof shall furnish to the succeeding manufacturer, at or before the time of delivery, a certificate covering the particular operation performed by that manufacturer, and any certificates received from previous manufacturers, Registered Inspectors, and Design Certifying Engineers. The certificates must include sufficient sketches, drawings, and other information to indicate the location, make, model and size of each valve and the arrangement of all piping associated with the tank. Each certificate must be signed by an official of the manufacturing firm responsible for the portion of the complete cargo tank vehicle represented thereby, such as basic tank fabrication, insulation, jacket, or piping. The final manufacturer shall furnish the owner with all certificates, as well as the documents required by paragraph (a) of this section.

(c) The owner shall retain the data report, certificates, and related papers throughout his ownership of the cargo tank. In the event of change of ownership, the prior owner shall retain non-fading photographically reproduced copies of these documents for at least one year. Each operator using the cargo tank vehicle, if not the owner thereof, shall obtain a copy of the data report and the certificate or certificates and retain them during the time he uses the cargo tank and for at least one year thereafter.

(Approved by the Office of Management and Budget under control number 2137-0017) [Amdt. 178-77, 48 FR 27707, 27713, June 16, 1983, as amended by Amdt. 178-89, 55 FR 37058, Sept. 7, 1990; Amdt. 178-99, 58 FR 51534, Oct. 1, 1993; 62 FR 51561, Oct. 1, 1997; 68 FR 75755, Dec. 31, 2003]

(a) Specification DOT 406, DOT 407 and DOT 412 cargo tank motor vehicles must conform to the requirements of this section in addition to the requirements of the applicable specification contained in §§ 178.346, 178.347 or 178.348.

(b) All specification requirements are minimum requirements.

(c) Definitions. See § 178.320(a) for the definition of certain terms used in §§ 178.345, 178.346, 178.347, and 178.348. In addition, the following definitions apply to §§ 178.345, 178.346, 178.347, and 178.348:

Appurtenance means any cargo tank accessory attachment that has no lading retention or containment function and provides no structural support to the cargo tank.

Baffle means a non-liquid-tight transverse partition device that deflects, checks or regulates fluid motion in a tank.

Bulkhead means a liquid-tight transverse closure at the ends of or between cargo tanks.

Charging line means a hose, tube, pipe, or similar device used to pressurize a tank with material other than the lading.

Companion flange means one of two mating flanges where the flange faces are in contact or separated only by a thin leak sealing gasket and are secured to one another by bolts or clamps.

Connecting structure means the structure joining two cargo tanks.

Constructed and certified in conformance with the ASME Code means the cargo tank is constructed and stamped in accordance with the ASME Code, and is inspected and certified by an Authorized Inspector.

Constructed in accordance with the ASME Code means the cargo tank is constructed in accordance with the ASME Code with the authorized exceptions (see §§ 178.346, 178.347, and 178.348) and is inspected and certified by a Registered Inspector.

External self-closing stop-valve means a self-closing stop-valve designed so that the self-stored energy source is located outside the cargo tank and the welded flange.

Extreme dynamic loading means the maximum single-acting loading a cargo tank motor vehicle may experience during its expected life, excluding accident loadings.

Flange means the structural ring for guiding or attachment of a pipe or fitting with another flange (companion flange), pipe, fitting or other attachment.

Inspection pressure means the pressure used to determine leak tightness of the cargo tank when testing with pneumatic pressure.

Internal self-closing stop-valve means a self-closing stop-valve designed so that the self-stored energy source is located inside the cargo tank or cargo tank sump, or within the welded flange, and the valve seat is located within the cargo tank or within one inch of the external face of the welded flange or sump of the cargo tank.

Lading means the hazardous material contained in a cargo tank.

Loading/unloading connection means the fitting in the loading/unloading line farthest from the loading/unloading outlet to which the loading/unloading hose or device is attached.

Loading/unloading outlet means the cargo tank outlet used for normal loading/unloading operations.

Loading/unloading stop-valve means the stop valve farthest from the cargo tank loading/unloading outlet to which the loading/unloading connection is attached.

MAWP. See § 178.320(a).

Multi-specification cargo tank motor vehicle means a cargo tank motor vehicle equipped with two or more cargo tanks fabricated to more than one cargo tank specification.

Normal operating loading means the loading a cargo tank motor vehicle may be expected to experience routinely in operation.

Nozzle means the subassembly consisting of a pipe or tubular section with or without a welded or forged flange on one end.

Outlet means any opening in the shell or head of a cargo tank, (including the means for attaching a closure), except that the following are not outlets: A threaded opening securely closed during transportation with a threaded plug or a threaded cap, a flanged opening securely closed during transportation with a bolted or welded blank flange, a manhole, or gauging devices, thermometer wells, and safety relief devices.

Outlet stop-valve means the stop-valve at the cargo tank loading/unloading outlet.

Pipe coupling means a fitting with internal threads on both ends.

Rear bumper means the structure designed to prevent a vehicle or object from under-riding the rear of a motor vehicle. See § 393.86 of this title.

Rear-end tank protection device means the structure designed to protect a cargo tank and any lading retention piping or devices in case of a rear end collision.

Sacrificial device means an element, such as a shear section, designed to fail under a load in order to prevent damage to any lading retention part or device. The device must break under strain at no more than 70 percent of the strength of the weakest piping element between the cargo tank and the sacrificial device. Operation of the sacrificial device must leave the remaining piping and its attachment to the cargo tank intact and capable of retaining lading.

Self-closing stop-valve means a stop-valve held in the closed position by means of self-stored energy, which opens only by application of an external force and which closes when the external force is removed.

Shear section means a sacrificial device fabricated in such a manner as to abruptly reduce the wall thickness of the adjacent piping or valve material by at least 30 percent.

Shell means the circumferential portion of a cargo tank defined by the basic design radius or radii excluding the closing heads.

Stop-valve means a valve that stops the flow of lading.

Sump means a protrusion from the bottom of a cargo tank shell designed to facilitate complete loading and unloading of lading.

Tank means a container, consisting of a shell and heads, that forms a pressure tight vessel having openings designed to accept pressure tight fittings or closures, but excludes any appurtenances, reinforcements, fittings, or closures.

Test pressure means the pressure to which a tank is subjected to determine pressure integrity.

Toughness of material means the capability of a material to absorb the energy represented by the area under the stress strain curve (indicating the energy absorbed per unit volume of the material) up to the point of rupture.

Vacuum cargo tank means a cargo tank that is loaded by reducing the pressure in the cargo tank to below atmospheric pressure.

Variable specification cargo tank means a cargo tank that is constructed in accordance with one specification, but which may be altered to meet another specification by changing relief device, closures, lading discharge devices, and other lading retention devices.

Void means the space between tank heads or bulkheads and a connecting structure.

Welded flange means a flange attached to the tank by a weld joining the tank shell to the cylindrical outer surface of the flange, or by a fillet weld joining the tank shell to a flange shaped to fit the shell contour.

(d) A manufacturer of a cargo tank must hold a current ASME certificate of authorization and must be registered with the Department in accordance with part 107, subpart F of this chapter.

(e) All construction must be certified by an Authorized Inspector or by a Registered Inspector as applicable to the cargo tank.

(f) Each cargo tank must be designed and constructed in conformance with the requirements of the applicable cargo tank specification. Each DOT 412 cargo tank with a “MAWP” greater than 15 psig, and each DOT 407 cargo tank with a maximum allowable working pressure greater than 35 psig must be “constructed and certified in conformance with Section VIII of the ASME Code” (IBR, see § 171.7 of this subchapter) except as limited or modified by the applicable cargo tank specification. Other cargo tanks must be “constructed in accordance with Section VIII of the ASME Code,” except as limited or modified by the applicable cargo tank specification.

(g) Requirements relating to parts and accessories on motor vehicles, which are contained in part 393 of the Federal Motor Carrier Safety Regulations of this title, are incorporated into these specifications.

(h) Any additional requirements prescribed in part 173 of this subchapter that pertain to the transportation of a specific lading are incorporated into these specifications.

(i) Cargo tank motor vehicle composed of multiple cargo tanks. (1) A cargo tank motor vehicle composed of more than one cargo tank may be constructed with the cargo tanks made to the same specification or to different specifications. Each cargo tank must conform in all respects with the specification for which it is certified.

(2) The strength of the connecting structure joining multiple cargo tanks in a cargo tank motor vehicle must meet the structural design requirements in § 178.345-3. Any void within the connecting structure must be equipped with a drain located on the bottom centerline that is accessible and kept open at all times. For carbon steel, self-supporting cargo tanks, the drain configuration may consist of a single drain of at least 1.0 inch diameter, or two or more drains of at least 0.5 inch diameter, 6.0 inches apart, one of which is located as close to the bottom centerline as practicable. Vapors trapped in a void within the connecting structure must be allowed to escape to the atmosphere either through the drain or a separate vent.

(j) Variable specification cargo tank. A cargo tank that may be physically altered to conform to another cargo tank specification must have the required physical alterations to convert from one specification to another clearly indicated on the variable specification plate.

[Amdt. 178-89, 54 FR 25020, June 12, 1989, as amended at 55 FR 37058, Sept. 7, 1990; Amdt. 178-105, 59 FR 55173, Nov. 3, 1994; Amdt. 178-118, 61 FR 51340, Oct. 1, 1996; 66 FR 45387, 45389, Aug. 28, 2001; 68 FR 19283, Apr. 18, 2003; 68 FR 52371, Sept. 3, 2003; 68 FR 75755, Dec. 31, 2003; 70 FR 56099, Sept. 23, 2005; 76 FR 43532, July 20, 2011]

(a) All material for shell, heads, bulkheads, and baffles must conform to Section II of the ASME Code (IBR, see § 171.7 of this subchapter) except as follows:

(1) The following steels are also authorized for cargo tanks “constructed in accordance with the ASME Code”, Section VIII.

ASTM A 569 ASTM A 570 ASTM A 572 ASTM A 622 ASTM A 656 ASTM A 715 ASTM A 1008/ A 1008M, ASTM A 1011/A 1011M

(2) Aluminum alloys suitable for fusion welding and conforming with the 0, H32 or H34 tempers of one of the following ASTM specifications may be used for cargo tanks “constructed in accordance with the ASME Code”:

ASTM B-209 Alloy 5052 ASTM B-209 Alloy 5086 ASTM B-209 Alloy 5154 ASTM B-209 Alloy 5254 ASTM B-209 Alloy 5454 ASTM B-209 Alloy 5652 All heads, bulkheads and baffles must be of 0 temper (annealed) or stronger tempers. All shell materials shall be of H 32 or H 34 tempers except that the lower ultimate strength tempers may be used if the minimum shell thicknesses in the tables are increased in inverse proportion to the lesser ultimate strength.

(b) Minimum thickness. The minimum thickness for the shell and heads (or baffles and bulkheads when used as tank reinforcement) must be no less than that determined under criteria for minimum thickness specified in § 178.320(a).

(c) Corrosion or abrasion protection. When required by 49 CFR part 173 for a particular lading, a cargo tank or a part thereof, subject to thinning by corrosion or mechanical abrasion due to the lading, must be protected by providing the tank or part of the tank with a suitable increase in thickness of material, a lining or some other suitable method of protection.

(1) Corrosion allowance. Material added for corrosion allowance need not be of uniform thickness if different rates of attack can reasonably be expected for various areas of the cargo tank.

(2) Lining. Lining material must consist of a nonporous, homogeneous material not less elastic than the parent metal and substantially immune to attack by the lading. The lining material must be bonded or attached by other appropriate means to the cargo tank wall and must be imperforate when applied. Any joint or seam in the lining must be made by fusing the materials together, or by other satisfactory means.

[Amdt. 178-89, 54 FR 25021, June 12, 1989, as amended at 55 FR 37059, Sept. 7, 1990; 56 FR 27876, June 17, 1991; Amdt. 178-97, 57 FR 45465, Oct. 1, 1992; Amdt. 178-118, 61 FR 51341, Oct. 1, 1996; 68 FR 19283, Apr. 18, 2003; 68 FR 75755, Dec. 31, 2003; 70 FR 34076, June 13, 2005]

(a) General requirements and acceptance criteria. (1) The maximum calculated design stress at any point in the cargo tank wall may not exceed the maximum allowable stress value prescribed in Section VIII of the ASME Code (IBR, see § 171.7 of this subchapter), or 25 percent of the tensile strength of the material used at design conditions.

(2) The relevant physical properties of the materials used in each cargo tank may be established either by a certified test report from the material manufacturer or by testing in conformance with a recognized national standard. In either case, the ultimate tensile strength of the material used in the design may not exceed 120 percent of the minimum ultimate tensile strength specified in either the ASME Code or the ASTM standard to which the material is manufactured.

(3) The maximum design stress at any point in the cargo tank must be calculated separately for the loading conditions described in paragraphs (b) and (c) of this section. Alternate test or analytical methods, or a combination thereof, may be used in place of the procedures described in paragraphs (b) and (c) of this section, if the methods are accurate and verifiable. TTMA RP 96-01, Structural Integrity of DOT 406, DOT 407, and DOT 412 Cylindrical Cargo Tanks, may be used as guidance in performing the calculations.

(4) Corrosion allowance material may not be included to satisfy any of the design calculation requirements of this section.

(b) ASME Code design and construction. The static design and construction of each cargo tank must be in accordance with Section VIII of the ASME Code. The cargo tank design must include calculation of stresses generated by the MAWP, the weight of the lading, the weight of structures supported by the cargo tank wall and the effect of temperature gradients resulting from lading and ambient temperature extremes. When dissimilar materials are used, their thermal coefficients must be used in the calculation of thermal stresses.

(1) Stress concentrations in tension, bending and torsion which occur at pads, cradles, or other supports must be considered in accordance with appendix G in Section VIII of the ASME Code.

(2) Longitudinal compressive buckling stress for ASME certified vessels must be calculated using paragraph UG-23(b) in Section VIII of the ASME Code. For cargo tanks not required to be certified in accordance with the ASME Code, compressive buckling stress may be calculated using alternative analysis methods which are accurate and verifiable. When alternative methods are used, calculations must include both the static loads described in this paragraph and the dynamic loads described in paragraph (c) of this section.

(3) Cargo tank designers and manufacturers must consider all of the conditions specified in § 173.33(c) of this subchapter when matching a cargo tank's performance characteristic to the characteristic of each lading transported.

(c) Shell design. Shell stresses resulting from static or dynamic loadings, or combinations thereof, are not uniform throughout the cargo tank motor vehicle. The vertical, longitudinal, and lateral normal operating loadings can occur simultaneously and must be combined. The vertical, longitudinal and lateral extreme dynamic loadings occur separately and need not be combined.

(1) Normal operating loadings. The following procedure addresses stress in the cargo tank shell resulting from normal operating loadings. The effective stress (the maximum principal stress at any point) must be determined by the following formula:

S = 0.5(Sy + SX) ± [0.25(Sy − SX) 2 + SS 2] 0.5 Where:

(i) S = effective stress at any given point under the combination of static and normal operating loadings that can occur at the same time, in psi.

(ii) Sy = circumferential stress generated by the MAWP and external pressure, when applicable, plus static head, in psi.

(iii) Sx = The following net longitudinal stress generated by the following static and normal operating loading conditions, in psi:

(A) The longitudinal stresses resulting from the MAWP and external pressure, when applicable, plus static head, in combination with the bending stress generated by the static weight of the fully loaded cargo tank motor vehicle, all structural elements, equipment and appurtenances supported by the cargo tank wall;

(B) The tensile or compressive stress resulting from normal operating longitudinal acceleration or deceleration. In each case, the forces applied must be 0.35 times the vertical reaction at the suspension assembly, applied at the road surface, and as transmitted to the cargo tank wall through the suspension assembly of a trailer during deceleration; or the horizontal pivot of the truck tractor or converter dolly fifth wheel, or the drawbar hinge on the fixed dolly during acceleration; or anchoring and support members of a truck during acceleration and deceleration, as applicable. The vertical reaction must be calculated based on the static weight of the fully loaded cargo tank motor vehicle, all structural elements, equipment and appurtenances supported by the cargo tank wall. The following loadings must be included:

(1) The axial load generated by a decelerative force;

(2) The bending moment generated by a decelerative force;

(3) The axial load generated by an accelerative force; and

(4) The bending moment generated by an accelerative force; and

(C) The tensile or compressive stress generated by the bending moment resulting from normal operating vertical accelerative force equal to 0.35 times the vertical reaction at the suspension assembly of a trailer; or the horizontal pivot of the upper coupler (fifth wheel) or turntable; or anchoring and support members of a truck, as applicable. The vertical reaction must be calculated based on the static weight of the fully loaded cargo tank motor vehicle, all structural elements, equipment and appurtenances supported by the cargo tank wall.

(iv) SS = The following shear stresses generated by the following static and normal operating loading conditions, in psi:

(A) The static shear stress resulting from the vertical reaction at the suspension assembly of a trailer, and the horizontal pivot of the upper coupler (fifth wheel) or turntable; or anchoring and support members of a truck, as applicable. The vertical reaction must be calculated based on the static weight of the fully loaded cargo tank motor vehicle, all structural elements, equipment and appurtenances supported by the cargo tank wall;

(B) The vertical shear stress generated by a normal operating accelerative force equal to 0.35 times the vertical reaction at the suspension assembly of a trailer; or the horizontal pivot of the upper coupler (fifth wheel) or turntable; or anchoring and support members of a truck, as applicable. The vertical reaction must be calculated based on the static weight of the fully loaded cargo tank motor vehicle, all structural elements, equipment and appurtenances supported by the cargo tank wall;

(C) The lateral shear stress generated by a normal operating lateral accelerative force equal to 0.2 times the vertical reaction at each suspension assembly of a trailer, applied at the road surface, and as transmitted to the cargo tank wall through the suspension assembly of a trailer, and the horizontal pivot of the upper coupler (fifth wheel) or turntable; or anchoring and support members of a truck, as applicable. The vertical reaction must be calculated based on the static weight of the fully loaded cargo tank motor vehicle, all structural elements, equipment and appurtenances supported by the cargo tank wall; and

(D) The torsional shear stress generated by the same lateral forces as described in paragraph (c)(1)(iv)(C) of this section.

(2) Extreme dynamic loadings. The following procedure addresses stress in the cargo tank shell resulting from extreme dynamic loadings. The effective stress (the maximum principal stress at any point) must be determined by the following formula:

S = 0.5(Sy + Sx) ±[0.25(Sy − Sx) 2 + SS 2] 0.5 Where:

(i) S = effective stress at any given point under a combination of static and extreme dynamic loadings that can occur at the same time, in psi.

(ii) Sy = circumferential stress generated by MAWP and external pressure, when applicable, plus static head, in psi.

(iii) Sx = the following net longitudinal stress generated by the following static and extreme dynamic loading conditions, in psi:

(A) The longitudinal stresses resulting from the MAWP and external pressure, when applicable, plus static head, in combination with the bending stress generated by the static weight of the fully loaded cargo tank motor vehicle, all structural elements, equipment and appurtenances supported by the tank wall;

(B) The tensile or compressive stress resulting from extreme longitudinal acceleration or deceleration. In each case the forces applied must be 0.7 times the vertical reaction at the suspension assembly, applied at the road surface, and as transmitted to the cargo tank wall through the suspension assembly of a trailer during deceleration; or the horizontal pivot of the truck tractor or converter dolly fifth wheel, or the drawbar hinge on the fixed dolly during acceleration; or the anchoring and support members of a truck during acceleration and deceleration, as applicable. The vertical reaction must be calculated based on the static weight of the fully loaded cargo tank motor vehicle, all structural elements, equipment and appurtenances supported by the cargo tank wall. The following loadings must be included:

(1) The axial load generated by a decelerative force;

(2) The bending moment generated by a decelerative force;

(3) The axial load generated by an accelerative force; and

(4) The bending moment generated by an accelerative force; and

(C) The tensile or compressive stress generated by the bending moment resulting from an extreme vertical accelerative force equal to 0.7 times the vertical reaction at the suspension assembly of a trailer, and the horizontal pivot of the upper coupler (fifth wheel) or turntable; or the anchoring and support members of a truck, as applicable. The vertical reaction must be calculated based on the static weight of the fully loaded cargo tank motor vehicle, all structural elements, equipment and appurtenances supported by the cargo tank wall.

(iv) SS = The following shear stresses generated by static and extreme dynamic loading conditions, in psi:

(A) The static shear stress resulting from the vertical reaction at the suspension assembly of a trailer, and the horizontal pivot of the upper coupler (fifth wheel) or turntable; or anchoring and support members of a truck, as applicable. The vertical reaction must be calculated based on the static weight of the fully loaded cargo tank motor vehicle, all structural elements, equipment and appurtenances supported by the cargo tank wall;

(B) The vertical shear stress generated by an extreme vertical accelerative force equal to 0.7 times the vertical reaction at the suspension assembly of a trailer, and the horizontal pivot of the upper coupler (fifth wheel) or turntable; or anchoring and support members of a truck, as applicable. The vertical reaction must be calculated based on the static weight of the fully loaded cargo tank motor vehicle, all structural elements, equipment and appurtenances supported by the cargo tank wall;

(C) The lateral shear stress generated by an extreme lateral accelerative force equal to 0.4 times the vertical reaction at the suspension assembly of a trailer, applied at the road surface, and as transmitted to the cargo tank wall through the suspension assembly of a trailer, and the horizontal pivot of the upper coupler (fifth wheel) or turntable; or anchoring and support members of a truck, as applicable. The vertical reaction must be calculated based on the static weight of the fully loaded cargo tank motor vehicle, all structural elements, equipment and appurtenances supported by the cargo tank wall; and

(D) The torsional shear stress generated by the same lateral forces as described in paragraph (c)(2)(iv)(C) of this section.

(d) In no case may the minimum thickness of the cargo tank shells and heads be less than that prescribed in § 178.346-2, § 178.347-2, or § 178.348-2, as applicable.

(e) For a cargo tank mounted on a frame or built with integral structural supports, the calculation of effective stresses for the loading conditions in paragraph (c) of this section may include the structural contribution of the frame or the integral structural supports.

(f) The design, construction, and installation of an attachment, appurtenance to a cargo tank, structural support member between the cargo tank and the vehicle or suspension component must conform to the following requirements:

(1) Structural members, the suspension sub-frame, accident protection structures and external circumferential reinforcement devices must be used as sites for attachment of appurtenances and other accessories to the cargo tank, when practicable.

(2) A lightweight attachment to a cargo tank wall such as a conduit clip, brake line clip, skirting structure, lamp mounting bracket, or placard holder must be of a construction having lesser strength than the cargo tank wall materials and may not be more than 72 percent of the thickness of the material to which it is attached. The lightweight attachment may be secured directly to the cargo tank wall if the device is designed and installed in such a manner that, if damaged, it will not affect the lading retention integrity of the tank. A lightweight attachment must be secured to the cargo tank shell or head by continuous weld or in such a manner as to preclude formation of pockets which may become sites for corrosion.

(3) Except as prescribed in paragraphs (f)(1) and (f)(2) of this section, the welding of any appurtenance to the cargo tank wall must be made by attachment of a mounting pad so that there will be no adverse effect upon the lading retention integrity of the cargo tank if any force less than that prescribed in paragraph (b)(1) of this section is applied from any direction. The thickness of the mounting pad may not be less than that of the shell or head to which it is attached, and not more than 1.5 times the shell or head thickness. However, a pad with a minimum thickness of 0.187 inch may be used when the shell or head thickness is over 0.187 inch. If weep holes or tell-tale holes are used, the pad must be drilled or punched at the lowest point before it is welded to the tank. Each pad must:

(i) Be fabricated from material determined to be suitable for welding to both the cargo tank material and the material of the appurtenance or structural support member; a Design Certifying Engineer must make this determination considering chemical and physical properties of the materials and must specify filler material conforming to the requirements of the ASME Code (incorporated by reference; see § 171.7 of this subchapter).

(ii) Be preformed to an inside radius no greater than the outside radius of the cargo tank at the attachment location.

(iii) Extend at least 2 inches in each direction from any point of attachment of an appurtenance or structural support member. This dimension may be measured from the center of the structural member attached.

(iv) Have rounded corners, or otherwise be shaped in a manner to minimize stress concentrations on the shell or head.

(v) Be attached by continuous fillet welding. Any fillet weld discontinuity may only be for the purpose of preventing an intersection between the fillet weld and the tank or jacket seam weld.

[Amdt. 178-89, 55 FR 37059, Sept. 7, 1990, as amended by Amdt. 178-89, 56 FR 27876, June 17, 1991; Amdt. 178-104, 59 FR 49135, Sept. 26, 1994; Amdt. 178-105, 59 FR 55173, 55174, 55175, Nov. 3, 1994; 60 FR 17402, Apr. 5, 1995; Amdt. 178-118, 61 FR 51341, Oct. 1, 1996; 65 FR 58631, Sept. 29, 2000; 68 FR 19283, Apr. 18, 2003; 68 FR 75755, Dec. 31, 2003; 74 FR 16143, Apr. 9, 2009; 78 FR 60755, Oct. 2, 2013; 81 FR 35545, June 2, 2016]

(a) All joints between the cargo tank shell, heads, baffles, baffle attaching rings, and bulkheads must be welded in conformance with Section VIII of the ASME Code (IBR, see § 171.7 of this subchapter).

(b) Where practical all welds must be easily accessible for inspection.

[Amdt. 178-89, 54 FR 25022, June 12, 1989, as amended by Amdt. 178-118, 61 FR 51341, Oct. 1, 1996; 68 FR 75756, Dec. 31, 2003]

(a) Each cargo tank with capacity greater than 400 gallons must be accessible through a manhole at least 15 inches in diameter.

(b) Each manhole, fill opening and washout assembly must be structurally capable of withstanding, without leakage or permanent deformation that would affect its structural integrity, a static internal fluid pressure of at least 36 psig, or cargo tank test pressure, whichever is greater. The manhole assembly manufacturer shall verify compliance with this requirement by hydrostatically testing at least one percent (or one manhole closure, whichever is greater) of all manhole closures of each type produced each 3 months, as follows:

(1) The manhole, fill opening, or washout assembly must be tested with the venting devices blocked. Any leakage or deformation that would affect the product retention capability of the assembly shall constitute a failure.

(2) If the manhole, fill opening, or washout assembly tested fails, then five more covers from the same lot must be tested. If one of these five covers fails, then all covers in the lot from which the tested covers were selected are to be 100% tested or rejected for service.

(c) Each manhole, filler and washout cover must be fitted with a safety device that prevents the cover from opening fully when internal pressure is present.

(d) Each manhole and fill cover must be secured with fastenings that will prevent opening of the covers as a result of vibration under normal transportation conditions or shock impact due to a rollover accident on the roadway or shoulder where the fill cover is not struck by a substantial obstacle.

(e) On cargo tank motor vehicles manufactured after October 1, 2004, each manhole assembly must be permanently marked on the outside by stamping or other means in a location visible without opening the manhole assembly or fill opening, with:

(1) Manufacturer's name;

(2) Test pressure ____ psig;

(3) A statement certifying that the manhole cover meets the requirements in § 178.345-5.

(f) All components mounted on a manhole cover that form part of the lading retention structure of the cargo tank wall must withstand the same static internal fluid pressure as that required for the manhole cover. The component manufacturer shall verify compliance using the same test procedure and frequency of testing as specified in § 178.345-5(b).

[Amdt. 178-89, 54 FR 25022, June 12, 1989, as amended by Amdt. 178-105, 59 FR 55175, Nov. 3, 1994; 68 FR 19284, Apr. 18, 2003; 74 FR 16144, Apr. 9, 2009]

(a) A cargo tank with a frame not integral to the cargo tank must have the tank secured by restraining devices to eliminate any motion between the tank and frame that may abrade the tank shell due to the stopping, starting, or turning of the cargo tank motor vehicle. The design calculations of the support elements must include the stresses indicated in § 178.345-3(b) and as generated by the loads described in § 178.345-3(c). Such restraining devices must be readily accessible for inspection and maintenance, except that insulation and jacketing are permitted to cover the restraining devices.

(b) A cargo tank designed and constructed so that it constitutes, in whole or in part, the structural member used in lieu of a frame must be supported in such a manner that the resulting stress levels in the cargo tank do not exceed those specified in § 178.345-3(a). The design calculations of the support elements must include the stresses indicated in § 178.345-3(b) and as generated by the loads described in § 178.345-3(c).

[Amdt. 178-89, 54 FR 25023, June 12, 1989, as amended by Amdt. 178-105, 59 FR 55175, Nov. 3, 1994; Amdt. 178-118, 61 FR 51341, Oct. 1, 1996]

(a) A cargo tank with a shell thickness of less than 3/8 inch must be circumferentially reinforced with bulkheads, baffles, ring stiffeners, or any combination thereof, in addition to the cargo tank heads.

(1) Circumferential reinforcement must be located so that the thickness and tensile strength of the shell material in combination with the frame and reinforcement produces structural integrity at least equal to that prescribed in § 178.345-3 and in such a manner that the maximum unreinforced portion of the shell does not exceed 60 inches. For cargo tanks designed to be loaded by vacuum, spacing of circumferential reinforcement may exceed 60 inches provided the maximum unreinforced portion of the shell conforms with the requirements in Section VIII of the ASME Code (IBR, see § 171.7 of this subchapter).

(2) Where circumferential joints are made between conical shell sections, or between conical and cylindrical shell sections, and the angle between adjacent sections is less than 160 degrees, circumferential reinforcement must be located within one inch of the shell joint, unless otherwise reinforced with structural members capable of maintaining shell stress levels authorized in § 178.345-3. When the joint is formed by the large ends of adjacent conical shell sections, or by the large end of a conical shell and a cylindrical shell section, this angle is measured inside the shell; when the joint is formed by the small end of a conical shell section and a cylindrical shell section, it is measured outside the shell.

(b) Except for doubler plates and knuckle pads, no reinforcement may cover any circumferential joint.

(c) When a baffle or baffle attachment ring is used as a circumferential reinforcement member, it must produce structural integrity at least equal to that prescribed in § 178.345-3 and must be circumferentially welded to the cargo tank shell. The welded portion may not be less than 50 percent of the total circumference of the cargo tank and the length of any unwelded space on the joint may not exceed 40 times the shell thickness unless reinforced external to the cargo tank.

(d) When a ring stiffener is used as a circumferential reinforcement member, whether internal or external, reinforcement must be continuous around the circumference of the cargo tank shell and must be in accordance with the following:

(1) The section modulus about the neutral axis of the ring section parallel to the shell must be at least equal to that derived from the applicable formula:

I/C = 0.00027WL, for MS, HSLA and SS; or I/C = 0.000467WL, for aluminum alloys; Where: I/C = Section modulus in inches 3 W = Tank width, or diameter, inches L = Spacing of ring stiffener, inches; i.e., the maximum longitudinal distance from the midpoint of the unsupported shell on one side of the ring stiffener to the midpoint of the unsupported shell on the opposite side of the ring stiffener.

(2) If a ring stiffener is welded to the cargo tank shell, a portion of the shell may be considered as part of the ring section for purposes of computing the ring section modulus. This portion of the shell may be used provided at least 50 percent of the total circumference of the cargo tank is welded and the length of any unwelded space on the joint does not exceed 40 times the shell thickness. The maximum portion of the shell to be used in these calculations is as follows:

(3) When used to meet the vacuum requirements of this section, ring stiffeners must be as prescribed in Section VIII of the ASME Code.

(4) If configuration of internal or external ring stiffener encloses an air space, this air space must be arranged for venting and be equipped with drainage facilities which must be kept operative at all times.

(5) Hat shaped or open channel ring stiffeners which prevent visual inspection of the cargo tank shell are prohibited on cargo tank motor vehicles constructed of carbon steel.

[Amdt. 178-89, 55 span 37060, Sept. 7, 1990, as amended by Amdt. 178-89, 56 span 27876, June 17, 1991; 56 span 46354, Sept. 11, 1991; Amdt. 178-104, 59 span 49135, Sept. 26, 1994; Amdt. 178-118, 61 span 51341, Oct. 1, 1996; 68 span 75756, Dec. 31, 2003]

(a) General. Each cargo tank motor vehicle must be designed and constructed in accordance with the requirements of this section and the applicable individual specification to minimize the potential for the loss of lading due to an accident.

(1) Any dome, sump, or washout cover plate projecting from the cargo tank wall that retains lading in any tank orientation, must be as strong and tough as the cargo tank wall and have a thickness at least equal to that specified by the appropriate cargo tank specification. Any such projection located in the lower 1/3 of the tank circumference (or cross section perimeter for non-circular cargo tanks) that extends more than half its diameter at the point of attachment to the tank or more than 4 inches from the cargo tank wall, or located in the upper 2/3 of the tank circumference (or cross section perimeter for non-circular cargo tanks) that extends more than 1/4 its diameter or more than 2 inches from the point of attachment to the tank must have accident damage protection devices that are:

(i) As specified in this section;

(ii) 125 percent as strong as the otherwise required accident damage protection device; or

(iii) Attached to the cargo tank in accordance with the requirements of paragraph (a)(3) of this section.

(2) Outlets, valves, closures, piping, or any devices that if damaged in an accident could result in a loss of lading from the cargo tank must be protected by accident damage protection devices as specified in this section.

(3) Accident damage protection devices attached to the wall of a cargo tank must be able to withstand or deflect away from the cargo tank the loads specified in this section. They must be designed, constructed and installed so as to maximize the distribution of loads to the cargo tank wall and to minimize the possibility of adversely affecting the lading retention integrity of the cargo tank. Accident induced stresses resulting from the appropriate accident damage protection device requirements in combination with the stresses from the cargo tank operating at the MAWP may not result in a cargo tank wall stress greater than the ultimate strength of the material of construction using a safety factor of 1.3. Deformation of the protection device is acceptable provided the devices being protected are not damaged when loads specified in this section are applied.

(4) Any piping that extends beyond an accident damage protection device must be equipped with a stop-valve and a sacrificial device such as a shear section. The sacrificial device must be located in the piping system outboard of the stop-valve and within the accident damage protection device to prevent any accidental loss of lading. The device must break at no more than 70 percent of the load that would be required to cause the failure of the protected lading retention device, part or cargo tank wall. The failure of the sacrificial device must leave the protected lading retention device and its attachment to the cargo tank wall intact and capable of retaining product.

(5) Minimum road clearance. The minimum road clearance of any cargo tank motor vehicle component or protection device located between any two adjacent axles on a vehicle or vehicle combination must be at least one-half inch for each foot separating the component or device from the nearest axle of the adjacent pair, but in no case less than twelve (12) inches, except that the minimum road clearance for landing gear or other attachments within ten (10) feet of an axle must be no less than ten (10) inches. These measurements must be calculated at the gross vehicle weight rating of the cargo tank motor vehicle.

(b) Each outlet, projection or piping located in the lower 1/3 of the cargo tank circumference (or cross section perimeter for non-circular cargo tanks) that could be damaged in an accident that may result in the loss of lading must be protected by a bottom damage protection device, except as provided by paragraph (a)(1) of this section and § 173.33(e) of this subchapter. Outlets, projections and piping may be grouped or clustered together and protected by a single protection device.

(1) Any bottom damage protection device must be able to withstand a force of 155,000 pounds (based on the ultimate strength of the material), from the front, side, and rear uniformly distributed, applied in each direction of the device, over an area not to exceed 6 square feet, and a width not to exceed 6 feet. Suspension components and structural mounting members may be used to provide all, or part, of this protection. The device must extend no less than 6 inches beyond any component that may contain lading in transit.

(2) A lading discharge opening equipped with an internal self-closing stop-valve need not conform to paragraph (b)(1) of this section provided it is protected so as to reasonably assure against the accidental loss of lading. This protection must be provided by a sacrificial device located outboard of each internal self-closing stop-valve and within 4 inches of the major radius of the cargo tank shell or within 4 inches of a sump, but in no case more than 8 inches from the major radius of the tank shell. The device must break at no more than 70 percent of the load that would be required to cause the failure of the protected lading retention device, part or cargo tank wall. The failure of the sacrificial device must leave the protected lading retention device or part and its attachment to the cargo tank wall intact and capable of retaining product.

(c) Each closure for openings, including but not limited to the manhole, filling or inspection openings, and each valve, fitting, pressure relief device, vapor recovery stop valve or lading retaining fitting located in the upper 2/3 of a cargo tank circumference (or cross section perimeter for non-circular tanks) must be protected by being located within or between adjacent rollover damage protection devices, or by being 125 percent of the strength that would be provided by the otherwise required damage protection device.

(1) A rollover damage protection device on a cargo tank motor vehicle must be designed and installed to withstand loads equal to twice the weight of the loaded cargo tank motor vehicle applied as follows: normal to the cargo tank shell (perpendicular to the cargo tank surface); and tangential (perpendicular to the normal load) from any direction. The stresses shall not exceed the ultimate strength of the material of construction. These design loads may be considered to be uniformly distributed and independently applied. If more than one rollover protection device is used, each device must be capable of carrying its proportionate share of the required loads and in each case at least one-fourth the total tangential load. The design must be proven capable of carrying the required loads by calculations, tests or a combination of tests and calculations.

(2) A rollover damage protection device that would otherwise allow the accumulation of liquid on the top of the cargo tank, must be provided with a drain that directs the liquid to a safe point of discharge away from any structural component of the cargo tank motor vehicle.

(d) Rear-end tank protection. Each cargo tank motor vehicle must be provided with a rear-end tank protection device to protect the cargo tank and piping in the event of a rear-end collision and reduce the likelihood of damage that could result in the loss of lading. Nothing in this paragraph relieves the manufacturer of responsibility for complying with the requirements of § 393.86 of this title and, if applicable, paragraph (b) of this section. The rear-end tank protection device must conform to the following requirements:

(1) The rear-end cargo tank protection device must be designed so that it can deflect at least 6 inches horizontally forward with no contact between any part of the cargo tank motor vehicle which contains lading during transit and with any part of the rear-end protection device, or with a vertical plane passing through the outboard surface of the protection device.

(2) The dimensions of the rear-end cargo tank protection device shall conform to the following:

(i) The bottom surface of the rear-end protection device must be at least 4 inches below the lower surface of any part at the rear of the cargo tank motor vehicle which contains lading during transit and not more than 60 inches from the ground when the vehicle is empty.

(ii) The maximum width of a notch, indentation, or separation between sections of a rear-end cargo tank protection device may not exceed 24 inches. A notched, indented, or separated rear-end protection device may be used only when the piping at the rear of the cargo tank is equipped with a sacrificial device outboard of a shut-off valve.

(iii) The widest part of the motor vehicle at the rear may not extend more than 18 inches beyond the outermost ends of the device or (if separated) devices on either side of the vehicle.

(3) The structure of the rear-end protection device and its attachment to the vehicle must be designed to satisfy the conditions specified in paragraph (d)(1) of this section when subjected to an impact of the cargo tank motor vehicle at rated payload, at a deceleration of 2 “g”. Such impact must be considered as being uniformly applied in the horizontal plane at an angle of 10 degrees or less to the longitudinal axis of the vehicle.

(e) Longitudinal deceleration protection. In order to account for stresses due to longitudinal impact in an accident, the cargo tank shell and heads must be able to withstand the load resulting from the design pressure in combination with the dynamic pressure resulting from a longitudinal deceleration of 2 “g”. For this loading condition, the allowable stress value used may not exceed the ultimate strength of the material of construction using a safety factor of 1.3. Performance testing, analytical methods, or a combination thereof, may be used to prove this capability provided the methods are accurate and verifiable. For cargo tanks with internal baffles, the decelerative force may be reduced by 0.25 “g” for each baffle assembly, but in no case may the total reduction in decelerative force exceed 1.0 “g”.

[Amdt. 178-89, 54 span 25023, June 12, 1989, as amended at 55 span 37061, Sept. 7, 1990; Amdt. 178-105, 59 span 55175, Nov. 3, 1994; Amdt. 178-118, 61 span 51341, Oct. 1, 1996; 68 span 19284, Apr. 18, 2003; 85 span 83402, Dec. 21, 2020]

(a) Suitable means must be provided during loading or unloading operations to ensure that pressure within a cargo tank does not exceed test pressure.

(b) Each hose, piping, stop-valve, lading retention fitting and closure must be designed for a bursting pressure of the greater of 100 psig or four times the MAWP.

(c) Each hose coupling must be designed for a bursting pressure of the greater of 120 psig or 4.8 times the MAWP of the cargo tank, and must be designed so that there will be no leakage when connected.

(d) Suitable provision must be made to allow for and prevent damage due to expansion, contraction, jarring, and vibration. Slip joints may not be used for this purpose in the lading retention system.

(e) Any heating device, when installed, must be so constructed that the breaking of its external connections will not cause leakage of the cargo tank lading.

(f) Any gauging, loading or charging device, including associated valves, must be provided with an adequate means of secure closure to prevent leakage.

(g) The attachment and construction of each loading/unloading or charging line must be of sufficient strength, or be protected by a sacrificial device, such that any load applied by loading/unloading or charging lines connected to the cargo tank cannot cause damage resulting in loss of lading from the cargo tank.

(h) Use of a nonmetallic pipe, valve or connection that is not as strong and heat resistant as the cargo tank material is authorized only if such attachment is located outboard of the lading retention system.

[Amdt. 178-89, 54 FR 25025, June 12, 1989, as amended at 55 FR 37061, Sept. 7, 1990, Amdt. 178-89, 56 FR 27877, June 17, 1991; Amdt. 178-118, 61 FR 51341, Oct. 1, 1996]

(a) Each cargo tank must be equipped to relieve pressure and vacuum conditions in conformance with this section and the applicable individual specification. The pressure and vacuum relief system must be designed to operate and have sufficient capacity to prevent cargo tank rupture or collapse due to over-pressurization or vacuum resulting from loading, unloading, or from heating and cooling of lading. Pressure relief systems are not required to conform to the ASME Code.

(b) Type and construction of relief systems and devices. (1) Each cargo tank must be provided with a primary pressure relief system consisting of one or more reclosing pressure relief valves. A secondary pressure relief system consisting of another pressure relief valve in parallel with the primary pressure relief system may be used to augment the total venting capacity of the cargo tank. Non-reclosing pressure relief devices are not authorized in any cargo tank except when in series with a reclosing pressure relief device. Gravity actuated reclosing valves are not authorized on any cargo tank.

(2) When provided by § 173.33(c)(1)(iii) of this subchapter, cargo tanks may be equipped with a normal vent. Such vents must be set to open at not less than 1 psig and must be designed to prevent loss of lading through the device in case of vehicle overturn.

(3) Each pressure relief system must be designed to withstand dynamic pressure surges in excess of the design set pressure as specified in paragraphs (b)(3) (i) and (ii) of this section. Set pressure is a function of MAWP as set forth in paragraph (d) of this section.

(i) Each pressure relief device must be able to withstand dynamic pressure surge reaching 30 psig above the design set pressure and sustained above the set pressure for at least 60 milliseconds with a total volume of liquid released not exceeding one gallon before the relief device recloses to a leak-tight condition. This requirement must be met regardless of vehicle orientation. This capability must be demonstrated by testing. An acceptable method is outlined in TTMA RP No. 81-97 “Performance of Spring Loaded Pressure Relief Valves on MC 306, MC 307, MC 312, DOT 406, DOT 407, and DOT 412 Tanks” (incorporated by reference; see § 171.7 of this subchapter).

(ii) After August 31, 1995, each pressure relief device must be able to withstand a dynamic pressure surge reaching 30 psig above the design set pressure and sustained above the design set pressure for at least 60 milliseconds with a total volume of liquid released not exceeding 1 L before the relief valve recloses to a leak-tight condition. This requirement must be met regardless of vehicle orientation. This capability must be demonstrated by testing. TTMA RP No. 81, cited in paragraph (b)(3)(i) of this section, is an acceptable test procedure.

(4) Each reclosing pressure relief valve must be constructed and installed in such a manner as to prevent unauthorized adjustment of the relief valve setting.

(5) No shut-off valve or other device that could prevent venting through the pressure relief system may be installed in a pressure relief system.

(6) The pressure relief system must be mounted, shielded and drainable so as to minimize the accumulation of material that could impair the operation or discharge capability of the system by freezing, corrosion or blockage.

(c) Location of relief devices. Each pressure relief device must communicate with the vapor space above the lading as near as practicable to the center of the vapor space. For example, on a cargo tank designed to operate in a level attitude, the device should be positioned at the horizontal and transverse center of the cargo tank; on cargo tanks sloped to the rear, the device should be located in the forward half of the cargo tank. The discharge from any device must be unrestricted. Protective devices which deflect the flow of vapor are permissible provided the required vent capacity is maintained.

(d) Settings of pressure relief system. The set pressure of the pressure relief system is the pressure at which it starts to open, allowing discharge.

(1) Primary pressure relief system. The set pressure of each primary relief valve must be no less than 120 percent of the MAWP, and no more than 132 percent of the MAWP. The valve must reclose at not less than 108 percent of the MAWP and remain closed at lower pressures.

(2) Secondary pressure relief system. The set pressure of each pressure relief valve used as a secondary relief device must be not less than 120 percent of the MAWP.

(e) Venting capacity of pressure relief systems. The pressure relief system (primary and secondary, including piping) must have sufficient venting capacity to limit the cargo tank internal pressure to not more than the cargo tank test pressure. The total venting capacity, rated at not more than the cargo tank test pressure, must be at least that specified in table I, except as provided in § 178.348-4.

(1) Primary pressure relief system. Unless otherwise specified in the applicable individual specification, the primary relief system must have a minimum venting capacity of 12,000 SCFH per 350 square feet of exposed cargo tank area, but in any case at least one fourth the required total venting capacity for the cargo tank.

(2) Secondary pressure relief system. If the primary pressure relief system does not provide the required total venting capacity, additional capacity must be provided by a secondary pressure relief system.

(f) Certification of pressure relief devices. The manufacturer of any pressure relief device, including valves, frangible (rupture) disks, vacuum vents and combination devices must certify that the device model was designed and tested in accordance with this section and the appropriate cargo tank specification. The certificate must contain sufficient information to describe the device and its performance. The certificate must be signed by a responsible official of the manufacturer who approved the flow capacity certification.

(g) Rated flow capacity certification test. Each pressure relief device model must be successfully flow capacity certification tested prior to first use. Devices having one design, size and set pressure are considered to be one model. The testing requirements are as follows:

(1) At least 3 devices of each specific model must be tested for flow capacity at a pressure not greater than the test pressure of the cargo tank. For a device model to be certified, the capacities of the devices tested must fall within a range of plus or minus 5 percent of the average for the devices tested.

(2) The rated flow capacity of a device model may not be greater than 90 percent of the average value for the devices tested.

(3) The rated flow capacity derived for each device model must be certified by a responsible official of the device manufacturer.

(h) Marking of pressure relief devices. Each pressure relief device must be permanently marked with the following:

(1) Manufacturer's name;

(2) Model number;

(3) Set pressure, in psig; and

(4) Rated flow capacity, in SCFH at the rating pressure, in psig.

[Amdt. 178-89, 54 FR 25025, June 12, 1989, as amended at 55 FR 21038, May 22, 1990; 55 FR 37062, Sept. 7, 1990; Amdt. 178-89, 56 FR 27877, June 17, 1991; Amdt. 178-105, 59 FR 55175, Nov. 3, 1994; Amdt. 178-118, 61 FR 51341, Oct. 1, 1996; 65 FR 58631, Sept. 29, 2000; 66 FR 45389, Aug. 28, 2001; 68 FR 19284, Apr. 18, 2003]

(a) General. As used in this section, “loading/unloading outlet” means any opening in the cargo tank wall used for loading or unloading of lading, as distinguished from outlets such as manhole covers, vents, vapor recovery devices, and similar closures. Cargo tank outlets, closures and associated piping must be protected in accordance with § 178.345-8.

(b) Each cargo tank loading/unloading outlet must be equipped with an internal self-closing stop-valve, or alternatively, with an external stop-valve located as close as practicable to the cargo tank wall. Each cargo tank loading/unloading outlet must be in accordance with the following provisions:

(1) Each loading/unloading outlet must be fitted with a self-closing system capable of closing all such outlets in an emergency within 30 seconds of actuation. During normal operations the outlets may be closed manually. The self-closing system must be designed according to the following:

(i) Each self-closing system must include a remotely actuated means of closure located more than 10 feet from the loading/unloading outlet where vehicle length allows, or on the end of the cargo tank farthest away from the loading/unloading outlet. The actuating mechanism must be corrosion-resistant and effective in all types of environment and weather.

(ii) If the actuating system is accidentally damaged or sheared off during transportation, each loading/unloading outlet must remain securely closed and capable of retaining lading.

(iii) When required by part 173 of this subchapter for materials which are flammable, pyrophoric, oxidizing, or Division 6.1 (poisonous liquid) materials, the remote means of closure must be capable of thermal activation. The means by which the self-closing system is thermally activated must be located as close as practicable to the primary loading/unloading connection and must actuate the system at a temperature not over 250 °F. In addition, outlets on these cargo tanks must be capable of being remotely closed manually or mechanically.

(2) Bottom loading outlets which discharge lading into the cargo tank through fixed internal piping above the maximum liquid level of the cargo tank need not be equipped with a self-closing system.

(c) Any loading/unloading outlet extending beyond an internal self-closing stop-valve, or beyond the innermost external stop-valve which is part of a self-closing system, must be fitted with another stop-valve or other leak-tight closure at the end of such connection.

(d) Each cargo tank outlet that is not a loading/unloading outlet must be equipped with a stop-valve or other leak-tight closure located as close as practicable to the cargo tank outlet. Any connection extending beyond this closure must be fitted with another stop-valve or other leak-tight closure at the end of such connection.

[Amdt. 178-89, 56 FR 27877, June 17, 1991, as amended by Amdt. 178-97, 57 FR 45465, Oct. 1, 1992; Amdt. 178-118, 61 FR 51341, Oct. 1, 1996]

Each cargo tank, except a cargo tank intended to be filled by weight, must be equipped with a gauging device that indicates the maximum permitted liquid level to within 0.5 percent of the nominal capacity as measured by volume or liquid level. Gauge glasses are not permitted.

[Amdt. 178-89, 55 FR 37062, Sept. 7, 1990, as amended by Amdt. 178-118, 61 FR 51342, Oct. 1, 1996]

(a) Each cargo tank must be pressure and leakage tested in accordance with this section and §§ 178.346-5, 178.347-5, or 178.348-5.

(b) Pressure test. Each cargo tank or cargo tank compartment must be tested hydrostatically or pneumatically. Each cargo tank of a multi-cargo tank motor vehicle must be tested with the adjacent cargo tanks empty and at atmospheric pressure. Each closure, except pressure relief devices and loading/unloading venting devices rated at less than the prescribed test pressure, must be in place during the test. If the venting device is not removed during the test, such device must be rendered inoperative by a clamp, plug or other equally effective restraining device, which may not prevent the detection of leaks, or damage the device. Restraining devices must be removed immediately after the test is completed.

(1) Hydrostatic method. Each cargo tank, including its domes, must be filled with water or other liquid having similar viscosity, the temperature of which may not exceed 100 °F. The cargo tank must then be pressurized as prescribed in the applicable specification. The pressure must be gauged at the top of the cargo tank. The prescribed test pressure must be maintained for at least 10 minutes during which time the cargo tank must be inspected for leakage, bulging, or other defect.

(2) Pneumatic method. A pneumatic test may be used in place of the hydrostatic test. However, pneumatic pressure testing may involve higher risk than hydrostatic testing. Therefore, suitable safeguards must be provided to protect personnel and facilities should failure occur during the test. The cargo tank must be pressurized with air or an inert gas. Test pressure must be reached gradually by increasing the pressure to one half of test pressure. Thereafter, the pressure must be increased in steps of approximately one tenth of the test pressure until test pressure is reached. Test pressure must be held for at least 5 minutes. The pressure must then be reduced to the inspection pressure which must be maintained while the entire cargo tank surface is inspected for leakage and other sign of defects. The inspection method must consist of coating all joints and fittings with a solution of soap and water or other equally sensitive method.

(c) Leakage test. The cargo tank with all its accessories in place and operable must be leak tested at not less than 80 percent of tank's MAWP with the pressure maintained for at least 5 minutes.

(d) Any cargo tank that leaks, bulges or shows any other sign of defect must be rejected. Rejected cargo tanks must be suitably repaired and retested successfully prior to being returned to service. The retest after any repair must use the same method of test under which the cargo tank was originally rejected.

[Amdt. 178-89, 54 FR 25026, June 12, 1989, as amended at 55 FR 37063, Sept. 7, 1990; Amdt. 178-105, 59 FR 55176, Nov. 3, 1994; Amdt. 178-118, 61 FR 51342, Oct. 1, 1996; 65 FR 58631, Sept. 29, 2000; 68 FR 19284, Apr. 18, 2003]

(a) General. The manufacturer shall certify that each cargo tank motor vehicle has been designed, constructed and tested in accordance with the applicable Specification DOT 406, DOT 407 or DOT 412 (§§ 178.345, 178.346, 178.347, 178.348) cargo tank requirements and, when applicable, with Section VIII of the ASME Code (IBR, see § 171.7 of this subchapter). The certification shall be accomplished by marking the cargo tank as prescribed in paragraphs (b) and (c) of this section, and by preparing the certificate prescribed in § 178.345-15. Metal plates prescribed by paragraphs (b), (c), (d) and (e) of this section, must be permanently attached to the cargo tank or its integral supporting structure, by brazing, welding or other suitable means. These plates must be affixed on the left side of the vehicle near the front of the cargo tank (or the frontmost cargo tank of a multi-cargo tank motor vehicle), in a place readily accessible for inspection. The plates must be permanently and plainly marked in English by stamping, embossing or other means in characters at least 3/16 inch high. The information required by paragraphs (b) and (c) of this section may be combined on one specification plate.

(b) Nameplate. Each cargo tank must have a corrosion resistant nameplate permanently attached to it. The following information, in addition to any applicable information required by the ASME Code, must be marked on the tank nameplate (parenthetical abbreviations may be used):

(1) DOT-specification number DOT XXX (DOT XXX) where “XXX” is replaced with the applicable specification number. For cargo tanks having a variable specification plate, the DOT-specification number is replaced with the words “See variable specification plate.”

(2) Original test date, month and year (Orig. Test Date).

(3) Tank MAWP in psig.

(4) Cargo tank test pressure (Test P), in psig.

(5) Cargo tank design temperature range (Design temp. range),__ °F to __ °F.

(6) Nominal capacity (Water cap.), in gallons.

(7) Maximum design density of lading (Max. lading density), in pounds per gallon.

(8) Material specification number—shell (Shell matl, yyy***), where “yyy” is replaced by the alloy designation and “***” by the alloy type.

(9) Material specification number—heads (Head matl, yyy***), where “yyy” is replaced by the alloy designation and “***” by the alloy type.

Note:

When the shell and heads materials are the same thickness, they may be combined, (Shell&head matl, yyy***).

(10) Weld material (Weld matl.).

(11) Minimum thickness—shell (Min. shell-thick), in inches. When minimum shell thicknesses are not the same for different areas, show (top __, side __, bottom __, in inches).

(12) Minimum thickness—heads (Min. heads thick.), in inches.

(13) Manufactured thickness—shell (Mfd. shell thick.), top __, side __, bottom __, in inches. (Required when additional thickness is provided for corrosion allowance.)

(14) Manufactured thickness—heads (Mfd. heads thick.), in inches. (Required when additional thickness is provided for corrosion allowance.)

(15) Exposed surface area, in square feet.

(c) Specification plate. Each cargo tank motor vehicle must have an additional corrosion resistant metal specification plate attached to it. The specification plate must contain the following information (parenthetical abbreviations may be used):

(1) Cargo tank motor vehicle manufacturer (CTMV mfr.).

(2) Cargo tank motor vehicle certification date (CTMV cert. date), if different from the cargo tank certification date.

(3) Cargo tank manufacturer (CT mfr.).

(4) Cargo tank date of manufacture (CT date of mfr.), month and year.

(5) Maximum weight of lading (Max. Payload), in pounds.

(6) Maximum loading rate in gallons per minute (Max. Load rate, GPM).

(7) Maximum unloading rate in gallons per minute (Max. Unload rate).

(8) Lining material (Lining), if applicable.

(9) Heating system design pressure (Heating sys. press.), in psig, if applicable.

(10) Heating system design temperature (Heating sys. temp.), in °F, if applicable.

(d) Multi-cargo tank motor vehicle. For a multi-cargo tank motor vehicle having all its cargo tanks not separated by any void, the information required by paragraphs (b) and (c) of this section may be combined on one specification plate. When separated by a void, each cargo tank must have an individual nameplate as required in paragraph (b) of this section, unless all cargo tanks are made by the same manufacturer with the same materials, manufactured thickness, minimum thickness and to the same specification. The cargo tank motor vehicle may have a combined nameplate and specification plate. When only one plate is used, the plate must be visible and not covered by insulation. The required information must be listed on the plate from front to rear in the order of the corresponding cargo tank location.

(e) Variable specification cargo tank. Each variable specification cargo tank must have a corrosion resistant metal variable specification plate attached to it. The mounting of this variable specification plate must be such that only the plate identifying the applicable specification under which the tank is being operated is legible.

(1) The following information must be included (parenthetical abbreviations are authorized):

Specification DOT XXX (DOT XXX), where “XXX” is replaced with the applicable specification number.

(2) If no change of information in the specification plate is required, the letters “NC” must follow the rating required. If the cargo tank is not so equipped, the word “None” must be inserted.

(3) Those parts to be changed or added must be stamped with the appropriate MC or DOT Specification markings.

(4) The alterations that must be made in order for the tank to be modified from one specification to another must be clearly indicated on the manufacturer's certificate and on the variable specification plate.

[Amdt. 178-89, 54 span 25027, June 12, 1989, as amended at 55 span 37063, Sept. 7, 1990; Amdt. 178-99, 58 span 51534, Oct. 1, 1993; Amdt. 178-104, 59 span 49135, Sept. 26, 1994; Amdt. 178-105, 59 span 55176, Nov. 3, 1994; 60 span 17402, Apr. 5, 1995; Amdt. 178-118, 61 span 51342, Oct. 1, 1996; 66 span 45389, Aug. 28, 2001; 68 span 19284, Apr. 18, 2003; 68 span 52371, Sept. 3, 2003; 68 span 75756, Dec. 31, 2003]

(a) At or before the time of delivery, the manufacturer of a cargo tank motor vehicle must provide certification documents to the owner of the cargo tank motor vehicle. The registration numbers of the manufacturer, the Design Certifying Engineer, and the Registered Inspector, as appropriate, must appear on the certificates (see subpart F, part 107 in subchapter A of this chapter).

(b) The manufacturer of a cargo tank motor vehicle made to any of these specifications must provide:

(1) For each design type, a certificate signed by a responsible official of the manufacturer and a Design Certifying Engineer certifying that the cargo tank motor vehicle design meets the applicable specification; and

(2) For each ASME cargo tank, a cargo tank manufacturer's data report as required by Section VIII of the ASME Code (IBR, see § 171.7 of this subchapter). For each cargo tank motor vehicle, a certificate signed by a responsible official of the manufacturer and a Registered Inspector certifying that the cargo tank motor vehicle is constructed, tested and completed in conformance with the applicable specification.

(c) The manufacturer of a variable specification cargo tank motor vehicle must provide:

(1) For each design type, a certificate signed by a responsible official of the manufacturer and a Design Certifying Engineer certifying that the cargo tank motor vehicle design meets the applicable specifications; and

(2) For each variable specification cargo tank motor vehicle, a certificate signed by a responsible official of the manufacturer and a Registered Inspector certifying that the cargo tank motor vehicle is constructed, tested and completed in conformance with the applicable specifications. The certificate must include all the information required and marked on the variable specification plate.

(d) In the case of a cargo tank motor vehicle manufactured in two or more stages, each manufacturer who performs a manufacturing operation on the incomplete vehicle or portion thereof shall provide to the succeeding manufacturer, at or before the time of delivery, a certificate covering the particular operation performed by that manufacturer, including any certificates received from previous manufacturers, Registered Inspectors, and Design Certifying Engineers. Each certificate must indicate the portion of the complete cargo tank motor vehicle represented thereby, such as basic cargo tank fabrication, insulation, jacket, lining, or piping. The final manufacturer shall provide all applicable certificates to the owner.

(e) Specification shortages. If a cargo tank is manufactured which does not meet all applicable specification requirements, thereby requiring subsequent manufacturing involving the installation of additional components, parts, appurtenances or accessories, the cargo tank manufacturer may affix the name plate and specification plate, as required by § 178.345-14 (b) and (c), without the original date of certification stamped on the specification plate. The manufacturer shall state the specification requirements not complied with on the manufacturer's Certificate of Compliance. When the cargo tank is brought into full compliance with the applicable specification, the Registered Inspector shall stamp the date of compliance on the specification plate. The Registered Inspector shall issue a Certificate of Compliance stating details of the particular operations performed on the cargo tank, and the date and person (manufacturer, carrier, or repair organization) accomplishing the compliance.

[Amdt. 178-89, 55 FR 37063, Sept. 7, 1990, as amended by Amdt. 178-98, 58 FR 33306, June 16, 1993; Amdt. 178-105, 59 FR 55176, Nov. 3, 1994; Amdt. 178-118, 61 FR 51342, Oct. 1, 1996; 68 FR 75756, Dec. 31, 2003]

(a) Each Specification DOT 406 cargo tank motor vehicle must meet the general design and construction requirements in § 178.345, in addition to the specific requirements contained in this section.

(b) MAWP: The MAWP of each cargo tank must be no lower than 2.65 psig and no higher than 4 psig.

(c) Vacuum loaded cargo tanks must not be constructed to this specification.

(d) Each cargo tank must be “constructed in accordance with Section VIII of the ASME Code” (IBR, see § 171.7 of this subchapter) except as modified herein:

(1) The record-keeping requirements contained in the ASME Code Section VIII do not apply. Parts UG-90 through 94 in Section VIII do not apply. Inspection and certification must be made by an inspector registered in accordance with subpart F of part 107.

(2) Loadings must be as prescribed in § 178.345-3.

(3) The knuckle radius of flanged heads must be at least three times the material thickness, and in no case less than 0.5 inch. Stuffed (inserted) heads may be attached to the shell by a fillet weld. The knuckle radius and dish radius versus diameter limitations of UG-32 do not apply. Shell sections of cargo tanks designed with a non-circular cross section need not be given a preliminary curvature, as prescribed in UG-79(b).

(4) Marking, certification, data reports, and nameplates must be as prescribed in §§ 178.345-14 and 178.345-15.

(5) Manhole closure assemblies must conform to §§ 178.345-5 and 178.346-5.

(6) Pressure relief devices must be as prescribed in § 178.346-3.

(7) The hydrostatic or pneumatic test must be as prescribed in § 178.346-5.

(8) The following paragraphs in parts UG and UW in Section VIII of the ASME Code do not apply: UG-11, UG-12, UG-22(g), UG-32(e), UG-34, UG-35, UG-44, UG-76, UG-77, UG-80, UG-81, UG-96, UG-97, UW-13(b)(2), UW-13.1(f) and the dimensional requirements found in Figure UW-13.1.

(9) Single full fillet lap joints without plug welds may be used for arc or gas welded longitudinal seams without radiographic examination under the following conditions:

(i) For a truck-mounted cargo tank, no more than two such joints may be used on the top half of the tank and no more than two joints may be used on the bottom half. They may not be located farther from the top and bottom centerline than 16 percent of the shell's circumference.

(ii) For a self-supporting cargo tank, no more than two such joints may be used on the top of the tank. They may not be located farther from the top centerline than 12.5 percent of the shell's circumference.

(iii) Compliance test. Two test specimens of the material to be used in the manufacture of a cargo tank must be tested to failure in tension. The test specimens must be of the same thicknesses and joint configuration as the cargo tank, and joined by the same welding procedures. The test specimens may represent all the tanks that are made of the same materials and welding procedures, have the same joint configuration, and are made in the same facility within 6 months after the tests are completed. Before welding, the fit-up of the joints on the test specimens must represent production conditions that would result in the least joint strength. Evidence of joint fit-up and test results must be retained at the manufacturers' facility.

(iv) Weld joint efficiency. The lower value of stress at failure attained in the two tensile test specimens shall be used to compute the efficiency of the joint as follows: Determine the failure ratio by dividing the stress at failure by the mechanical properties of the adjacent metal; this value, when multiplied by 0.75, is the design weld joint efficiency.

(10) The requirements of paragraph UW-9(d) in Section VIII of the ASME Code do not apply.

[Amdt. 178-89, 54 FR 25028, June 12, 1989, as amended at 55 FR 37063, Sept. 7, 1990; Amdt. 178-89, 56 FR 27877, June 17, 1991; Amdt. 178-105, 59 FR 55176, Nov. 3, 1994; 65 FR 58631, Sept. 29, 2000; 66 FR 45387, Aug. 28, 2001; 68 FR 19285, Apr. 18, 2003; 68 FR 75756, Dec. 31, 2003]

The type and thickness of material for DOT 406 specification cargo tanks must conform to § 178.345-2, but in no case may the thickness be less than that determined by the minimum thickness requirements in § 178.320(a). The following Tables I and II identify the specified minimum thickness values to be employed in that determination.

[Amdt. 178-89, 54 FR 25028, June 12, 1989, as amended at 55 FR 37064, Sept. 7, 1990; Amdt. 178-105, 59 FR 55176, Nov. 3, 1994; 68 FR 19285, Apr. 18, 2003]

(a) Each cargo tank must be equipped with a pressure relief system in accordance with § 178.345-10 and this section.

(b) Type and construction. In addition to the pressure relief devices required in § 178.345-10:

(1) Each cargo tank must be equipped with one or more vacuum relief devices;

(2) When intended for use only for lading meeting the requirements of § 173.33(c)(1)(iii) of this subchapter, the cargo tank may be equipped with a normal vent. Such vents must be set to open at not less than 1 psig and must be designed to prevent loss of lading through the device in case of vehicle upset; and

(3) Notwithstanding the requirements in § 178.345-10(b), after August 31, 1996, each pressure relief valve must be able to withstand a dynamic pressure surge reaching 30 psig above the design set pressure and sustained above the set pressure for at least 60 milliseconds with a total volume of liquid released not exceeding 1 L before the relief valve recloses to a leak-tight condition. This requirement must be met regardless of vehicle orientation. This capability must be demonstrated by testing. TTMA RP No. 81 (IBR, see § 171.7 of this subchapter), cited at § 178.345-10(b)(3)(i), is an acceptable test procedure.

(c) Pressure settings of relief valves. (1) Notwithstanding the requirements in § 178.345-10(d), the set pressure of each primary relief valve must be not less than 110 percent of the MAWP or 3.3 psig, whichever is greater, and not more than 138 percent of the MAWP. The valve must close at not less than the MAWP and remain closed at lower pressures.

(2) Each vacuum relief device must be set to open at no more than 6 ounces vacuum.

(d) Venting capacities. (1) Notwithstanding the requirements in § 178.345-10 (e) and (g), the primary pressure relief valve must have a venting capacity of at least 6,000 SCFH, rated at not greater than 125 percent of the tank test pressure and not greater than 3 psig above the MAWP. The venting capacity required in § 178.345-10(e) may be rated at these same pressures.

(2) Each vacuum relief system must have sufficient capacity to limit the vacuum to 1 psig.

(3) If pressure loading or unloading devices are provided, the relief system must have adequate vapor and liquid capacity to limit the tank pressure to the cargo tank test pressure at maximum loading or unloading rate. The maximum loading and unloading rates must be included on the metal specification plate.

[Amdt. 178-89, 54 FR 25029, June 12, 1989, as amended at 55 FR 37064, Sept. 7, 1990; Amdt. 178-105, 59 FR 55176, Nov. 3, 1994. Redesignated by Amdt. 178-112, 61 FR 18934, Apr. 29, 1996; 66 FR 45389, Aug. 28, 2001; 68 FR 75756, Dec. 31, 2003]

(a) All outlets on each tank must conform to § 178.345-11 and this section.

(b) External self-closing stop-valves are not authorized as an alternative to internal self-closing stop-valves on loading/unloading outlets.

[Amdt. 178-89, 54 FR 25029, June 12, 1989. Redesignated by Amdt. 178-112, 61 FR 18934, Apr. 29, 1996]

(a) Each cargo tank must be tested in accordance with § 178.345-13 and this section.

(b) Pressure test. Test pressure must be as follows:

(1) Using the hydrostatic test method, the test pressure must be the greater of 5.0 psig or 1.5 times the cargo tank MAWP.

(2) Using the pneumatic test method, the test pressure must be the greater of 5.0 psig or 1.5 times the cargo tank MAWP, and the inspection pressure must be the cargo tank MAWP.

(c) Leakage test. A cargo tank used to transport a petroleum distillate fuel that is equipped with vapor recovery equipment may be leakage tested in accordance with 40 CFR 63.425(e). To satisfy the leakage test requirements of this paragraph, the test specified in 40 CFR 63.425(e)(1) must be conducted using air. The hydrostatic test alternative permitted under Appendix A to 40 CFR Part 60 (“Method 27—Determination of Vapor Tightness of Gasoline Delivery Tank Using Pressure-Vacuum Test”) may not be used to satisfy the leakage test requirements of this paragraph. A cargo tank tested in accordance with 40 CFR 63.425(e) may be marked as specified in § 180.415 of this subchapter.

[Amdt. 178-89, 54 FR 25029, June 12, 1989, as amended at 55 FR 37064, Sept. 7, 1990; Amdt. 178-105, 59 FR 55176, Nov. 3, 1994. Redesignated by Amdt. 178-112, 61 FR 18934, Apr. 29, 1996; 68 FR 19285, Apr. 18, 2003]

(a) Each specification DOT 407 cargo tank motor vehicle must conform to the general design and construction requirements in § 178.345 in addition to the specific requirements contained in this section.

(b) Each tank must be of a circular cross-section and have an MAWP of at least 25 psig.

(c) Any cargo tank motor vehicle built to this specification with a MAWP greater than 35 psig or any cargo tank motor vehicle built to this specification designed to be loaded by vacuum must be constructed and certified in accordance with Section VIII of the ASME Code (IBR, see § 171.7 of this subchapter). The external design pressure for a cargo tank loaded by vacuum must be at least 15 psi.

(d) Any cargo tank motor vehicle built to this specification with a MAWP of 35 psig or less or any cargo tank motor vehicle built to this specification designed to withstand full vacuum but not equipped to be loaded by vacuum must be constructed in accordance with Section VIII of the ASME Code.

(1) The record-keeping requirements contained in Section VIII of the ASME Code do not apply. The inspection requirements of parts UG-90 through 94 do not apply. Inspection and certification must be made by an inspector registered in accordance with subpart F of part 107.

(2) Loadings must be as prescribed in § 178.345-3.

(3) The knuckle radius of flanged heads must be at least three times the material thickness, and in no case less than 0.5 inch. Stuffed (inserted) heads may be attached to the shell by a fillet weld. The knuckle radius and dish radius versus diameter limitations of UG-32 do not apply for cargo tank motor vehicles with a MAWP of 35 psig or less.

(4) Marking, certification, data reports and nameplates must be as prescribed in §§ 178.345-14 and 178.345-15.

(5) Manhole closure assemblies must conform to § 178.347-3.

(6) Pressure relief devices must be as prescribed in § 178.347-4.

(7) The hydrostatic or pneumatic test must be as prescribed in § 178.347-5.

(8) The following paragraphs in parts UG and UW in Section VIII the ASME Code do not apply: UG-11, UG-12, UG-22(g), UG-32(e), UG-34, UG-35, UG-44, UG-76, UG-77, UG-80, UG-81, UG-96, UG-97, UW-12, UW-13(b)(2), UW-13.1(f), and the dimensional requirements found in Figure UW-13.1.

(9) UW-12 in Section VIII of the ASME Code does not apply to a weld seam in a bulkhead that has not been radiographically examined, under the following conditions:

(i) The strength of the weld seam is assumed to be 0.85 of the strength of the bulkhead.

(ii) The welded seam must be a full penetration butt weld.

(iii) No more than one seam may be used per bulkhead.

(iv) The welded seam must be completed before forming the dish radius and knuckle radius.

(v) Compliance test: Two test specimens of materials representative of those to be used in the manufacture of a cargo tank bulkhead must be tested to failure in tension. The test specimen must be of the same thickness and joined by the same welding procedure. The test specimens may represent all the tanks that are made in the same facility within 6 months after the tests are completed. Before welding, the fit-up of the joints on the test specimens must represent production conditions that would result in the least joint strength. Evidence of joint fit-up and test results must be retained at the manufacturer's facility for at least 5 years.

(vi) Acceptance criteria: The ratio of the actual tensile stress at failure to the actual tensile strength of the adjacent material of all samples of a test lot must be greater than 0.85.

[Amdt. 178-89, 54 FR 25029, June 12, 1989, as amended at 55 FR 37064, Sept. 7, 1990; Amdt. 178-89, 56 FR 27877, June 17, 1991; 65 FR 58632, Sept. 29, 2000; 66 FR 45387, Aug. 28, 2001; 68 FR 19285, Apr. 18, 2003; 68 FR 75756, Dec. 31, 2003; 76 FR 3388, Jan. 19, 2011; 76 FR 43532, July 20, 2011]

(a) The type and thickness of material for DOT 407 specification cargo tanks must conform to § 178.345-2, but in no case may the thickness be less than that determined by the minimum thickness requirements in § 178.320(a). Tables I and II identify the specified minimum thickness values to be employed in that the determination:

(b) [Reserved]

[Amdt. 178-89, 54 FR 25030, June 12, 1989, as amended at 55 FR 37064, Sept. 7, 1990; Amdt. 178-104, 59 FR 49135, Sept. 26, 1994; 68 FR 19285, Apr. 18, 2003]

Each manhole assembly must conform to § 178.345-5, except that each manhole assembly must be capable of withstanding internal fluid pressures of 40 psig or test pressure of the tank, whichever is greater.

[Amdt. 178-89, 54 FR 25030, June 12, 1989. Redesignated by Amdt. 178-112, 61 FR 18934, Apr. 29, 1996]

(a) Each cargo tank must be equipped with a pressure and vacuum relief system in accordance with § 178.345-10 and this section.

(b) Type and construction. Vacuum relief devices are not required for cargo tank motor vehicles that are designed to be loaded by vacuum in accordance with § 178.347-1(c) or built to withstand full vacuum in accordance with § 178.347-1(d).

(c) Pressure settings of relief valves. The setting of pressure relief valves must be in accordance with § 178.345-10(d).

(d) Venting capacities. (1) The vacuum relief system must limit the vacuum to less than 80 percent of the design vacuum capability of the cargo tank.

(2) If pressure loading or unloading devices are provided, the relief system must have adequate vapor and liquid capacity to limit the tank pressure to the cargo tank test pressure at maximum loading or unloading rate. The maximum loading or unloading rate must be included on the metal specification plate.

[Amdt. 178-89, 54 FR 25030, June 12, 1989, as amended at 55 FR 37064, Sept. 7, 1990. Redesignated by Amdt. 178-112, 61 FR 18934, Apr. 29, 1996; 76 FR 43532, July 20, 2011]

(a) Each cargo tank must be tested in accordance with § 178.345-13 and this section.

(b) Pressure test. Test pressure must be as follows:

(1) Using the hydrostatic test method, the test pressure must be at least 40 psig or 1.5 times tank MAWP, whichever is greater.

(2) Using the pneumatic test method, the test pressure must be 40 psig or 1.5 times tank MAWP, whichever is greater, and the inspection pressure is tank MAWP.

[Amdt. 178-89, 54 FR 25030, June 12, 1989. Redesignated by Amdt. 178-112, 61 FR 18934, Apr. 29, 1996]

(a) Each specification DOT 412 cargo tank motor vehicle must conform to the general design and construction requirements in § 178.345 in addition to the specific requirements of this section.

(b) The MAWP of each cargo tank must be at least 5 psig.

(c) The MAWP for each cargo tank designed to be loaded by vacuum must be at least 25 psig internal and 15 psig external.

(d) Each cargo tank having a MAWP greater than 15 psig must be of circular cross-section.

(e) Each cargo tank having a—

(1) MAWP greater than 15 psig must be “constructed and certified in conformance with Section VIII of the ASME Code” (IBR, see § 171.7 of this subchapter); or

(2) MAWP of 15 psig or less must be “constructed in accordance with Section VIII of the ASME Code,” except as modified herein:

(i) The recordkeeping requirements contained in Section VIII of the ASME Code do not apply. Parts UG-90 through 94 in Section VIII do not apply. Inspection and certification must be made by an inspector registered in accordance with subpart F of part 107.

(ii) Loadings must be as prescribed in § 178.345-3.

(iii) The knuckle radius of flanged heads must be at least three times the material thickness, and in no case less than 0.5 inch. Stuffed (inserted) heads may be attached to the shell by a fillet weld. The knuckle radius and dish radius versus diameter limitations of UG-32 do not apply for cargo tank motor vehicles with a MAWP of 15 psig or less. Shell sections of cargo tanks designed with a non-circular cross section need not be given a preliminary curvature, as prescribed in UG-79(b).

(iv) Marking, certification, data reports, and nameplates must be as prescribed in §§ 178.345-14 and 178.345-15.

(v) Manhole closure assemblies must conform to §§ 178.345-5.

(vi) Pressure relief devices must be as prescribed in § 178.348-4.

(vii) The hydrostatic or pneumatic test must be as prescribed in § 178.348-5.

(viii) The following paragraphs in parts UG and UW in Section VIII of the ASME Code do not apply: UG-11, UG-12, UG-22(g), UG-32(e), UG-34, UG-35, UG-44, UG-76, UG-77, UG-80, UG-81, UG-96, UG-97, UW-13(b)(2), UW-13.1(f), and the dimensional requirements found in Figure UW-13.1.

[Amdt. 178-89, 54 FR 25031, June 12, 1989, as amended at 55 FR 37065, Sept. 7, 1990; Amdt. 178-89, 56 FR 27877, June 17, 1991; 65 FR 58632, Sept. 29, 2000; 68 FR 19285, Apr. 18, 2003; 68 fR 75756, Dec. 31, 2003]

(a) The type and thickness of material for DOT 412 specification cargo tanks must conform to § 178.345-2, but in no case may the thickness be less than that determined by the minimum thickness requirements in § 178.320(a). The following Tables I and II identify the “Specified Minimum Thickness” values to be employed in that determination.

(b) [Reserved]

[Amdt. 178-89, 54 FR 25031, June 12, 1989; 54 FR 28750, July 7, 1989, as amended at 55 FR 37065, Sept. 7, 1990; 68 FR 19285, Apr. 18, 2003]

Each pump and all piping, hoses and connections on each cargo tank motor vehicle must conform to § 178.345-9, except that the use of nonmetallic pipes, valves, or connections are authorized on DOT 412 cargo tanks.

[Amdt. 178-89, 55 FR 37065, Sept. 7, 1990. Redesignated by Amdt. 178-112, 61 FR 18934, Apr. 29, 1996]

(a) Each cargo tank must be equipped with a pressure and vacuum relief system in accordance with § 178.345-10 and this section.

(b) Type and construction. Vacuum relief devices are not required for cargo tanks designed to be loaded by vacuum or built to withstand full vacuum.

(c) Pressure settings of relief valves. The setting of the pressure relief devices must be in accordance with § 178.345-10(d), except as provided in paragraph (d)(3) of this section.

(d) Venting capacities. (1) The vacuum relief system must limit the vacuum to less than 80 percent of the design vacuum capability of the cargo tank.

(2) If pressure loading or unloading devices are provided, the pressure relief system must have adequate vapor and liquid capacity to limit tank pressure to the cargo tank test pressure at the maximum loading or unloading rate. The maximum loading and unloading rates must be included on the metal specification plate.

(3) Cargo tanks used in dedicated service for materials classed as corrosive material, with no secondary hazard, may have a total venting capacity which is less than required by § 178.345-10(e). The minimum total venting capacity for these cargo tanks must be determined in accordance with the following formula (use of approximate values given for the formula is acceptable):

Formula in Nonmetric Units Q = 37,980,000 A 0.82 (ZT) 0.5 / (LC)(M 0.5) Where: Q = The total required venting capacity, in cubic meters of air per hour at standard conditions of 15.6 °C and 1 atm (cubic feet of air per hour at standard conditions of 60 °F and 14.7 psia); T = The absolute temperature of the vapor at the venting conditions—degrees Kelvin (°C + 273) [degrees Rankine (°F + 460)]; A = The exposed surface area of tank shell—square meters (square feet); L = The latent heat of vaporization of the lading—calories per gram (BTU/lb); Z = The compressibility factor for the vapor (if this factor is unknown, let Z equal 1.0); M = The molecular weight of vapor; C = A constant derived from (K), the ratio of specific heats of the vapor. If (K) is unknown, let C = 315. C = 520[K(2/(K ++ 1))[(K + 1)/(K−1)]] 0.5 Where: K = Cp / Cv Cp = The specific heat at constant pressure, in -calories per gram degree centigrade (BTU/lb °F.); and Cv = The specific heat at constant volume, in -calories per gram degree centigrade (BTU/lb °F.). [Amdt. 178-89, 54 FR 25032, June 12, 1989, as amended at 55 FR 37065, Sept. 7, 1990; Amdt. 178-104, 59 FR 49135, Sept. 26, 1994. Redesignated by Amdt. 178-112, 61 FR 18934, Apr. 29, 1996; 72 FR 55696, Oct. 1, 2007; 72 FR 59146, Oct. 18, 2007]

(a) Each cargo tank must be tested in accordance with § 178.345-13 and this section.

(b) Pressure test. Test pressure must be as follows:

(1) Using the hydrostatic test method, the test pressure must be at least 1.5 times MAWP.

(2) Using the pneumatic test method, the test pressure must be at least 1.5 times tank MAWP, and the inspection pressure is tank MAWP.

[Amdt. 178-89, 54 FR 25032, June 12, 1989. Redesignated by Amdt. 178-112, 61 FR 18934, Apr. 29, 1996]