THE SOCIETY OF NAVAL ARCHITECTS AND MARINE ENGINEERS

L 1

74 Trinity Place, New York, N.Y.,10006

Paper to be presented at the Spring Meeting, Lake Buena VIsta, Florida, Apri\2-4, 1973

Small Craft Standards

Paper L

G. James Lippmann, Member, American Boat and Yacht Council, Inc., New York, New York

Copyright 1973 by The Society of Naval Architects and Marine Engineers

ABSTRACT

The business of small boats has been enduring a maturing

process for a great many years. Recently the rate of progress
has increased markedly with the introduction of many of the
large industrial giants into the industry bringing with them
mass production techniques and the many associated sophis
Heated systems. A satellite to this rapid growth is the development, of standards. The goals of such standards are to pro
teet the public and offer guidelines to advise of safe practices.
There are a number of types of standards for use in boating
each with its own purpose. The organizations promulgating
standards each have their specific objectives, however, all are
coordinating with each other to minimize confusion and ambiguities. In order to keep the Wonderful World of Small Boating,
wonderful, it is necessary for everyone from the designer to the
user to become involved with the standards writing organizations.
IN THE BEGINNING

The concept of Safety Standards and Engineering Standards

for recreational boating are not original products of our present
day. Years ago, at about the turn of the century, there were
standards promulgated by a marine industry trade association,
still in business today called the National Association of Engine
and Boat Manufacturers, or more commonly know by its acronym NAEBM. It is interesting to note that the standards writers
then recognized the same hazards that we address our standards
to today. In particular the fire related hazards pertaining to fuel
systems and engine installations were foremost in their minds.
The NAEB~ effort joined with the Society of Automotive Engineers in a committee known as the Motorboat and Marine Engine
Division of SAE. This took place at a meeting held on March l,
1917, which was attended by NAEBM and representatives of such
historic names in the marine field as Sterling Eng?ne Co., Mason
Machine Works, Van Blerck Motor Co., Dusenberg Motor Co.,
Wisconsin Motor Manufacturing Co., and Evdns Stamping and
Plating Co., among others. Documents were put together covering propeller shafts and their tapers, tubing and fittings, fuel
tanks, controls, flanges, spark plugs and batteries.
At about this time the National Fire Protection Association
became concerned about fire protection standards for recreational
boats. This interest was an outgrowth of the NFPA Marine Committee whose prime interest had been ships and small passenger
vessels. The standards promulgated by NFPA were used by fore
runners of the U.S. Coast Guard's Office of Marine Inspection
which started as the Steamboat Inspection Service and the Bureau

2/73 1000

of Marine Inspection and Navigation. The first standards specifically for recreational boats were published by NFPA in 1925
and covered areas of Marine Fire Hazards such as stowage of
hazardous commodities (acetic acid, acetone, acetylene, wood
flour, wood alcohol, xylol and zinc dust) and the area of internal
combustion engines.
The verbiage used in 1925 for some of the requirements are
surprisingly similar to today's, attested to by a sampling pertaining to fuel tanks:
"Portable tanks below decks shalt not be permitted. Fuel
tanks shall be constructed of steel of thickness not less
than No. 14 gage (U.S. Standard) or of copper of thickness
not less than No. 18 Gage {U.S. Standard). Steel tanks shall
be galvanized on the outside after completion or kept well
coated to prevent corrosion. Tinning the inside of fuel
tanks Is a recommended practice.
Drains in the bottom of fuel tanks are not recommended.
It is recommended that all outlets pass through the top of
the tank.
Gage glasses and try cocks shall not be used."
In addition,there were requirements for galley equipment, electri
cal equipment and fire extinguishing equipment, where incidentally, carbon tetrachloride was a suggested extinguishing substance
and since found to be unsuitable and dangerous.
The NFPA standards have been continuously published since
this auspicious beginning and now appear In the NFPA Booklet
No,302, entitled "Motor Craft", the latest edition being 1972.
The standards writing efforts described so far have dealt
primarily with the larger inboard boats and engines. The smaller
boats were addressed in the early 1930's when another group
of boating enthusiasts banded together to further their Interest
in outboard boating. This organization was the National Out
board Association (NOA) which later split into the racing buffs
as the American Powerboat Association (APBA) and the family
type of boating interest which formed an organization called the
Outboard Boating Club of America (OBC). An early accomplishment of the NOA was to develop a horsepower certification program for engines in an attempt to encourage all outboard engine
manufacturers to rate their engines using the same method.
OBC established engineering committees during the early 1950's
and developed standards covering boat load capacity, boat horsepower capacity and requirements for capacity plates, The OBC
name gave way to the Boating Industry Association which we
know as BIA, but the standards program continued as originally
conceived. It has since been expanded to include flotation,
steering, navigation lights, fuel system, and backfire flame ar
resters, all of which are included in the BlA Boat Certification

L
Program started in 1968 and now covers abo~t 100 manufacturers and their 2000 models.
While OBC and BIA were becoming established in the midwest of our United States a large boat group on the east coast
determined a need for a broad based standards development
organization that was free of any constraints, such as the fire
hazard only coverage of NFPA and the machinery oriented coverage of SAE. The organization formed was the American Boat
and Yacht Council, which was incorporated in 1954 as a nonprofit membership corporation with the following as the constituted objective:
"The objective of the Council is to make the knowledge,
experience and skills of small craft technicians effectively
useful to the industry, the government, educational Institutions, boating organizations and the general public. To
accomplish this objective, the Council shall develop and
make available recommended practices and engineering
standards for improving and promoting the design, construction, equipage and maintenance of small craft with
reference to their safety."
This brings the history of boat standards almost up-to-date. You
can see that standards for recreational boats were not a modern
concept. A significant development in this history took place
about three years ago at which time ABYC was named as the industry's standards-writing body. The Council's review procedures
(Figure 1) and technical committee organization (Figure 2) were
revamped to be more quickly responsive to the needs of boating
safety but not in such a manner to compromise the integrity or
defensibility of the standards. SAE and NFPA are still separate
entities in the standards-writing business, however, ABYC is coordinating with both organizations to assure that all views are
represented and to attempt to present non-conflicting requirements in so far as poss,ible. The BIA 's standards-writing effort
was disconlinued and their standards were processed for inclusion
with ABYC's.
In addition to ABYC, SAE, NFPA and BIA the U.S. Coast
Guard is also in the standards-development business. As you
may know, the U.S. Coast Guard has embarKed on a program
of mandatory standards that will be broad in scope. These are
in the form of Federal Regulations authorized under the Boat
Safety Act of l97l, are enforceable under the law, and will be
implemented by Coast Guard enforcement officers. Presently,
the standards developed by the U.S. Coast Guard cover Loading
Capacity, Powering and Flotation. Th.ere are other new regulations in effect, such as Hull Identification Number and Defect
Notification requirements, however, they do not come under the
heading of standards.
TYPES OF STANDARDS
It will be useful to understand in general terms the types
of standards we are being faced with today. There are two
basic categories of standards - mandatory and non-mandatory.
The mandatory standards are those with which it is essential to comply in order to accomplish a particular purpose, such
as compliance with the Federal Law, or to meet the require;ments of BIA Certification, or to meet the requirements for
an Underwriters' Laboratories listing or to meet requirements
of an insurance company in order to obtain coverage.
The non-mandatory standards are complied with voluntarily
to achieve products that meet a resaonable baseline of safety
for the protection of both consumers and the manufacturer in

areas that are not found necessary to regulate. Also, standards have
been prepared that select characteristics that can be agreed upon or
may be treated uniformly -to affort interchangeability of different
manufacturers' products. These standards may be referred to as
uniformity standards or engineering standards. The Societ}' of
Automotive Engineers (SAE) has promulgated a number of such
standards. A listing of these standards appears in the appendix.
The standards promulgated by ABYC and NFPA are for the
most part examples of non-mandatory standards, however, many of
these organizations' standards have been adopted for use in the BIA
Certification Program and to provide a basis of compliance to qualify for insurance coverage. The NFPA has limited its coverage to performance safety standards related to the fire and explosion exposures.
ABYC covers performance requirements for a broad spectrum of
safety related topics, including fire and explosion, capacities, powering, and installations of the many available systems for boats.
Lists of the topics covered appear in an appendix to this paper.
There are a number of sub-types of standards which we find
in both the mandatory and non-mandatory categories. All the following sub-types are or wlll be available in recreational boating:
Rating Standards
A boat or piece of equipment is rated as to capacity, horsepower
capability or another criteria. Such ratings are usually performed
by the manufacturer according to the requirements set forth in the
document. The teeth in this type of standard affects the manufac.
turer and not necessarily the user. This is to say, that a boater may
overload the boat or use a higher horsepower motor than the boat
is rated for and still operate the boat safely. By itself, such usage
does not create a hazard. Some other element must be present,
such as reckless o_peration, adverse weather conditions or exceeding
a posted speed limit in order that there be an infraction. Considering
the present capacity and powering regulations an infraction of this
type may bring the "termination of usage" provision of the Boat
Safety Act into enforcement with respect to the negligent owner.
Rating standards may be used for classifying a number of items
with repsect to boating. Classification of boats as to their seaworthiness in terms of usage expectations is a possibility which is under
investigation. This concept could be used for determining what
equipment is necessary to carry and might also be used by consumers to determine what type of boat to purchase.
Design and Construction Standards
Standards regulating the type of construction, choice of
materials and assembly techniques are also aimed primarily at the
manufacturers. However, by definition under the Boat Safety Act,
a distributor, dealer, boat yard operator, or a consumer may become
a manufacturer if they make a change or an installation on a boat.
Design standards may be enforced without any other elements present if they involve the perpetration of a hazardous condition.
Design standards are usually stated in terms of performance
in order that a number of means of accomplishing the desired results may. be used. You may hear the term "performance standards"
used frequently In standards development o~ganizations who publish safety standards for recreational boating. The American Boat
and Yacht Council is such an organization, A statement that an item
shall be resistant to corrosion when used in a marine environment
is an example of a performance requirement. There are many
materials and protective coatings that could accomplish the Corrosion resistance. There are, of course, situations that require specific statements to insure a viable design standard. For example,
the luminous transmittance of glazing used in windshields shall be

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ABYC ORGANIZATIONAL

FIGURE

CHART

PRESIDENT

BOARD OF
DIRECTORS
EXEC. COMM.

I-

SENIOR VICE

TECHNICAL VICE

PRESIDENT

PRESIDENT

BOARD OF DIRECTORS

H
H
H
H

f-1
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LEGAL
COMMITTEE

TREASURER

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L

SECRETARY

MEETINGS
COMMITTEE

FINANCE
COMMITTEE

I
I

MEMBERSHIP
COMMITTEE

ANNUAL NOMINATING

COMMITTEE

I
I

f.-

ENGINE

MACHINERY
DIVISION

ELECTRICAL
DIVISION

f-

PUBLIC RELATIONS
COMMITTEE

SECTIONS
COMMITTEE

HULL PIPING
SYSTEMS

fPUBLICATIONS
COMMITTEE

HULL
DIVISION

I
I

EQUIPMENT
DIVISION

HULL
PERFORMANCE

I
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SAILBOAT

&
ARRANGEMENTS

STRUCTURE

I
POWER

CONTROL
SYSTEMS

TRANSMISSION

NAVIGATION
LIGHTS

SAFETY
EQUIPMENT

I
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THERMAL
APPLIANCES

DECK HARDWARE
AND FITTINGS

I
ENGINEERING

I
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TRAILER

ENGINEERING
STANDARDS DIV

TECHNICAL BOARD

SYSTEMS

L-..

TECHNICAL
BOARD
EXEC. COMM.

ELECTRICAL

MARINE
SANITATION

f-

FUEL AND
VENTILATION

f-

ENGINEERING

STANDARDS

I
I
ELECTRONIC

EQUIPMENT

L
at least 70%, provides a specific minimum level of safety that must
be complied with in order to adhere to the standard.
To demonstrate compliance with a rating standard or a design
or construction standard it may be necessary to test a product to a
Test Standard which is the next sub-type to be discussed.
Test Standards
In order to fairly evaluate the same type of items, a test stand
ared is used, stipulating the procedure for each test, the chrono.
logical order of conducting the tests, the samples to be used for
each test and the criteria for judgement of the success or failure of
the item.
Test standards are generally developed by a testing agency,
one of the most widely known being Underwriters' Laboratories,
Inc. Their Marine Department has dev;loped a number of standards
covering many recreational boat items. As a basis for these stand.
ards UL refers to performance standards developed by the American
Boat and Yacht Council and the National Fire Protection Association,
or ABYC and NFPA, if you prefer their acronyms. A list of the
UL standards appears in the appendix.
A statement in a performance standard saying that a device
shall be capable of operating in an explosive atmosphere without
igniting the surrounding flammable vapors requires a means beyond
visual inspection of.the device to determine compliance. The test
standard might require that the device be placed in a test chamber
in which a stoichiometric mixture of propane and air is introduced
both in the device and surrounding the device. A means of igniting
the mixture in the device is established and perhaps 50 cycles conducted with different gas concentrations to check the entire explo.
sive range. The criteria for success might be to require the device
to sustain 50 internal ignitions without igniting the surrounding
flammable or explosive vapors. This evaluation does not require
items to be constructed in the traditional explosion proof manner
with which some of you may be familiar. Such construction is very
heavy and very costly. What this test and performance criteria does
require is that the item be "ignition proof", a term and criteria
developed for the marine industry to cope with their unique poten
tial hazards. Means such as flame arrestors, labyrinth seals, potting
and hermetic sealing have been used successfully to meet this ignition
proof requirement.
Equipment Carriage Standards
Another sub-type of standards are equipment carriage stand.
ards that may be mandatory or apply only if certain equipment is
carried. This sounds slightly confusing and it is. The mandatory
standards encompass both the requirements for the device, its
design and construction and also what boats or service,requires
the carriage of what devices. Life jackets, referred to in the new
jargon as Personal Flotation Devices are a prime example of this
type of standard. The Code of Federal Regulations spells out the
requirements as far as what devices are to be carried on designated
lengths of boats. The specific requirements for design, construction,
and buoyancy are also included in the Code of Federal Regulations.
Similarly treated are Fire Extinguishers and Back Fire Flame Arrestors.
The contingency standards (if an item is carried, it must comply) are exemplified by the F.C.C. Regulations which only apply if
the covered equipment is on board the boat, such as a radfo-telephone or a radar unit.
In addition, there are also non-explicit carriage regulations
contemplated such as; every boat shall have an alternate means of
powering and a means for bailing. Paddles and coffee cans comply

with such requirements as well as second motors and power driven

pumps.
Operational Standards
Just as automobiles have traffic laws, boats have the Rules
of the Road and navigational aids that act as operational standards.
Traffic on the water is not organized as formally as that on land,
however, there are many rules that address various operational
situations. These include rights of way for crossing and overtaking
and whistle signals keyed to the boaters intended actions one
blast I'm going to port, two blasts I'm going to starboard, and so
forth.
Navigational aids serve the same purpose on waters that
the various signs you see on highways do. The water warnings mark
channels, shoals, rocks, sunken boats and help the boatman navigate
his craft safely.
So much for the various types of standards. You will notice
that the term "Safety Standards" was not used as a specific type
or sub-type. Safety Standards come in all the described types as
do Engineering Standards. A Safety Standard is any one or a combination of the types of standards that deal with the protection of
life and/or property.
An Engineering Standard is a means of establishing a uniformity
of perhaps. items, dimensions or materials to assist in the develop
ment of a universality where for example, boat builders know if
they space their engine beds 22* inches on center, the Vast majority
of power options will fit in the boat. The standard stipulating tran
som heights assures both the boat builder and the outboard motor
manufacturer that their respective components will mate with each
other.
APPLICATION OF STANDARDS
Most safety standards are complete documents in themselves
and should not be extracted from. Compliance with portions of a
standard may create a weak link situation in the safety of a product.
Many requirements depend on compliance with the other stated
requirements in order to be effective. The coverage of systems;
fuel, ventilation, electrical, etc., are prime examples where it is
necessary to assure that each component of a system is in com
plfance so that the entire system achieves the desired level of
sjlfety. Also to be noted is that occasionally the integrity of one
system is required in order for another to be effective. The ventila
tion standard stipulates that it cannot be expected to compensate
for a leaking fuel system and therefore its effectiveness depends
on the integrity of the fuel system.
The application of the standards is a very important consideration in order to accomplish the goal of safer boating. Most of
the standards previously referred to have been created to be applied
by the manufacturer of the product. It follows that a complete
boat will be a safe product if the product manufacturer adheres
to the safety standards for his product, the major component manufacturer uses these products to assefnble his product according to
safety standards covering his components and finally the boat
builder installs the major components and develops systems ac
cording to safety standards covering such installations. Also
necessary for the safe boat is to comply with those standards
applicable to the hull and its arrapgements. This complicated pro
cedure is greatly alleviated by a carefully engineered design by the
naval architect or boat designer. The appendix to this report lists
the various standards that are available for the architect and designer to uSe as guidelines. Most all the listed standards have been

L
timetested for safety and practicality and though written with the
manufacturer in mind, they will prove very useful during the design
stage.
It would be remiss if this thinking was not carried further to
encomp!'ss those who repair, service, alter or install additional equipment on boats. Included are dealers, distributors, boatyards, and
possibly the boat owner too. All would benefit from familiarity with
the safety standards.
During the development of the standards the committees and
reviewing boards try to envision all the various problems that might
occur in installations in the wide spectrum of pleasure boats on
the market. It is a formidable task and quite possibly every contingency has not been covered. When such a situation develops,
all the standards-writing organizations wish to learn about their
shortcomings so that remedial steps can be taken. They all conduct periodic reviews of the standards and recently, revisions have
been quite frequent to keep pace with the rapidly advancing technology in processes and materials.
ABYC PROGRAM

In the United States the recreational boating standards effort

is being spearheaded and coordinated by the American Boat and
Yacht Council. As a matter of record the Office of Boating Safety
of the U.S. Coast Guard has said in the words of Admiral Wagner,
"ABYC is the primary source of information for general standards
concerned with boating safety". What this means is that the volunteers who serve on the Project Technical Committees of ABYC
are directly involved In the basic development of the federal regu
lations. Projects such as ABYC's Safe Loading, Safe Powering and
Flotation were substantially adapted by the U.S. Coast Guard into
the present regulations which became effective on November first,
except for Flotation wich is effective August 1973. The built-in
delay is to accommodate some manufacturers' design and tooling
changes ne_cessary for them to comply. These particular standards
apply to boats less than 20 feet in length and exempt sailboats,
canoes, kayaks and inflatable boats. Efforts are already in process
to cover some of these exemptions, particularly the inflatable boats,
and both ABYC and the U.S. Coast Guard are working on these problems. Also being considered is an instrumentation method of
rating boats for their horsepower capacity which may become part
of second generation standards. Flotation of boats is being investi
gated to determine whether larger boats should be included and if
there is a need for level flotation.
For many years ABYC, SAE, BIA and NFPA have had standards covering fuel systems. Traditionally fuel tanks have been made
of galvanized steel, monel, copper, and for the smaller boats ternplate. Today, manufacturers are using aluminum, aluminized steel,
fiber reinforced plastic and some others. The standards-making
organizations are exhausting every ~ourceOf information to assure
the safety of people using boats with these new fuel tank materials.
There is also a controversy about the safe use of plastic foam adhered to and surrounding the tank surfaces which the ABYC committees are wrestling with.
Electtical standards are being reviewed and revised extensively
to account for the tremendous increase in power requirements for
boats and their myriad of electrical equipment. Also of considerable
concern to ABYC and the U.S. Coast Guard are sources of ignition
for flammable vapors. A long term effort to eliminate this hazard
looks promising for the near future. We can expect some proposed
Federal Regulations in the next year.
Marine Sanitation standards have finally been enacted with

compliance standards for devices due soon. The way these standards are written there will be no disch,arge devices on boats after
1980, However, with a number of restrictions, flo-thru treatment
devices will be permitted until that date as long as they function
effectively and that the State in which you are sailing permits
their use.
A number of other areas have been identified for study by the
Boating Standards Division of the U.S. Coast Guard. Some of
these areas may develop and become future standards although at the
present time they are only being investigated. Subjects included
in this surveillance and basic research program are: visibility, railings,
starting-in-gear for outboards, steering, marine exhaust pollution
potential as presently being studied by the Marine Exhaust Research
Council, ferro-cement for hullconstruction, boat furnishings from the
fire standpoint, and stability of lightweight boats.
ABYC has active committees working in all these areas with
standards published in many. A c"oncentrated effort is being made
to review and update all standards and reports to assure that the
latest information is in the hands of all those parties interested.
Boating Safety is the sole business of ABYC and all efforts and
funds are directed toward the objective of safer boating, including
cooperation and coordination with the other interested organizations.
APPENDIX

List of Small Craft Standards

American Boat and Yacht Council, Inc., 15 East 26th Street
Room 1603, New York, New York lOOIO
Hull Division
H-1
Good Visibility from the Helm Position
H-2
Veritilatlon of Engine and Fuel Tank Compartments
H-3
Hatches and Doors
H-4
Cockpits and Scuppers
H-5
Safe Loading of Small Craft
H-7
Metal Fastenings in Vessels
H-8
Buoyancy in the Event of Flooding
H-13 Glazing Materials
H-15 Hull Openings Between Water Line and Sheer Line
H-22 Bilge Pumps
H-23 Potable Water Systems
H-24 Fuel Systems
H-25 Portable Fuel Systems
H-26 Safe Powering of Small Craft
H-27 Seacocks, Through Hull Connections, etc.
Machinery Division
P-1
Exhaust Systems
P-4
Liquid Cooled Marine Engines
P-5
Engine Mountings
P-6
Propeller Shafting
P-10
Air Cooled Marine Engines
P-14
Control Systems
P-15
Diesel Engines
P-17
Steering Systems
Electrical Division
Electrical Grounding of DC Systems
E-2
Cathodic Protection
E-3
Wiring Identification
E-4
Lightning Protection
E-5
Protection of Electrical Circuits
E-1

L
E-8
E-9
E-1 0

AC Electrical Systems
DC Wiring Systems Under 50 Volts
Batteries

Equipment Division
A-1
Liquefied Petroleum Gas Systems
A-3
Galley Stoves
A-4
Fire Fighting Equipment
A-5
Ground Tackle
A-6
Refrigeration and Air Conditioning Equipment
A-7
Boat Heating Systems
A-8
Sewage Treatment Devlces
Distress Signals
A-9
A-14
Flammable (Combustible) Gas Indicators
A-15
Boat Trailer Practices
A-16 Navigation Lights
A-17
Life Saving Equipment
A-18 Security of Personnel on Deck
A-20 AC Rectifiers
A-21
Audio Devices
A-21
Radar Equipment
A-21
Radiotelephone Equipment
Engineering Standards Division
S-l
Aluminum Applications
S-2
Owner's Manual
S-6
Horsepower Rating of Inboard Gasoline Engines
S-6A Horsepower Rating of Outboard Gasoline Engines
S-8
Boat Measurements and Weight
S-9
Instrument Panel and Speedometer Installation
S-10
Boat Serial Number
S-11
Motor Dimensions
S-12
Motor Well Dimensions
S-13
Motor Mounting Areas
S-14
Sailboat Inboard Well Dimensions
S-1 5
Sailboat Auxiliary Horsepower
S-16
Remote Controls Mounting Pads (See P-14 Controls)
S-17
Compass Installation
S-18
Oil Test Procedures
National Fire Protection Association, 60 Batterymarch Street,
Boston, Mass. 02110
NFPA No. 302- Motor Craft (Pleasure and Commercial)
Covers: Gasoline, Diesel, and Outboard Powered Boats.
Contents Include: Hull; Engines; Fuel Systems; Cooking, Heating
and Auxiliary Appliances; Direct Current Electrical Systems;
Alternating Current Electrical Systems; Fire Extinguishing Equipment; Operation and Maintenance.
Society of Automotive Engineers, Inc., Two Pennsylvania
Plaza, New York, New York 10001
SAE-1352
SAE-1353
SAE-J354
SAE-J355
SAE-1378
SAE-1755
SAE-1756
SAE-J917

External Ignition-Proofing of Marine Engine Alternators

External Ignition-Proofing of Marine Engine Regulators
External Ignition-Proofing of Marine Engine Distributors
External Ignition-Proofing of Marine Engine Cranking
Motors
Externallgnltion-Proofing of Marine Engine Wiring
Marine Propeller Shaft Ends and Hubs
Marine Propeller Shaft Couplings
Marine Push-Pull Control Cables

SAEJ960
SAEJ961

Marine Control Cable Connection -Engine Clutch Lever

Marine Control Cable Connection Engine Throttle
Lever

Underwriters' Laboratories, Marine Department, 2602 Tampa

East Blvif., Tampa, Florida 33619
UL1100
UL1102
ULll03
UL1105
UL1106
ULI107
UL109
UL1110
UL1111
UL1112
UL1113
UL1114
UL 1115
UL1119
UL1120
UL1121
UL1122
UL1123
UL1126
UL1127
UL1128
UL1129
UL1130
UL1135
UL1136
UL1138
UL1143
UL1147
UL1150

Marine Alchohol and Kerosene Cooking-Appliances

Marine Non-Integral Fuel Tanks
Marine Battery Chargers
Marine Fuel Filters, Strainers and Separators
Marine Manually Operated Valves for Use With FJ:m
mabie Liquids
Marine Electric Power Switches
Fuel Line Tube Fittings for Marine Use
Marine Combustible Gas Indicators
Marine Carburetor Flame Arrestors
Marine Electric Starters, Generators and Diode Recti
fied Alternators
Marine Electrically Operated Pumps for Non-Flammable Liquids
Marine Flexible Fuel Line Sections
Marine Electrically Operated Shut-Off Valve for Flammable Liquids
Marine Waste Treatment and Disposal Devices
Marine Engine Ignition System Components and Systems
Marine Through Hull Fittings and Sea Valves
Marine Electric Cooking Appliances
Special Purpose Water Safety Buoyant Devices
Marine Storage Tank Water Heaters
Marine Signal Ahum Equipment
Marine Electric Blowers
Marine Engine Exhaust Components
Marine Electrical or Mechanical Fuel Pumps
Marine General and Special Purpose Switches
Marine Rigid and Flexible Air Ducting
Marine Fire Retardant Paints and Varnishes
Marine Retention Assemblies for Sewage
Marine Recirculating Assemblies for Human Waste
Marine Sewage Incinerating Devices

United States Coast Guard Headquarters, GBBC/62,

400 Seventh Street, s.w ., Washington, D.C. 20590
Code of Federal Regulations Title 33 Subchapter S Boating
Safety
Part 173- Vessel Numbering and Casualty and Accident Reporting
Subpart A General
Subpart B Numbering
Subpart C Casualty and Accident Reporting
Subpart D Issuance of Certificate of Number
Part 179 -Defect N otiflcation
Part 181 -Manufacturer Requirements
Subpart A General
Subpart B Manufacturers Certification of Compliance
Subpart C Identification of Hulls (HIN)
Part 183 Boats and Associated Equipment
Subpart A General
Subpart B Display of Capacity Information
Subpart C Safe Loading
Subpart D Safe Powering

L
Subpart E Flotation
Part 199 Interim Regulation for Boats
Subpart A General
Subpart B Life Sa\'ing Equipment (Personal Flotation
Devices. PFD)
Code of Federal Regulations Title 46- Subchapter C . Rules and
Regulations for Uninspected Vessels
Part 25 Requirements
Subpart 25.05
Navigation Lights and Shapes, Whistles,
Foghorns, Fog Bells, and Gongs
Fire Extinguishing Equipment
Subpart 25.30
Subpart 25.35
Backfire Flame Control
Subpart 25.40
Ventilation
Liquefied Petroleum Gas
Subpart 25.45

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