engines used on merchant vessels and motorboats are approved only by the Commandant, U.S. Coast Guard, Washington, D.C., 20226. Information and correspondence pertaining to the subject matter of this specification shall be addressed to the Commander of the Coast Guard District in which the factory is located.

(b) Manufacturer's drawings and specifications. order to obtain approval of an engine air and fuel induction system, detailed drawings and specifications, including a complete bill of material, assembly drawings and part drawings descriptive of the arrangement and construction of the device shall be submitted in quadruplicate to the Commandant, U.S. Coast Guard. Each drawing shall have an identifying drawing number, date, and an identification of the device. The general arrangement or assembly drawing shall include a list of all drawings applicable, together with drawing numbers, alteration numbers, and dates when made.

(c) Preapproval tests. After the specifications and plans have been approved by the Commandant, a representative engine utilizing the air and fuel induction system desired to be approved shall be tested by an acceptable laboratory, such as the Yacht Safety Bureau, Inc., 336 Old Hook Road, Westwood, N.J., 07675, in accordance with test procedures previously approved by the Commandant. The costs of the laboratory tests shall be paid by the manufacturer.

(1) The tests shall conclusively indicate that the engine air and fuel induction system proposed for approval when installed on a representative engine will prevent the propagation of backfire flame to the surrounding atmosphere under the most severe engine backfiring conditions expected when in service. In addition, a test shall be conducted to demonstrate the capability of such a device to withstand, without impairment of its effectiveness, the shock, vibration, and corrosive environment which may be encountered under the most severe conditions of service.

(2) The laboratory testing the engle air and fuel induction system, in accordance with approved proce

dures, shall furnish to the Coast Guard the original copy of the test report or a certified copy

(d) Certificate of approval. (1) When it is determined the engine air and fuel induction system complies with the applicable requirements and after receipt of four sets of drawings ad specifications and satisfactory test reports, the Commandant will issue a certificate of approval, setting forth the type approval number and conditions governing the approval. The approval granted is for the engine air and fuel induction system which complies with this specification. Component parts of an engine air and fuel induction system are not individually approved.

(2) No change shall be made in the design or construction of approved engine air and fuel induction system without first receiving permission of the Commandant. The correspondence should be sent via the Commander of the Coast Guard District in which the factory is located.

§ 162.043-2 Scope.

(a) This specification covers only the requirements for those instances where a manufacturer will be producing

vessels having an integrated engine-vessel design and wishes premarketing approval of the engine air induction system. Such engine air induction systems utilize carburetor attachments or air intake ducts designed so that flames roduced as a result of engine backfire will be dispersed to the atmosphere outside the vessel in such a manner so as not to endanger the vessel, persons aboard, or nearby vessels and structures. This specification is not intended to require that other installations which meet the intent of this paragraph, in accordance with 25.35-1(e)(3) of Subchapter C (Uninspected Vessels) of this chapter, need be numbered.

(b) This specification covers one of the means which are considered acceptable in providing backfire flame control for gasoline engines. The other two means may be found in Subparts 162.041 and 162.042 of this part.

§ 162.043-3 Engine air induction systems providing backfire flame control.

(a) The engine air induction system shall be designed and constructed so as to provide protection equivalent to that of an effective backfire flame arrester designed and constructed under Subpart 162.041 of this part.

§ 162.043-4 Materials, construction, and workmanship.

(a) All attachments to the carburetor shall be metallic with flametight connections. The system shall be firmly secured and sc constructed that it will withstand vibration, shock, and engine backfire. The system shall be so arranged that backfire flames will not endanger the vessel or persons aboard.

(b) The ducting shall be flametight and shall be fabricated of corrosion resistant or suitably protected materials.

§ 162.043-5 Inspection and tests.

(a) Approved engine air induction systems providing backfire flame control are subject to inspection by the U.S. Coast Guard at the plant of the

manufacturer, or at other locations as required. The marine inspector may make examinations as necessary to determine manufacturing conformity with the approved drawings and specifications. The marine inspector shall be admitted to any place in the factory or elsewhere where work is done on engine air induction systems providing backfire flame control or on component parts.

§ 162.043-6 Marking.

or

(a) The U.S. Coast Guard approval number shall be marked on that portion of the engine-vessel installation likely to be most readily visible for inspection. The minimum wording for showing the approval number shall be "USCG App. No. 162.043/* "USCG App. No. 162.042-* *." This marking shall indicate only that the U.S. Coast Guard has accepted the engine-vessel for use without an external backfire flame arrester, and shall not imply the approval of the engine or vessel.

(b) All marking shall be permanent and legible. Stamping etching or other means of permanently imprinting is acceptable. Decals, stenciling and other such marking methods are not acceptable.

§ 162.043-7 Procedure for approval.

(a) General. Engine air induction systems providing backfire flame control for internal combustion engines used on merchant vessels and motorboats are approved only by the Commandant, U.S. Coast Guard, Washington, D.C. 20226. Information and correspondence pertaining to the subject matter of this specification shall be addressed to the Commander of the Coast Guard District in which the factory is located.

(b) Manufacturer's drawings and specifications. In order to obtain approval of an engine air induction system detailed drawings and specifications, including a complete bill of material, assembly drawings and part drawings descriptive of the arrangement and construction of the device shall be submitted in quadruplicate to the Commandant, U.S. Coast Guard.

**Additional identifying serial number to be assigned.

Each drawing shall have an identifying drawing number, date and an identification of the device. The general arrangement or assembly drawing shall include a list of all drawings applicable, together with drawing numbers, alteration numbers, and dates when made.

(c) Preapproval tests. (1) After the plans and specifications have been approved by the "ommandant, a representative installation on the engine in a representative type of vessel for which it has been approved shall be examined and checked by a Coast Guard marine inspector.

(2) The marine inspector shall determine manufacturing conformity with the approved plans and specifications. He shall witness tests demonstrating that when the engine is subjected to the most severe backfiring conditions expected in service, the installation effectively disperses the backfire flames to the atmosphere outside the vessel in a manner so as not to endanger the vessel, persons on board, or nearby vessels and structures.

(d) Certificates of approval. (1) When it is determined the engine air induction system complies with the applicable requirements and after receipt of four sets of drawings and specifications and satisfactory test reports, the Commandant will issue a certificate of approval, setting forth the type approval number and conditions governing the approval The approval granted is for the engine air induction system which complies with this specification. Component parts of an engine air induction system are not individually approved.

(2) No change shall be made in the design or construction of approved engine air induction systems without first receiving permission of the Commandant. The correspondence should be sent via the Commander of the Coast Guard District in which the factory is located.

PART 163-CONSTRUCTION

Subpart 163.001-Doors, Watertight, Sliding (and Door Controls), for Merchant Vessels

Sec.

163.001-1 Applicable specifications.

Sec.

163.001-2 General requirements for sliding watertight doors.

163.001-3 Construction of sliding watertight doors.

163.001-4 Manual operating controls for sliding watertight doors. 163.001-5 Power

operating controls for sliding watertight doors.

163.001-6 Inspection and testing of doors and controls.

163.001-7 Nameplate and marking. 163.001-8 Procedure for approval of doors and controls.

AUTHORITY: R.S. 4405, as amended, 44€2, as amended; 46 U.S.C. 375, 416. Interpret or apply R.S. 4417, as amended, 4417a, as amended, 4418, as amended, 4426, as amended, 4488, as amended, 4490, as amended, sec. 14, 29 Stat. 690, as amended, 41 Stat. 305, as amended, sec. 2, 45 Stat. 1493, as amended, sec. 2, 49 Stat. 888, as amended, sec. 5, 49 Stat. 1384, as amended, secs. 1, 2, 49 Stat. 1544, 1545, as amended, sec. 3, 54 Stat. 347, as amended, sec. 3, 70 Stat. 152, sec. 3, 68 Stat. 675; 46 U.S.C. 391, 391a, 392, 404, 481, 482, 366, 363, 85a, 88a, 369, 367, 1333, 390b, 50 U.S.C. 198; E.O. 11239; Treasury Department Orders 120, July 31, 1950, 15 FR 6521; 167-14, Nov. 26, 1954, 19 FR 8026; 167-20, June 18, 1956, 21 FR 4894; CGFR 56-28, July 24, 1956, 21 FR 5659; 167-38, Oct. 26, 1959, 24 FR 8857; 167-48, Oct. 19, 1962, 27 FR 10504.

SOURCE: CGFR 50-30, 16 FR 1086, Feb. 6, 1951, unless otherwise noted.

Subpart 163.001-Doors, Watertight, Sliding (and Door Controls), for Merchant Vessels.

§ 163.001-1 Applicable specifications.

(a) There are no other specifications applicable to this subpart except as noted herein.

§ 163.001-2 General requirements for sliding watertight doors.

(a) Applicability. The requirements of this subpart apply to all new sliding watertight doors to be installed on merchant vessels. Sliding watertight doors approved and in use prior to these specifications may be continued in service as long as in good and serviceable condition.

(b) Types. Sliding watertight doors may be either the horizontal sliding type or the vertical sliding type, classed as follows:

(1) Class 2. Sliding doors operated both locally and remotely by hand gear.

§ 163.001-3 Construction of sliding watertight doors.

(a) Material. The door panel and the door frame shall be made of cast steel and/or fabricated steel unless otherwise specifically approved by the Commandant. Cast doors and frames and welded doors and frames shall be stress relieved before final machine work is done.

(b) Contact strips. Brass strips or other acceptable material shall be firmly screwed on the door to form the contact watertight surface of the door and frame. The contact watertight surface of the frame may be the machined parent metal of the frame. Special consideration will be given to other methods of attaching the strips to the door.

(c) Rigidity. The door and frame shall be of substantial and rigid construction to insure that the door can be closed under a 10 foot head of water. In locations where hinged doors are permitted, this requirement will not apply.

(d) Adjustment. The door shall be so designed that as the watertight joint wears through usage sufficient allowance or adjustment is provided to maintain the original watertight integrity of the door.

(e) Alignment. Retaining grooves or aligning strips shall be provided at the top and bottom of horizontal sliding

doors and at the sides of vertical sliding doors to maintain the door in alignment when the door is not in the closed position. They should have sufficient strength to hold the door when being closed against a head of water as required in paragraph (c) of this section. Horizontal doors shall be supported on lubricated rollers to maintain alignment and to minimize friction.

(f) Watertight workmanship. The contact surfaces of the door and frame shall be finished as necessary to provide a plane surface and a satisfactory joint.

(g) Door sill design. The bottom of the door frame shall be so designed that the door is not likely to be prevented from closing properly by lodgements of dirt, coal, etc. A sill plate of

6 inch minimum thickness may be employed to cover the bottom trackway provided it is designed to automatically retract when the door closes. Sill plate hinges shall be designed and located to prevent clogging with dirt.

(h) Door positions. The door shall be so designed that, when in the open position, the brass strips required by paragraph (b) of this section will not be exposed. Door stops shall be provided to prevent the door from leaving the track.

(i) Door frame design. (1) The door frame shall be continuous on all four sides and shall be designed to have a section moment of inertia (in.) on each side of not less than the value given by the formula:

H=the head of water in feet from the bulkhead deck to the bottom of the door opening, but not less than 20 feet unless the door is to be installed where a hinged door is permissible in which case H may be not less than 10 feet. w=the shorter dimension of the opening in feet.

h=the longer dimension of the opening in feet.

(2) If the door frame is to be mounted on the bulkhead on a reinforcing member, which acts as a secondary frame and which is continuous around the door opening, the "I" of that

member may be included to obtain the required frame "I" value.

(j) Door frame attachment. The door frame may be either bolted or welded watertight to the bulkhead. If bolted, a suitable thin heat and fire resistant gasket or suitable compound shall be used between the bulkhead and the frame for watertightness, and the bulkhead plating shall be worked to a plane surface i way of the frame to prevent distortion of the frame when mounting. If welded, precaution shall be exercised in the welding process in order that the door frame is not distorted.

(k) Door frame extension. The frame extension for sliding watertight doors shall be made in one continuous piece, or suitable construction shall be employed to insure positive alignment.

(1) Lubrication. Means shall be provided for satisfactory lubrication of all parts as necessary for satisfactory operation.

[CGFR 50-30, 16 FR 1086, Feb. 6, 1951, as amended, by CGFR 61-15, 26 FR 9302, Sept. 30, 1961]

§ 163.001-4 Manual operating controls for sliding watertight doors.

(a) Manual control locations. All sliding watertight doors shall be provided with manual operating controls for opening and closing the door from both sides of the bulkhead adjacent to the door and also for closing the door from a position above the bulkhead deck. The controls adjacent to the door shall generally not be more than 10 feet from the door. The bulkhead deck, for door control purposes, is the first deck above the margin line.

(b) Basic requirement. Manual operating equipment shall be designed to close the door at the required operating rate with a force at the handwheel or hand crank of not more than 25 pounds, except that a force of 50 pounds may be accepted during the wedging.

(1) With the vessel upright it shall be possible to close ciass 2 doors in not more than 90 seconds.

(2) With the vessel upright it shall be possible to close class 3 doors at a rate of not less than 15 inches per minu.ce by means of the manual operating equipment.

(c) Shafting and gear controls. Where shafting and gears are used for manual control, the following conditions apply:

(1) Handwheels. Handwheels at least 18 inches in diameter shall be provided and permanently attached at each hand operating station in an accessible position for operation. In unusual circumstances, other arrangements will be considered by the Commandant. Shafting from the handwheels to the door pinions shall be as direct as possible with as few gears and universals as practicable.

(2) Gears and universals. Gears used in the operating controls shall be cut steel or other approved material. Standard forged steel universals and slip joint couplings shall be used to allow for working of the ship or deflection of structure. Universals shall not be used where there is more than 25° change in direction of the shafting. Universals, bearings, and gears shall have suitable provision for lubrication and should be enclosed to retain the lubricant and encased as necessary to prevent entry of foreign matter. Inaccessible bearings, and those in long leads of control shafting, shall be preferably of the antifriction "grease sealed" type, for which no additional means of lubrication will be required. No clutch devices shall be employed in the hand gear mechanism.

or

(3) Keys and pins. All parts transmitting torque shall be keyed splined. Taper pins may be used only to prevent axial movement.

(4) Door securing device. If frictional damping is found insufficient to prevent movement of the door in a seaway or from other external forces, provision shall be made in the design of door or operating gear for the attachment of a spring latch or other approved device for securing the door in the open position. This device shall be released or forced out of engagement automatically, without hampering the closing operation.

(5) Factor of safety. In general, the manual control shafting, gears, universals, etc., shall be designed with a factor of safety of 5 based on the ultimate strength of the material in conjunction with a torque of 2,000 pounds-inches at the handwheels.