(a) This subchapter applies to all electrical installations on vessels subject to subchapters D, H, I, I-A, K, L, O, Q, R, T, U, and W of this chapter whenever those subchapters require an electrical installation to be in accordance with this subchapter.

(b) This subchapter applies only to electrical installations contracted for after September 30, 1996.

(c) Installations and equipment accepted by the Coast Guard as meeting the applicable requirements in this subchapter in effect on the date the installation was contracted for and which are maintained in good and serviceable condition to the satisfaction of the Officer in Charge, Marine Inspection, may be continued in use until replacement is ordered by the Officer in Charge, Marine Inspection, or as specified in the regulations.

(d) [Reserved]

(e) Electrical systems internal to a pressure vessel for human occupancy (PVHO) need not meet the requirements of this subchapter, but must meet the requirements of Subpart B (Commercial Diving Operations) of part 197 of this chapter.

(a) Purpose. This section collects and displays the control numbers assigned to information collection and recordkeeping requirements in this subchapter by the Office of Management and Budget (OMB) pursuant to the Paperwork Reduction Act of 1980 (44 U.S.C. 3501 et seq.). The Coast Guard intends that this section comply with the requirements of 44 U.S.C. 3507(f) which requires that agencies display a current control number assigned by the Director of the OMB for each approved agency information collection requirement.

(b) Display.

(a) Repairs and replacements in kind must comply with either the regulations in this subchapter or those in effect when the vessel was built.

(b) Alterations and modifications, such as re-engining, re-powering, upgrading of the main propulsion control system, or replacing extensive amounts of cabling, must comply with the regulations in this subchapter.

(c) Conversions specified in 46 U.S.C. 2101(14a), such as the addition of a midbody or a change in the service of the vessel, are handled on a case-by-case basis by the Commanding Officer, Marine Safety Center.

Any person directly affected by a decision or action taken under this subchapter, by or on behalf of the Coast Guard, may appeal therefrom in accordance with subpart 1.03 of this chapter.

(a) Certain material is incorporated by reference into this subchapter with the approval of the Director of the Federal Register under 5 U.S.C. 552(a) and 1 CFR part 51. To enforce any edition other than that specified in paragraph (b) of this section, the Coast Guard must publish notice of change in the Federal Register; and the material must be available to the public. All approved material is available for inspection at the U.S. Coast Guard, (G-MSE), 2100 Second Street SW., Washington, DC 20593-0001, or at the National Archives and Records Administration (NARA). For information on the availability of this material at NARA, call 202-741-6030, or go to: http://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html. All material is available from the sources indicated in paragraph (b) of this section.

(b) The material approved for incorporation by reference in this subchapter and the sections affected are as follows:

(c) The word “should,” when used in material incorporated by reference, is to be construed the same as the words “must” or “shall” for the purposes of this subchapter.

As used in this subchapter—

(a) The electrical and electronic terms are defined in IEEE Std 100 or IEC 92-101.

(b) In addition to the definitions in paragraph (a) of this section—

Coastwise Vessel means a vessel that normally navigates the waters of any ocean or the Gulf of Mexico 20 nautical miles or less offshore and is certificated for coastwise navigation by the Coast Guard.

Commandant means the Commandant of the Coast Guard.

Corrosion resistant material or finish means any material or finish that meets the testing requirements of ASTM B 117 (incorporated by reference, see § 110.10-1) or test Kb in IEC 68-2-52 for 200 hours and does not show pitting, cracking, or other deterioration more severe than that resulting from a similar test on passivated AISI Type 304 stainless steel.

Corrosive location means a location exposed to the weather on vessels operating in salt water or a location on board which may be exposed to the corrosive effects of the cargo carried or of the vessel's systems.

Dead ship condition is the condition in which the main propulsion plant, boilers and auxiliaries are not in operation due to the absence of power.

Dripproof means enclosed so that equipment meets at least a NEMA 250 Type 1 with dripshield, NEMA 250 Type 2, NEMA 250 Type 12, or IEC IP 22 rating.

Embarkation station means a location from which persons embark into survival craft or are assembled before embarking into survival craft.

Emergency squad means the crew designated on the station bill as the nucleus of a damage control party.

Flashpoint means the minimum temperature at which a liquid gives off a vapor in sufficient concentration to form an ignitable mixture with air near the surface of the liquid, as specified by the appropriate test procedure and apparatus.

Great Lakes vessel means a vessel that navigates exclusively on the Great Lakes and their connecting and tributary waters.

Independent laboratory means a laboratory that is accepted by the Commandant under part 159 of this chapter for the testing and listing or certification of electrical equipment.

Location not requiring an exceptional degree of protection means a location which is not exposed to the environmental conditions outlined in the definition for locations requiring exceptional degrees of protection. This location requires the degree of protection of § 111.01-9 (c) or (d) of this chapter. These locations include—

(1) An accommodation space;

(2) A dry store room;

(3) A passageway adjacent to quarters;

(4) A water closet without a shower or bath;

(5) A radio, gyro and chart room; and

(6) A location with similar environmental conditions.

Location requiring an exceptional degree of protection means a location exposed to weather, seas, splashing, pressure-directed liquids, or similar moisture conditions. These locations include—

(1) On deck;

(2) A machinery space;

(3) A cargo space;

(4) A location within a galley or pantry area, laundry, or water closet which contains a shower or bath; and

(5) Other spaces with similar environmental conditions.

Marine inspector or inspector means a civilian employee or military member of the Coast Guard assigned by an Officer in Charge, Marine Inspection, or the Commandant to perform duties with respect to the inspection, enforcement, and administration of vessel safety and navigation laws and regulations.

Nonsparking fan means nonsparking fan as defined in ABS Rules for Building and Classing Steel Vessels, section 4/5B7.7.

Ocean vessel means a vessel that navigates the waters of any ocean or the Gulf of Mexico more than 20 nautical miles offshore and is certificated by the Coast Guard for ocean navigation.

Qualified person means a person who by virtue of that person's knowledge, ability, experience, specialized training, or licensing can competently and safely perform required electrical duties or functions.

Waterproof means watertight; except that, moisture within or leakage into the enclosure is allowed if it does not interfere with the operation of the equipment enclosed. In the case of a generator or motor enclosure, waterproof means watertight; except that, leakage around the shaft may occur if the leakage is prevented from entering the oil reservoir and the enclosure provides for automatic drainage.

Watertight means enclosed so that equipment meets at least a NEMA 250 Type 4 or 4X or an IEC IP 56 rating.

The Commanding Officer, Marine Safety Center (MSC), may approve any arrangement, fitting, appliance, apparatus, equipment, calculation, information, or test that provides a level of safety equivalent to that established by specific provisions of this subchapter. Requests for approval must be submitted to the Marine Safety Center. If necessary, the Marine Safety Center may require engineering evaluations and tests to demonstrate the equivalence of the substitute.

The following plans, if applicable to the particular vessel, must be submitted for Coast Guard review in accordance with § 110.25-3:

(a) Elementary one-line wiring diagram of the power system, supported, by cable lists, panelboard summaries, and other information including—

(1) Type and size of generators and prime movers;

(2) Type and size of generator cables, bus-tie cables, feeders, and branch circuit cables;

(3) Power, lighting, and interior communication panelboards with number of circuits and rating of energy consuming devices;

(4) Type and capacity of storage batteries;

(5) Rating of circuit breakers and switches, interrupting capacity of circuit breakers, and rating or setting of overcurrent devices;

(6) Computations of short circuit currents in accordance with Subpart 111.52; and

(7) Overcurrent protective device coordination analysis for each generator distribution system of 1500 kilowatts or above that includes selectivity and shows that each overcurrent device has an interrupting capacity sufficient to interrupt the maximum asymmetrical short-circuit current available at the point of application.

(b) Electrical plant load analysis including connected loads and computed operating loads for each condition of operation.

(c) Elementary and isometric or deck wiring plans, including the location of each cable splice, a list of symbols, and the manufacturer's name and identification of each item of electrical equipment, of each—

(1) Steering gear circuit and steering motor controller;

(2) General emergency alarm system;

(3) Sound-powered telephone or other fixed communication system;

(4) Power-operated boat winch;

(5) Fire detecting and alarm system;

(6) Smoke detecting system;

(7) Electric watertight door system;

(8) Fire door holding systems;

(9) Public address system;

(10) Manual alarm system; and

(11) Supervised patrol system.

(d) Deck wiring or schematic plans of power systems and lighting systems, including symbol lists, with manufacturer's name and identification of each item of electric equipment, and showing:

(1) Locations of cables;

(2) Cable sizes and types;

(3) Locations of each item of electric equipment;

(4) Locations of cable splices.

(e) Switchboard wiring diagram.

(f) Switchboard material and nameplate list.

(g) Elementary wiring diagram of metering and automatic switchgear.

(h) Description of operation of propulsion control and bus transfer switchgear.

(i) For vessels with hazardous locations for which part 111, subpart 111.105, is applicable, plans showing the extent and classification of all hazardous locations, including information on—

(1) Equipment identification by manufacturer's name and model number;

(2) Equipment use within the system;

(3) Cable parameters;

(4) Equipment locations;

(5) Installation details; and

(6) A certificate of testing, and listing or certification, by an independent laboratory, where required by the respective standard.

(j) Plans and installation instructions for each approved component of an intrinsically safe system listed or certified by an independent laboratory (see § 111.105-11 of this chapter).

(k) Motor starter elementary wiring diagram, enclosure drawing, and starter application.

(l) Plans and information sufficient to evaluate equipment to be considered for equivalency under § 110.20-1.

(m) Plans and information sufficient to evaluate equipment or systems required to meet the specifications of this Subchapter but not to be approved by the Commandant.

(a) The plans required by § 110.25-1 must be submitted to one of the following Coast Guard offices:

(1) By visitors to the Commanding Officer, U.S. Coast Guard Marine Safety Center, 1900 Half Street, SW., Suite 1000, Room 525, Washington, DC 20024, or by mail to: Commanding Officer, U.S. Coast Guard Marine Safety Center, JR10-0525, 2100 2nd Street, SW., Washington, DC 20593, in a written or electronic format. Information for submitting the VSP electronically can be found at http://www.uscg.mil/HQ/MSC.

(2) The Officer in Charge, Marine Inspection at or nearest the place where the vessel is to be built.

(b) [Reserved]

(c) Three copies of each plan are required so that one can be returned to the submitter. If the submitter desires additional copies of approved plans, he should submit enough for the necessary distribution.

(a) This section supplements the general requirements for testing and inspecting vessels in other parts of this chapter.

(b) In the inspection of electric equipment and installations, the rules of the American Bureau of Shipping for materials and construction, and the certificate of classification that refers to them, except as otherwise provided by this subchapter, are accepted as standard.

(c) This subpart must not be construed to imply that shop tests or factory inspections of electric apparatus or equipment of the types conducted by the American Bureau of Shipping are conducted by the Coast Guard. Shop tests of electric apparatus or equipment are conducted by the Coast Guard only when required by this chapter or when requested, either by the manufacturer, shipbuilder, owner, or the Coast Guard, and agreed to by all.

The initial inspection, which may be a series of inspections during the construction of the vessel, includes a complete inspection of the electric installation and electric equipment or apparatus. The inspection is to determine that the arrangement, materials, and their installations meet this chapter and the approved plans. The inspection also is to determine that the workmanship of all equipment and apparatus and the installation is satisfactory.

Electric installations and electric equipment must be inspected at the inspection for certification and periodic inspection to determine mechanical and electrical condition and performance. Particular note must be made of circuits added or modified after the original issuance of the Certificate of Inspection.

The Officer in Charge, Marine Inspection must be notified before—

(a) Alterations or modifications that deviate from approved plans; or

(b) Repairs, alterations, or modifications that affect the safety of the vessel.

This subpart contains requirements for the grounding of electric systems, circuits, and equipment.

(a) An electric apparatus must be designed, constructed, and installed to prevent any person from accidentally contacting energized parts.

(b) Exposed, noncurrent-carrying metal parts of fixed equipment that may become energized because of any condition must be grounded.

(c) Exposed, noncurrent-carrying metal parts of portable equipment must be grounded through a conductor in the supply cable to the grounding pole in the receptacle.

(d) If the installation of the electrical equipment does not ensure a positive ground to the metal hull or equivalent conducting body, the apparatus must be grounded to the hull with a grounding conductor.

When installed, the metallic armor or sheath must meet the installation requirements of IEC 92-3 or section 20 of IEEE Std 45.

Each nonmetallic mast and topmast must have a lightning ground conductor in accordance with section 10 of IEC 92-401.

(a) A vessel's hull must not carry current as a conductor except for the following systems:

(1) Impressed current cathodic protection systems.

(2) Limited and locally grounded systems, such as a battery system for engine starting that has a one-wire system and the ground lead connected to the engine.

(3) Insulation level monitoring devices if the circulation current does not exceed 30 milliamperes under the most unfavorable conditions.

(4) Welding systems with hull return except vessels subject to 46 CFR Subchapter D.

Each grounded system must have only one point of connection to ground regardless of the number of power sources operating in parallel in the system.

(a) Each propulsion, power, lighting, or distribution system having a neutral bus or conductor must have the neutral grounded.

(b) The neutral of a dual-voltage system must be solidly grounded at the generator switchboard.

The neutral of each grounded generation and distribution system must:

(a) Be grounded at the generator switchboard, except the neutral of an emergency power generation system must be grounded with:

(1) No direct ground connection at the emergency switchboard;

(2) The neutral bus permanently connected to the neutral bus on the main switchboard; and

(3) No switch, circuit breaker, or fuse in the neutral conductor of the bus-tie feeder connecting the emergency switchboard to the main switchboard; and

(b) Have the ground connection accessible for checking the insulation resistance of the generator to ground before the generator is connected to the bus.

(a) If the voltage of a distribution system is less than 1,000 volts, line to line, a tank vessel must not have a grounded distribution system.

(b) If the voltage of a distribution system on a tank vessel is 1,000 volts or greater, line to line, and the distribution system is grounded (including high-impedance grounding), any resulting current must not flow through a hazardous (classified) location.

There must be ground detection for each:

(a) Electric propulsion system;

(b) Ship's service power system;

(c) Lighting system; and

(d) Power or lighting distribution system that is isolated from the ship's service power and lighting system by transformers, motor generator sets, or other devices.

Each ungrounded system must be provided with a suitably sensitive ground detection system located at the respective switchboard which provides continuous indication of circuit status to ground with a provision to momentarily remove the indicating device from the reference ground.

Grounded neutral and high-impedance grounded neutral alternating current systems must have a suitably sensitive ground detection system which indicates current in the ground connection, is able to withstand the maximum available fault current without damage, and provides continuous indication of circuit status to ground. A provision must be included to compare indications under fault conditions with those under normal conditions.

Each dual voltage direct current system must have a suitably sensitive ground detection system which indicates current in the ground connection, has a range of at least 150 percent of neutral current rating and indicates the polarity of the fault.

(a) A conductor for grounding a direct-current system must be the larger of:

(1) The largest conductor supplying the system; or

(2) No. 8 AWG (8.4mm2).

(b) A conductor for grounding the neutral of an alternating-current system must meet Table 111.05-31(b).

(a) Each equipment grounding conductor must be sized in accordance with article 250-95 of the National Electrical Code (the NEC) (NFPA 70).

(b) Each equipment grounding conductor (other than a system grounding conductor) of a cable must be permanently identified as a grounding conductor in accordance with the requirements of article 310-12(b) of the NEC.

(a) A permanently grounded conductor must not have an overcurrent device unless the overcurrent device simultaneously opens each ungrounded conductor of the circuit.

(b) The neutral conductor of the emergency-main switchboard bus-tie must not have a switch or circuit breaker.

As used in this Subpart:

(a) Ships's service loads mean electrical equipment for all auxiliary services necessary for maintaining the vessel in a normal, operational and habitable condition. Ship's service loads include, but are not limited to, all safety, lighting, ventilation, navigational, communications, habitability, and propulsion auxiliary loads. Electrical propulsion motor, bow thruster motor, cargo transfer, drilling, cargo refrigeration for other than Class 5.2 organic peroxides and Class 4.1 self-reactive substances, and other industrial type loads are not included.

(b) Drilling loads means all loads associated exclusively with the drilling operation including power to the drill table, mud system, and positioning equipment.

In addition to the emergency power sources required under part 112 of this chapter, each self-propelled vessel and each mobile offshore drilling unit must have at least two electric generating sources.

(a) The aggregate capacity of the electric ship's service generating sources required in § 111.10-3 must be sufficient for the ship's service loads.

(b) With the ship's service generating source of the largest capacity stopped, the combined capacity of the remaining electric ship's service generating source or sources must be sufficient to supply those services necessary to provide normal operational conditions of propulsion and safety, and minimum comfortable conditions of habitability. Habitability services include cooking, heating, air conditioning (where installed), domestic refrigeration, mechanical ventilation, sanitation, and fresh water.

(c) The capacity of the ship's service generating sources must be sufficient for supplying the ship's service loads without the use of a generating source which is dependent upon the speed or direction of the main propelling engines or shafting.

(d) Operating generators must provide a continuous and uninterrupted source of power for the ship's service load under normal operational conditions. Any vessel speed change or throttle movement must not cause a ship's service load power interruption.

(e) Vessels with electric propulsion that have two or more constant-voltage generators which supply both ship's service and propulsion power do not need additional ship's service generators provided that with any one propulsion/ship's service generator out of service the capacity of the remaining generator(s) is sufficient for the electrical loads necessary to provide normal operational conditions of propulsion and safety, and minimum comfortable conditions of habitability.

(f) A generator driven by a main propulsion unit (such as a shaft generator) which is capable of providing electrical power continuously, regardless of the speed and direction of the propulsion shaft, may be considered one of the ship's service generating sets required by § 111.10-3. A main-engine-dependent generator which is not capable of providing continuous electrical power may be utilized as a supplemental generator provided that a required ship's service generator or generators having sufficient capacity to supply the ship's service loads can be automatically brought on line prior to the main-engine-dependent generator tripping off-line due to a change in the speed or direction of the main propulsion unit.

Failure of any single generating set energy source such as a boiler, diesel, gas turbine, or steam turbine must not cause all generating sets required in § 111.10-3 to be inoperable.

If transformers are used to supply the ship's service distribution system required by this subpart for ships and mobile offshore drilling units, there must be at least two installed, independent power transformers. With the largest transformer out of service, the capacity of the remaining units must be sufficient to supply the ship service loads.

(a) Prime movers must meet part 58, subpart 58.10, of this chapter, sections 4/5C2.15 and 4/5C2.17 of the ABS Rules for Building and Classing Steel Vessels and, for mobile offshore drilling units, section 4/3.21 of the ABS Rules for Building and Classing Mobile Offshore Drilling Units. Additional requirements for prime movers for emergency generators are in part 112, subpart 112.50, of this chapter.

(b) Each generator prime mover must have an overspeed device that is independent of the normal operating governor and adjusted so that the speed cannot exceed the maximum rated speed by more than 15 percent.

(c) Each prime mover must shut down automatically upon loss of lubricating pressure to the generator bearings if the generator is directly coupled to the engine. If the generator is operating from a power take-off, such as a shaft driven generator on a main propulsion engine, the generator must automatically declutch (disconnect) from the prime mover upon loss of lubricating pressure to generator bearings.

Excitation must meet sections 4/5C2.19.1, 4/5D2.5.1, 4/5D2.5.2, and 4/5D2.17.6 of the ABS Rules for Building and Classing Steel Vessels or, for a mobile offshore drilling unit, section 4/3.23 of the ABS Rules for Building and Classing Mobile Offshore Drilling Units, except a static exciter must not be used for excitation of an emergency generator unless it is provided with a permanent magnet or a residual magnetism type exciter that has the capability of voltage build-up after two months of no operation.

Each generator must meet the applicable construction and test requirements of section 4/5 of the ABS Rules for Building and Classing Steel Vessels or, for mobile offshore drilling units, section 4/3 of the ABS Rules for Building and Classing Mobile Offshore Drilling Units.

(a) The current-carrying capacity of generator cables must not be:

(1) Less than 115 percent of the continuous generator rating; or

(2) Less than 115 percent of the overload for a machine with a 2 hour or greater overload rating.

(b) Generator cables must not be in the bilges.

(a) Applicability. This section applies to each generator except a propulsion generator.

(b) General. Each ship's service generator and emergency generator must be protected by an individual, tripfree, air circuit breaker whose tripping characteristics can be set or adjusted to closely match the generator capabilities and meet the coordination requirements of Subpart 111.51. Each circuit breaker must contain the trips required by this section.

(c) Type of trips. A circuit breaker for a generator must:

(1) Open upon the shutting down of the prime mover;

(2) Have longtime overcurrent trips or relays set as necessary to coordinate with the trip settings of the feeder circuit breakers; and

(3) Not have an instantaneous trip with the exception that an instantaneous trip is required if:

(i) Three or more alternating-current generators can be paralleled; or

(ii) The circuit breaker is for a direct current generator.

(d) Setting of longtime overcurrent trips. The pickup setting of the longtime overcurrent trip of a generator circuit breaker must not be larger than:

(1) 115 percent of the generator rating for a continuous rated machine; or

(2) 115 percent of the overload rating for a machine with a 2-hour or greater overload rating.

(e) Setting of instantaneous trips. The instantaneous trip of a generator circuit breaker must be set above, but as close as practicable to, the maximum asymmetrical short circuit available from any one of the generators that can be paralleled.

(f) Reverse-power and reverse-current trips. Each generator arranged for parallel operation must have reverse-power or reverse-current trips.

(g) Location. A ship's service generator overcurrent protective device must be on the ship's service generator switchboard. The generator and its switchboard must be in the same space. (For the purposes of this section, the following are not considered separate from the machinery space: (1) A control room that is inside of the machinery casing and (2) a dedicated switch-gear and semiconductor rectifier (SCR) compartment on a mobile offshore drilling unit that is separate from but directly adjacent to and on the same level as the generator room).

(h) Three-wire, single-phase and four-wire, three-phase generators. There must be circuit breaker poles for each generator lead, except in the neutral lead.

(i) Three-wire, direct-current generators. Each three-wire, direct current generator must meet the following requirements:

(1) Circuit breaker poles. There must be separate circuit breaker poles for the positive and negative leads, and, unless the main poles provide protection, for each equalizer lead. If there are equalizer poles for a three-wire generator, each overload trip must be of the “Algebraic” type. If there is a neutral pole in the generator circuit breaker, there must not be an overload trip element for the neutral pole. In this case, there must be a neutral overcurrent relay and alarm system that is set to function at a current value not more than the neutral rating.

(2) Equalizer buses. For each three-wire generator, the circuit breaker must protect against a short circuit on the equalizer bus.

(j) Circuit breaker reclosing. Generator circuit breakers must not automatically close after tripping.

For general requirements, see § 111.35-1 of this chapter.

Each battery must meet the requirements of this subpart.

(a) A battery cell, when inclined at 40 degrees from the vertical, must not spill electrolyte.

(b) Each fully charged lead-acid battery must have a specific gravity that meets section 16 of IEEE Std 45.

(c) Batteries must not evolve hydrogen at a rate exceeding that of a similar size lead-acid battery under similar charging condition.

(d) Batteries must be constructed to take into account the environmental conditions of a marine installation, including temperature, vibration, and shock.

(a) A battery installation is classified as one of three types, based upon power output of the battery charger, as follows:

(1) Large. A large battery installation is one connected to a battery charger that has an output of more than 2 kw computed from the highest possible charging current and the rated voltage of the battery installation.

(2) Moderate. A moderate battery installation is one connected to a battery charger that has an output of between 0.2 kw and 2 kw computed from the highest possible charging current and the rated voltage of the battery installation.

(3) Small. A small battery installation is one connected to a battery charger that has an output of less than 0.2 kw computed from the highest possible charging current and the rated voltage of the battery installation.

(b) Batteries that generate less hydrogen under normal charging and discharging conditions than an equivalent category of lead-acid batteries (e.g., sealed batteries) may have their battery category reduced to an equivalent category of lead-acid batteries.

(a) Large batteries. Each large battery installation must be in a room that is only for batteries or a box on deck. Installed electrical equipment must meet the hazardous location requirements in subpart 111.105 of this part.

(b) Moderate batteries. Each moderate battery installation must be in a battery room, in a box on deck, or in a box or locker in another space such as an engineroom, storeroom, or similar space, except if a moderate battery installation is in a ventilated compartment such as the engineroom and is protected from falling objects, a box or locker is not required. A moderate battery installation must not be in a sleeping space. An engine cranking battery for one or more engines must be as close as possible to the engine or engines.

(c) Small batteries. Small size battery installations must not be located in poorly-ventilated spaces, such as closets, or in living spaces, such as staterooms.

(d) Battery trays. Each battery tray must be chocked with wood strips or their equivalent to prevent movement, and each tray must have non-absorbent insulating supports on the bottom and similar spacer blocks at the sides, or equivalent provisions for air circulation space all around each tray. Each battery tray must provide adequate accessibility for installation, maintenance, and removal of the batteries.

(e) Nameplates. Each battery must be provided with the name of its manufacturer, model number, type designation, either the cold cranking amp rating or the amp-hour rating at a specific discharge and, for a lead-acid battery, the fully charged specific gravity value. This information must be permanently fixed to the battery.

(f) Lining in battery rooms and lockers. (1) Each battery room and locker must have a watertight lining that is—

(i) On each shelf to a height of at least 76 mm (3 inches); or

(ii) On the deck to a height of at least 152 mm (6 inches).

(2) For lead-acid batteries, the lining must be 1.6 mm (1/16 inch) thick lead or other material that is corrosion-resistant to the electrolyte of the battery.

(3) For alkaline batteries, the lining must be 0.8 mm (1/32 inch) thick steel or other material that is corrosion-resistant to the electrolyte of the battery.

(g) Lining of battery boxes. Each battery box must have a watertight lining to a height of at least 76 mm (3 inches) that meets paragraphs (f)(2) and (f)(3) of this section.

(a) General. Each room, locker, and box for storage batteries must be arranged or ventilated to prevent accumulation of flammable gas.

(b) Power ventilation. If power ventilation is required, the following must be met:

(1) The power ventilation system must be separate from ventilation systems for other spaces.

(2) Electric motors must be outside the duct and compartment and:

(i) Have an explosion-proof motor for a Class I, Division 1, Group B location; or

(ii) Be at least 10 ft. (3 m) from the exhaust end of the duct.

(3) Each blower must have a non-sparking fan.

(4) The power ventilation system must be interlocked with the battery charger so that the battery cannot be charged without ventilation.

(c) Large battery installations. Each battery room for large battery installations must have a power exhaust ventilation system and have openings for intake air near the floor that allow the passage of the quantity of air that must be expelled. The quantity of the air expelled must be at least:

(d) Moderate and small battery installations. Each battery room or battery locker for moderate or small battery installations must have louvers near the bottom of the room or locker for air, and must be ventilated by:

(1) Ventilation that meets paragraph (c) of this section;

(2) An exhaust duct:

(i) That ends in a mechanically ventilated space or in the weather;

(ii) That extends from the top of the room or locker to at least 3 ft. (1 m) above the top of the room or locker;

(iii) That is at an angle of 45 degrees or less from the vertical; and

(iv) That has no appliances, such as flame arresters, that impede free passage of air or gas mixtures; or

(3) A duct from the top of the room or locker to an exhaust ventilation duct.

(e) Deck boxes. Except for a deck box for a small battery installation, each deck box must have a duct from the top of the box to at least 4 ft. (1.2 m) above the box ending in a gooseneck or mushroom head that prevents entrance of water. Holes for air must be on at least two parallel sides of each box.

(f) Weathertight. Each deck box must be weathertight.

(g) Boxes for small battery installations. Each box for a small battery installation must have openings near the top to allow escape of gas. If the installation is in a non-environmentally-controlled location, the installation must prevent the ingress of water.

(a) An overload protective device must be in each battery conductor, except conductors of engine cranking batteries and batteries with a nominal potential of 6 volts or less. For large storage battery installations, the overcurrent protective devices must be next to, but outside of, the battery room.

(b) Except when a rectifier is used, the charging equipment for all batteries with a nominal voltage more than 20 percent of line voltage must protect automatically against reversal of current.

Each battery charger enclosure must meet § 111.01-9. Additionally, each charger must be suitable for the size and type of battery installation that it serves. Chargers incorporating grounded autotransformers must not be used. Except for rectifiers, chargers with a voltage exceeding 20 percent of the line voltage must be provided with automatic protection against reversal of current.

Each transformer winding must be resistant to moisture, sea atmosphere, and oil vapor, unless special precautions are taken, such as enclosing the winding in an enclosure with a high degree of ingress protection.

(a) The temperature rise, based on an ambient temperature of 40 degrees C, must not exceed the following:

(1) For Class A insulation, 55 degrees C.

(2) For Class B insulation, 80 degrees C.

(3) For Class F insulation, 115 degrees C.

(4) For Class H insulation, 150 degrees C.

(b) If the ambient temperature is higher than 40 degrees C, the transformer must be derated so that the total temperature stated in this section is not exceeded. The temperature must be taken by the resistance method.

An autotransformer must not supply feeders or branch circuits.

Each transformer must have protection against overcurrent that meets article 450 of the NEC or IEC 92-303.

The requirements for generators contained in § 111.12-5 apply to motors.

(a) Each motor must have a marking or nameplate that meets either article 430-7 of the NEC or IEC 92-301 (clause 16).

(b) The marking or nameplate for each motor that is in a corrosive location must be corrosion-resistant.

Each switchboard must meet the location and installation requirements of section 17.1 of IEEE Std 45 or IEC 92-302, as applicable.

Each component and bus bar connection on a switchboard that is not accessible from the rear, except a bus bar connection for a draw-out type circuit breaker, must be within 0.5 m (20 in.) of the front of the switchboard.

Circuit breakers, when installed on generator or distribution switchboards, must be mounted or arranged in such a manner that the circuit breaker may be removed from the front without unbolting bus or cable connections or deenergizing the supply, unless the switchboard is divided into sections, such that each section is capable of providing power to maintain the vessel in a navigable condition, and meets § 111.30-24 (a) and (b).

(a) All low voltage and medium voltage switchboards (as low and medium are determined within the standard used) must meet—

(1) For low voltages, either section 17.2 of IEEE Std 45 or IEC 92-302, clause 6; or

(2) For medium voltages, either section 17.3 of IEEE Std 45 or IEC 92-503, as appropriate.

(b) Each switchboard must be fitted with a dripshield unless the switchboard is a deck-to-overhead mounted type which cannot be subjected to leaks or falling objects.

Non-conducting deck coverings, such as non-conducting mats or gratings, suitable for the specific switchboard voltage must be installed for personnel protection at the front and rear of the switchboard and must extend the entire length of, and be of sufficient width to suit, the operating space.

(a) Each device must have a nameplate showing the device's function.

(b) Each nameplate for a circuit breaker must show the electrical load served and the setting of the circuit breaker.

(a) Each circuit that supplies a device on a switchboard, except a circuit under paragraph (b) of this section, must have overcurrent protection.

(b) A circuit that supplies a device on a switchboard must not have overload protection if it supplies:

(1) An electric propulsion control;

(2) A voltage regulator;

(3) A ship's service generator circuit breaker tripping control; or

(4) A device that creates a hazard to the vessel if deenergized.

(c) If short circuit protection is used in any of the circuits listed in paragraph (b) of this section, it must be set at not less than 500% of the expected current.

(d) A secondary circuit of a current transformer must not be fused, and the circuit from a current transformer to a device that is not in the switchboard must have a high voltage protector to short the transformer during an open circuit.

(a) General. Each bus must meet the requirements of either—

(1) Section 17.11 of IEEE Std 45; or

(2) IEC 92-302 (clause 6).

(b) Wiring. Instrumentation and control wiring must be—

(1) Suitable for installation within in a switchboard enclosure and be rated at 90° C or higher;

(2) Stranded copper;

(3) No. 14 AWG (2.10 mm2) or larger or must be ribbon cable or similar conductor size cable recommended for use in low-power instrumentation, monitoring, or control circuits by the equipment manufacturer;

(4) Flame retardant meeting ANSI/UL 1581 test VW-1 or IEC 332-1; and

(5) Extra flexible, if used on a hinged panel.

Except on a non-self-propelled mobile offshore drilling unit (MODU) and a non-self-propelled floating Outer Continental Shelf facility, when the total installed electric power of the ship's service generation system is more than 3000 kW, the switchboard must have the following:

(a) At least two sections of the main bus that are connected by:

(1) A non-automatic circuit breaker;

(2) A disconnect switch; or

(3) Removable links.

(b) As far as practicable, the connection of generators and duplicated equipment equalized between the sections of the main bus.

(a) Except as allowed in paragraph (g) of this section, each alternating-current ship's service switchboard must have the equipment required by paragraphs (b) through (f) of this section.

(b) For each connected generator, each switchboard must have the following:

(1) A circuit breaker that meets § 111.12-11 and § 111.50-5.

(2) A disconnect switch or link for each generator conductor, except a switchboard having a draw-out or plug-in type generator circuit breaker that disconnects:

(i) Each generator conductor; or

(ii) If there is a switch in the generator neutral, each ungrounded conductor.

(3) A pilot lamp connected between the generator and the circuit breaker.

(4) An ammeter with a selector switch that connects the ammeter to show the current in each phase.

(5) A voltmeter with a selector switch that connects the voltmeter to show the:

(i) Generator voltage of each phase; and

(ii) Bus voltage of one phase.

(6) A voltage regulator and voltage regulator functional cut-out switch.

(c) For each generator that is not excited from a variable voltage or rotary amplifier that is controlled by a voltage regulator unit acting on the exciter field, each switchboard must have:

(1) A generator field rheostat;

(2) A double-pole field switch;

(3) Discharge clips; and

(4) A discharge resistor.

(d) If generators are arranged for parallel operation, each switchboard must have:

(1) A speed control for the prime mover of each generator;

(2) An indicating wattmeter for each generator; and

(3) A synchroscope and synchronizing lamp that have a selector switch to show synchronization for paralleling generators.

(e) Each switchboard must have the following:

(1) Ground detection that meets Subpart 111.05 for the:

(i) Ship's service power system;

(ii) Normal lighting system; and

(iii) Emergency lighting system.

(2) A frequency meter with a selector switch to connect the meter to each generator.

(3) An exciter field rheostat.

(f) For each shore power connection each switchboard must have:

(1) A circuit breaker or fused switch;

(2) A pilot light connected to the shore side of the circuit breaker or fused switch; and

(3) One of the voltmeters under paragraph (b)(5) of this section connected to show the voltage of each phase of the shore power connection.

(g) The equipment under paragraphs (b), (d), (e), and (f) of this section, except the equipment under paragraphs (b)(1), (b)(2), and (f)(1), must be on the ship's service switchboard or on a central control console that:

(1) Is in the same control area as the main ship's service switchboard or can remotely control the ship's service generator circuit breaker;

(2) Has a generator section that has only generator functions;

(3) Has the generator section segregated from each other console section by a fire-resistant barrier; and

(4) Has cabling from the main switchboard to the generator section of the console that:

(i) Has only generator control and generator instrumentation circuits; and

(ii) Is protected from mechanical damage.

(a) Each direct current ship's service switchboard must have the equipment required by paragraphs (b) through (f) of this section.

(b) For each connected generator, each switchboard must have the following:

(1) A circuit breaker that meets § 111.12-11 and § 111.50-5.

(2) A disconnect switch or link for each generator conductor, except a switchboard having a draw-out or plug-in type generator circuit breaker that disconnects—

(i) Each conductor; or

(ii) If there is a switch in the generator neutral, each ungrounded conductor.

(3) A field rheostat.

(4) A pilot lamp connected between the generator and circuit breaker.

(c) For each two-wire generator, each switchboard must have:

(1) An ammeter; and

(2) A voltmeter with a selector switch that connects the voltmeter to show:

(i) Generator voltage; and

(ii) Bus voltage.

(d) For each three-wire generator, each switchboard must have the following:

(1) An ammeter for:

(i) The positive lead; and

(ii) The negative lead.

(2) A center zero type ammeter for the neutral ground connection.

(3) A voltmeter with a selector switch that connects the voltmeter to show generator and bus voltage:

(i) Positive to negative;

(ii) Positive to neutral; and

(iii) Neutral to negative.

(e) Each switchboard must have ground detection that meets Subpart 111.05 for the:

(1) Main power system;

(2) Main lighting system; and

(3) Emergency lighting system.

(f) For each shore power connection, each switchboard must have:

(1) A circuit breaker or fused switch; and

(2) A pilot light connected to the shore side.

(g) One of the voltmeters under paragraph (c)(2) or (d)(3) of this section must be connected to show:

(1) For each two-wire system, shore connection voltage; and

(2) For each three-wire system, shore connection voltage:

(i) Positive to negative;

(ii) Positive to neutral; and

(iii) Neutral to negative.

(a) Each emergency generator must have an emergency switchboard.

(b) There must be a test switch at the emergency switchboard to simulate a failure of the normal power source and cause the emergency loads to be supplied from the emergency power source.

(c) The emergency switchboard must be as near as practicable to the emergency power source but not in the same space as a battery emergency power source.

(d) Each alternating-current emergency switchboard must have the equipment required by paragraphs (c) through (e) of this section.

(e) For each connected emergency generator, each emergency switchboard must have:

(1) A circuit breaker that meets § 111.12-11;

(2) A disconnect switch or link for each emergency generator conductor, except for a switchboard with a draw out or plug-in type generator circuit breaker that disconnects:

(i) Each generator conductor; and

(ii) If there is a switch in the generator neutral, each ungrounded conductor; and

(3) A pilot lamp connected between the generator and circuit breaker.

(f) For each emergency generator that is not excited from a variable voltage or rotary amplifier exciter that is controlled by a voltage regulator unit acting on the exciter field, each emergency switchboard must have:

(1) A generator field rheostat;

(2) A double pole field switch;

(3) Discharge clips; and

(4) A discharge resistor.

(g) Each emergency switchboard must have the following:

(1) An ammeter with a selector switch that connects the ammeter to show the current for each phase.

(2) A voltmeter with a selector switch that connects the voltmeter to show:

(i) Generator voltage of each phase; and

(ii) Bus voltage of one phase.

(3) Ground detection that meets subpart 111.05 for the emergency lighting system.

(4) A frequency meter.

(5) An exciter field rheostat.

(6) A voltage regulator and a voltage regulator functional cut-out switch.

(h) Each direct-current emergency switchboard must have the:

(1) Equipment under § 111.30-27 (b) through (d); and

(2) Ground detection under subpart 111.05 for the emergency lighting system.

This subpart is applicable to all power semiconductor rectifier systems. In addition to the regulations contained in this subpart, the requirements of §§ 111.30-11, 111.30-19 and 111.30-21 of this part must be met, if applicable.

(a) Each semiconductor rectifier system must have a nameplate of durable material affixed to the unit that meets the requirements of—

(1) Section 45.11 of IEEE Std 45; or

(2) IEC 92-304 (clause 8).

(b) Each semiconductor rectifier system must have a nameplate containing the words “marine semiconductor rectifier,” and the following information:

(1) Manufacturer's name and address.

(2) Manufacturer's serial number.

(3) Type.

(4) Rated AC volts.

(5) Rated AC amperes.

(6) Number of phases.

(7) Frequency.

(8) Rated DC volts.

(9) Rated DC amperes.

(10) Ambient temperature range.

(11) Duty cycle.

(12) Cooling medium.

(c) If, on small rectifiers, the information required by paragraph (a) of this section cannot be shown because of space limitations, the nameplate must be at least large enough to contain the manufacturer's name and serial number. The remaining information must be shown on the schematic diagram.

Each power semiconductor rectifier must have a high temperature alarm or shutdown, except as provided in § 111.33-11.

The exhaust of each forced-air semiconductor rectifier system must:

(a) Terminate in a location other than a hazardous location under Subpart 111.105 of this part; and

(b) Not impinge upon any other electric device.

Each power semiconductor rectifier system in a propulsion system must meet sections 4/5D2.17.9 and 4/5D2.17.10 of ABS Rules for Building and Classing Steel Vessels or, for mobile offshore drilling units, section 4/3.84 of ABS Rules for Building and Classing Mobile Offshore Drilling Units.

Each electric propulsion system installation must meet sections 4/5D2.5, 4/5D2.11, 4/5D2.13, 4/5D2.17.8e, 4/5D2.17.9, and 4/5D2.17.10 of ABS Rules for Building and Classing Steel Vessels or, for mobile offshore drilling units, sections 4/3.79, 4/3.81, 4/3.83, and 4/3.84 of ABS Rules for Building and Classing Steel Vessels.

Each panelboard must meet section 23.1 of IEEE Std 45.

Each panelboard must have a noncombustible enclosure that meets §§ 111.01-7 and 111.01-9.

Each panelboard must be accessible but not in a bunker or a cargo hold, except a cargo hold on a roll-on/roll-off vessel.

The door of each panelboard enclosure that is accessible to any passenger must have a locking device.

(a) Each panelboard switching unit must be numbered.

(b) Each panelboard must have:

(1) A circuit directory cardholder; and

(2) A circuit directory that has:

(i) The circuit designation of each circuit;

(ii) A description of the load of each circuit; and

(iii) The rating or setting of the overcurrent protective device for each circuit.

Each panelboard must have a current rating not less than the feeder circuit capacity.

The total load on any overcurrent device located in a panelboard must not exceed 80 percent of its rating if, in normal operation, the load will continue for 3 hours or more; except if the assembly, including the overcurrent device, is rated for continuous duty at 100% of its rating.

The purpose of this subpart is to provide continuity of service for equipment vital to the propulsion, control or safety of the vessel under short-circuit conditions through coordination and selective operation of overcurrent protective devices.

(a) The coordination of overcurrent protective devices must be demonstrated for all potential plant configurations.

(b)Overcurrent protective devices must be installed so that:

(1) A short-circuit on a circuit that is not vital to the propulsion, control, or safety of the vessel does not trip equipment that is vital; and

(2) A short-circuit on a circuit that is vital to the propulsion, control, or safety of the vessel is cleared only by the protective device that is closest to the point of the short-circuit.

The available short-circuit current must be computed—

(a) From the aggregate contribution of all generators that can simultaneously operate in parallel;

(b) From the largest probable motor load; and

(c) With a three phase fault on the load terminals of the protective device.

The following short-circuit assumptions must be made for a system with an aggregate generating capacity below 1500 kilowatts, unless detailed computations in accordance with § 111.52-5 are submitted:

(a) The maximum short-circuit current of a direct current system must be assumed to be 10 times the aggregate normal rated generator currents plus six times the aggregate normal rated currents of all motors that may be in operation.

(b) The maximum asymmetrical short-circuit current for an alternating current system must be assumed to be 10 times the aggregate normal rated generator currents plus four times the aggregate normal rated currents of all motors that may be in operation.

(c) The average asymmetrical short-circuit current for an alternating-current system must be assumed to be 81/2 times the aggregate normal rated generator currents plus 31/2 times the aggregate normal rated currents of all motors that may be in operation.

Short-circuit calculations must be submitted for systems with an aggregate generating capacity of 1500 kilowatts or more by utilizing one of the following methods:

(a) Exact calculations using actual impedance and reactance values of system components.

(b) Estimated calculations using the Naval Sea Systems Command Design Data Sheet DDS 300-2.

(c) Estimated calculations using IEC 363.

(d) The estimated calculations using a commercially established analysis procedure for utility or industrial applications.

(a) Each fuse must—

(1) Meet the general provisions of article 240 of the NEC or IEC 92-202 as appropriate;

(2) Have an interrupting rating sufficient to interrupt the asymmetrical RMS short-circuit current at the point of application; and

(3) Be listed by an independent laboratory.

(b) Renewable link cartridge-type fuses must not be used.

(c) Each fuse installation must provide for ready access to test the condition of the fuse.

(a) Each Circuit breaker must—

(1) Meet the general provision of article 240 of the NEC or IEC 92-202, as appropriate;

(2) Meet subpart 111.55 of this part; and

(3) Have an interrupting rating sufficient to interrupt the maximum asymmetrical short-circuit current available at the point of application.

(b) Molded case circuit breakers must not be used in circuits having a nominal voltage of more than 600 volts (1,000 volts for circuits containing circuit breakers manufactured to IEC requirements). Each molded case circuit breaker must meet UL 489 and its marine supplement 489 SA or IEC 947-2 Part 2, except as noted in paragraph (e) of this section.

(c) Circuit breakers, other than the molded case type, that are for use in one of the following systems must meet the following requirements:

(1) An alternating current system having a nominal voltage of 600 volts or less, or 1,000 volts for IEC standard circuit breakers must meet—

(i) IEEE C37.13;

(ii) IEEE Std 331; or

(iii) IEC 947-2, Part 2.

(2) A direct current system of 3,000 volts or less must meet ANSI C37.14 or IEC 947-2, Part 2.

(3) An alternating current system having a nominal voltage greater than 600 volts, or greater than 1,000 volts for IEC standard circuit breakers must meet—

(i) ANSI/IEEE C37.04 including all referenced supplements, IEEE Std 320 including all referenced supplements, and ANSI C37.12; or

(ii) IEC 56.

(d) A circuit breaker must not:

(1) Be dependent upon mechanical cooling to operate within its rating; or

(2) Have a long-time-delay trip element set above the continuous current rating of the trip element or of the circuit breaker frame.

(e) Each circuit breaker located in an engineroom, boilerroom, or machinery space must be calibrated for a 50 degree C ambient temperature. If the circuit breaker is located in an environmentally controlled machinery control room where provisions are made for ensuring an ambient temperature of 40 degree C or less, a circuit breaker must have at least the standard 40 degrees C ambient temperature calibration.

Remotely controlled circuit breakers must have local manual means of operation.

(a) Each switch must meet Article 380 of the National Electrical Code.

(b) Each switch that is in the weather must be in a watertight enclosure and be externally operable.

The load side of each circuit must be connected to the fuse end of a fused-switch or to the coil end of a circuit breaker, except a generator which is connected to either end of a circuit breaker.

Each busway must meet article 364 of the NEC.

A busway must not need mechanical cooling to operate within its rating.

(a) Each marine shipboard cable must meet all of the construction and identification requirements of either IEEE Std 45, IEC 92-3, IEC 92-350, IEC 92-353, UL 1309, MIL-C-24640A, or MIL-C-24643A (incorporated by reference, see § 110.10-1 of this chapter), and the respective flammability tests contained in them and be of a copper stranded type.

(b) Each cable constructed to IEC 92-3 or IEC 92-353 must meet the flammability requirements of IEC 332-3, Category A.

(c) Electrical cable that has a polyvinyl chloride insulation with a nylon jacket (Type T/N) must meet UL 1309 or must meet the requirements for polyvinyl chloride insulated cable in section 18 of IEEE Std 45. If meeting the requirements for polyvinyl chloride insulated cable in IEEE Std 45, section 18, the following exceptions apply—

(1) The thickness of the polyvinyl chloride insulation must meet UL 83 for type THWN wire;

(2) Each conductor must have a nylon jacket;

(3) The thickness of the nylon jacket must meet UL 83 for type THWN wire;

(4) The material of the nylon jacket must meet ASTM D 4066 (incorporated by reference, see § 110.10-1 of this chapter);

(5) The cable must have identification provided by a durable printing or embossing on the cable jacket or a marker under the cable jacket that gives, at intervals not exceeding 610 mm (24 inches), the information required by section 18.8 of IEEE Std 45; and

(6) Type T (T/N) insulations are limited to a 75° C maximum conductor temperature rating.

(d) Electrical cable regardless of construction must meet, at a minimum, all of the performance and marking requirements of section 18 of IEEE Std 45.

(e) Medium voltage electric cable must meet the requirements of IEEE Std 45 and UL 1072, where applicable, for cables rated above 5,000 volts.

(f) Direct current electric cable, for industrial applications only, may be applied in accordance with IADC-DCCS-1/1991.

(a) Cable constructed according to IEEE Std 45 must meet the cable application provisions of section 19 of IEEE Std 45. Cable constructed according to IEC 92-3, IEC 92-353, or UL 1309 must meet the provisions of section 19 of IEEE Std 45, except 19.6.1, 19.6.4, and 19.8. Cable constructed according to IEC 92-3 and IEC 92-353 must comply with the ampacity values of IEC 92-352, Table 1.

(b) Type T/N cables must meet section 19 of IEEE Std 45 for Type T insulation.

(c) Cable constructed according to IEEE Std 45 must be derated according to Table A6, Note 6, of IEEE Std 45. Cable constructed according to IEC 92-3 or IEC 92-353 must be derated according to IEC 92-352, paragraph 8. MIL-C-24640A and MIL-C-24643A cable must be derated according to MIL-HDBK-299(SH).

(d) Cables for special applications defined in section 19 of IEEE Std 45 must meet the provisions of that section.

Each cable conductor must be #18 AWG (0.82 mm2) or larger except—

(a) Each power and lighting cable conductor must be #14 AWG (2.10 mm2) or larger; and

(b) Each thermocouple, pyrometer, or instrumentation cable conductor must be #22 AWG (0.33 mm2) or larger.

(a) Each cable installation must meet—

(1) Sections 20 and 22, except 20.11, of IEEE Std 45; or

(2) IEC 92-3 and paragraph 8 of IEC 92-352.

(b) Each cable installation made in accordance with paragraph 8 of IEC 92-352 must utilize the conductor ampacity values of Table I of IEC 92-352.

(c) Cable must not be located in any tanks except to supply equipment or instrumentation specially designed for and compatible with such location and whose function require its installation in the tank. The cable must be compatible with the liquid or gas in the tank or be protected by an enclosure.

(d) Braided cable armor or cable metallic sheath must not be used as the grounding conductor.

Each fiber optic cable must—

(a) Be constructed to pass the flammability test contained in IEEE Std 45, IEEE Std 1202, ANSI/UL 1581 test VW-1, or IEC 332-3 Category A; or

(b) Be installed in accordance with § 111.60-2.

(a) General. A branch circuit that supplies equipment vital to the propulsion, control, or safety of the vessel must not supply any other equipment.

(b) Passenger vessels. (1) Each passenger vessel with firescreen bulkheads that form main fire zones must have distribution systems arranged so that fire in a main fire zone does not interfere with essential services in another main fire zone.

(2) Main and emergency feeders passing through a main fire zone must be separated vertically and horizontally as much as practicable.

(a) Wire must be in an enclosure.

(b) Wire must be component insulated.

(c) Wire, other than in switchboards, must meet the requirements in sections 19.6.4 and 19.8 of IEEE Std 45; MIL-W-76D; MIL-W-16878F; UL 44; UL 83; or equivalent standard.

(d) Switchboard wire must meet subpart 111.30 of this part.

(e) Wire must be of the copper stranded type.

(a) Construction and testing. Each flexible cord and cable must meet the requirements in section 19.6.1 of IEEE Std 45, article 400 of the NEC, NEMA WC 3, NEMA WC 8, or UL 62.

(b) Application. A flexible cord must be used:

(1) Only as allowed under Sections 400-7 and 400-8 of the National Electrical Code; and

(2) In accordance with Table 400-4 of the National Electrical Code.

(c) Allowable current-carrying capacity. A flexible cord must not carry more current than allowed under Table 400-5 of the National Electrical Code, NEMA WC 3 or NEMA WC 8.

(d) Conductor size. Each flexible cord must be No. 18 AWG (0.82 mm2) or larger.

(e) Splices. Each flexible cord and cable must be without splices or taps except for a cord or cable No. 12 AWG (3.3 mm2) or larger spliced for repairs in accordance with § 111.60-19.

(f) Pull at joints and terminals. Each flexible cord and cable must be connected to a device or fitting by a knot, tape, or special fitting so that tension is not transmitted to joints or terminal screws.

(a) A cable must not be spliced in a hazardous location, except in intrinsically safe systems.

(b) Each cable splice must be made in accordance with section 20.11 of IEEE Std 45.

All electric power and lighting cable and associated equipment must be checked for proper insulation resistance to ground and between conductors. The insulation resistance must not be less than that in section 46.2.1 of IEEE Std 45.

(a) Metal-clad (Type MC) cable permitted on board a vessel must be continuous corrugated metal-clad cable.

(b) The cable must—

(1) Have a corrugated gas-tight, vapor-tight, and watertight sheath of aluminum or other suitable metal that is close-fitting around the conductors and fillers and that has an overall jacket of an impervious PVC or thermoset material; and

(2) Be certified or listed by an independent laboratory as meeting the requirements of UL 1569.

(c) The cable is not allowed in areas or applications exposed to high vibration, festooning, repeated flexing, excessive movement, or twisting, such as in engine rooms, on elevators, or in the area of drill floors, draw works, shakers, and mud pits.

(d) The cable must be installed in accordance with article 334 of the NEC. The ampacity values found in table A6 of IEEE Std 45 may not be used.

(e) The side wall pressure on the cable must not exceed 1,000 pounds per foot of radius.

(f) Equipment grounding conductors in the cable must be sized in accordance with article 250-95 of the NEC. System grounding conductors must be of a cross-sectional area not less than that of the normal current carrying conductors of the cable. The metal sheath must be grounded but must not be used as a required grounding conductor.

(g) On an offshore floating drilling and production facility, the cable may be used as interconnect cable between production modules and between fixed distribution panels within the production modules, except that interconnection between production and temporary drilling packages is prohibited. Also, the cable may be used within columns, provided that the columns are not subject to the conditions described in paragraph (c) of this section.

(h) When the cable is used within a hazardous (classified) location, terminations or fittings must be listed, and must be appropriate, for the particular Type MC cable used and for the environment in which they are installed.

(a) Each motor circuit, controller, and protection must meet the requirements of ABS Rules for Building and Classing Steel Vessels, sections 4/5A5.13, 4/5B2.13, 4/5B2.15, and 4/5C4; ABS Rules for Building and Classing Mobile Offshore Drilling Units, sections 4/3.87 through 4/3.94 and 4/3.115.6; or IEC 92-301, as appropriate, except the following circuits:

(1) Each steering gear motor circuit and protection must meet part 58, subpart 58.25, of this chapter.

(2) Each propulsion motor circuit and protection must meet subpart 111.35 of this part.

(b) In ungrounded three-phase alternating current systems, only two motor-running protective devices (overload coil or heater type relay within the motor and controller) need be used in any two ungrounded conductors, except when a wye-delta or a delta-wye transformer is used.

(c) The motor disconnecting means must be an externally operable switch or circuit breaker.

(a) General. The enclosure for each motor controller or motor control center must meet NEMA No. ICS 2 and NEMA No. 2.3 1983 or meet Table 5 of IEC 92-201, as appropriate, for the location where it is installed. In addition, each enclosure in a hazardous location must meet subpart 111.105 of this part. NEMA No. 2.4 provides guidance on the differences between NEMA and IEC devices for motor service.

(b) Low-voltage release. Each motor controller for a fire pump, elevator, steering gear, or auxiliary that is vital to the vessel's propulsion system, except a motor controller for a vital propulsion auxiliary which can be restarted from a central control station, must have low-voltage release if automatic restart after a voltage failure or its resumption to operation is not hazardous. If automatic restart is hazardous, the motor controller must have low-voltage protection. Motor controllers for other motors must not have low-voltage release unless the starting current and the short-time sustained current of the additional low-voltage release load is within the capacity of one ship's service generator. Automatic sequential starting of low-voltage release controllers is acceptable to meet this paragraph.

(c) Low-voltage protection. Each motor controller must have low-voltage protection, except for the following motor controllers:

(1) A motor controller that has low-voltage release under paragraph (b) of this section.

(2) A motor controller for a motor of less than 2 horsepower (1.5 kW).

(d) Identification of controllers. (1) Each motor controller and motor control center must be marked externally with the following information:

(i) Manufacturer's name or identification.

(ii) Voltage.

(iii) Number of phases.

(iv) Current.

(v) kW (Horsepower).

(vi) Identification of motor being controlled.

(vii) Current rating of trip setting.

(2) Each controller must be provided with heat durable and permanent elementary wiring/schematic diagrams of the controller located on the door interior.

(a) If an enclosure for a motor, master switch, or other equipment has an electric heater inside the enclosure that is energized from a separate circuit, the heater circuit must be disconnected from its source of potential by a disconnect device independent of the enclosure containing the heater. The heater disconnecting device must be adjacent to the equipment disconnecting device. A fixed sign, warning the operator to open both devices, must be on the enclosure of the equipment disconnect device, except as in paragraph (b) of this section.

(b) If the location of the enclosure for a motor, master switch, or other equipment for deck machinery is remote from the motor and controller disconnect device, a sign must be fixed to the enclosure if the disconnect arrangement required by paragraph (a) of this section is not used. The sign must warn the operator of the presence of two sources of potential within the enclosure and show the location of the heater circuit disconnect device.

(c) Electric heaters installed within motor controllers and energized from a separate circuit must be disconnected in the same manner as required by paragraph (a) of this section or by § 111.70-7(d).

(a) Overcurrent protection. A conductor of a control, interlock, or indicator circuit of a motor controller must be protected against overcurrent unless:

(1) The conductor is wholly within the controller enclosure;

(2) The rating or setting of the branch circuit overcurrent device is not more than 300 percent of the current-carrying capacity of the control, interlock, or indicator circuit conductor;

(3) There is an overcurrent device in each side of the line that has a rating or setting of not more than 300 percent of the current-carrying capacity of the control, electrical interlock, or indicator circuit conductor, except if under operating conditions there is no appreciable difference in potential between the external conductors, overcurrent protection need only be at the supply of that side of the line; or

(4) The opening of the control, interlock, or indicator circuit creates a hazard.

(b) Accidental ground. The controller must be designed to prevent an accidental ground in a remote control circuit from causing the stop switches to fail to operate or causing the motor to start.

(c) Source of potential. The potential for a control, interlock, or indicator circuit must be derived from the load side of the motor and controller disconnect device, except if the control functions require circuits that must be common to two or more controllers, the switching arrangement in paragraph (d) of this section must be met.

(d) Switching. In the design of a control, interlock, or indicator circuit, all practicable steps must be taken to eliminate all but one source of power in an enclosure. If the control functions make it impracticable to energize a control interlock or indicator circuit from the load side of a motor and controller disconnect device and the voltage of the control, interlock, or indicator circuit is more than 24 volts, there must be one of the following alternative methods of switching:

(1) Each conductor of a control, interlock, or indicator circuit must be disconnected from all sources of potential by a disconnect device independent of the motor and controller disconnect device. The two independent devices must be adjacent to each other, and a fixed sign, warning the operator to open both devices to disconnect completely the motor and controller, must be on the exterior of the door of the main disconnect device.

(2) Each conductor of a control, interlock, or indicator circuit must be disconnected from all sources of power by a disconnect device actuated by the opening of the controller door, or the power must first be disconnected to allow opening of the door. The disconnect device and its connections, including each terminal block for terminating the vessel's wiring, must have no electrically uninsulated or unshielded surface. When this type of disconnect device is used for vital auxiliary circuits, a nameplate must be affixed to the vital auxiliary motor controller door that warns that opening the door will trip a vital auxiliary off-line.

(a) Passenger vessels. On a passenger vessel with fire bulkheads forming main vertical and horizontal fire zones, the lighting distribution system, including low location egress lighting where installed, must be arranged so that, to the maximum extent possible, a fire in any main vertical and horizontal fire zone does not interfere with the lighting in any other fire zone. This requirement is met if main and emergency feeders passing through any zone are separated both vertically and horizontally as widely as practicable.

(b) Machinery spaces. Lighting for enginerooms, boilerrooms, and auxiliary machinery spaces must be supplied from two or more feeders. One of these feeders must be a ship's service feeder.

(a) Loads. A lighting distribution panel must not supply branch circuits rated at over 30 amperes.

(b) Connected load. The connected load on a lighting branch circuit must not be more than 80 percent of the rating of the overcurrent protective device, computed on the basis of the fixture ratings and in accordance with IEEE Std 45, section 21.6.

(c) Lighting fixtures on lighting circuits. Each lighting fixture must be on a lighting branch circuit.

(d) Overcurrent protection. Each lighting branch circuit must be protected by an overcurrent device rated at 20 amperes or less, except as allowed under paragraph (e) of this section.

(e) 25 or 30 ampere lighting branch circuits. Lighting branch circuits rated at 25 and 30 amperes supplying only fixed nonswitched lighting fixtures for cargo hold or deck lighting having only lampholders of the mogul type, or other lampholding devices required for lamps of more than 300 watts, may be supplied by a 30 ampere branch circuit wired with at least No. 10 AWG (5.3 mm2) conductors if each fixture wire used in wiring each lighting fixture is No. 12 AWG (3.3 mm2) or larger.

(a) Lights in passageways, public spaces, and berthing compartments. The supply to lights in each passageway, public space, or berthing compartment accommodating more than 25 persons must be divided between two or more branch circuits, one of which may be an emergency branch circuit.

(b) Lights in machinery spaces. Alternate groups of lights in an engineroom, boilerroom, or auxiliary machinery space must be arranged so that the failure of one branch circuit does not leave an area without light.

(c) Illumination of passenger and crew spaces. (1) Each space used by passengers or crew must be fitted with lighting that provides for a safe habitable and working environment under normal conditions.

(2) Sufficient illumination must be provided by the emergency lighting source under emergency conditions to effect damage control procedures and to provide for safe egress from each space.

(d) Berth lights. Each crew berth must have a fixed berth light that is not wired with a flexible cord. The berth light must have minimum horizontal projection so that the light may not be covered with bedding.

(e) Exit lights. Each exit light required on passenger vessels under § 112.15-1 of this subchapter must have the word “Exit” in red block letters at least 2 inches (50 mm) high.

(f) Pilot ladders. There must be a means for lighting each station from which a pilot may be deployed.

(a) During preparation, launching, and recovery, each survival craft and rescue boat, its launching appliance, and the area of water into which it is to be launched or recovered must be adequately illuminated by lighting supplied from the emergency power source.

(b) The arrangement of circuits must be such that the lighting for adjacent launching stations for survival craft or rescue boats is supplied by different branch circuits.

Each navigation light system must meet the following:

(a) Feeders. On vessels required to have a final emergency power source by § 112.05-5(a) of this chapter, each navigation light panel must be supplied by a feeder from the emergency switchboard (see § 112.43-13). The feeder must be protected by overcurrent devices rated or set at a value of at least twice that of the navigation light panel main fuses.

(b) Navigation light indicator panel. Each self-propelled vessel must have a navigation light indicator panel in the navigating bridge to control side, masthead, and stern lights. The panel must visually and audibly signal the failure of each of these navigation lights. Each light source must be connected to a separate fused branch circuit. The panel must have a fused feeder disconnect switch, and the fuses must have at least twice the rating of the largest branch circuit fuse and must be greater than the maximum panel load.

(c) Dual light sources. Each self-propelled vessel must have duplicate light sources for the side, masthead, and stern lights.

(d) Navigation lights. Each navigation light must meet the following:

(1) Meet the technical details of the applicable navigation rules.

(2) Be certified by an independent laboratory to the requirements of UL 1104 or an equivalent standard under § 110.20-1 of this chapter. Portable battery powered lights need meet only the requirements of the standard applicable to those lights.

(3) Be labeled with a label stating the following:

(i) “MEETS _____.” (Insert the identification name or number of the standard under paragraph (d)(2) of this section to which the light was type-tested.)

(ii) “TESTED BY _____.” (Insert the name or registered certification mark of the independent laboratory that tested the fixture to the standard under paragraph (d)(2) of this section).

(iii) Manufacturer's name.

(iv) Model number.

(v) Visibility of the light in nautical miles.

(vi) Date on which the fixture was type-tested.

(vii) Identification of bulb used in the compliance test.

(4) If it is a flashing light, have its intensity determined by the formula:

(e) Installation of navigation lights. Each navigation light must:

(1) Be installed so that its location and its angle of visibility meet the applicable navigation rules;

(2) Except as permitted by the applicable navigation rules, be arranged so that light from a navigation light is not obstructed by any part of; the vessel's structure or rigging;

(3) Be wired by a short length of heavy-duty, flexible cable to a watertight receptacle outlet next to the light or, for permanently mounted fixtures, by direct run of fixed cable; and

(4) If it is a double-lens, two-lamp type, have each lamp connected to its branch circuit conductors either by an individual flexible cable and watertight receptacle plug or, for permanently mounted fixtures, by an individual direct run of fixed cable.

Each self-propelled vessel over 150 gross tons when engaged on an international voyage must have on board an efficient daylight signaling lamp that may not be solely dependent upon the vessel's main source of electrical power and that meets the following:

(a) The axial luminous intensity of the beam must be at least 60,000 candelas.

(b) The luminous intensity of the beam in every direction within an angle of 0.7 degrees from the axial must be at least 50 percent of the axial luminous intensity.

(a) The construction of each lighting fixture for a non-hazardous location must meet—

(1) UL 595, until May 3, 1999;

(2) UL 1570, UL 1571, or UL 1572, as applicable, including marine supplement; or

(3) IEC 92-306.

(b) Each fixture globe, lens, or diffuser must have a high strength guard or be made of high strength material, except in an accommodation space, navigating bridge, gyro room, radio room, galley, or similar space where it is not subject to damage.

(c) No fixture may be used as a connection box for a circuit other than the branch circuit supplying the fixture.

(d) Lighting fixtures must be installed as follows:

(1) Each fixture in the weather or in a location exposed to splashing water must be watertight. Each fixture in a damp or wet location must at least be dripproof.

(2) Each fixture and lampholder must be fixed. A fixture must not be supported by the screw shell of a lampholder.

(3) Each pendent-type fixture must be suspended by and supplied through a threaded, rigid conduit stem.

(4) Each tablelamp, desklamp, floorlamp, and similar equipment must be secured in place so that it cannot be displaced by the roll or pitch of the vessel.

(e) Non-emergency and decorative interior lighting fixtures in environmentally-protected, non-hazardous locations need only meet the applicable UL type-fixture standards in UL 1570 through 1574 (and either the general section of the marine supplement or the general section of UL 595), UL 595, or IEC 92-306. These fixtures must have vibration clamps on fluorescent tubes longer than 102 cm (40 inches), secure mounting of glassware, and rigid mounting.

If a circuit supplies only one appliance or device, the rating or setting of the branch circuit overcurrent device must not be more than 150 percent of the rating of the appliance or device, or 15 amperes, whichever is greater.

All electrical appliances, including, but not limited to, cooking equipment, dishwashers, refrigerators, and refrigerated drinking water coolers, must meet UL safety and construction standards or equivalent standards under § 110.20-1 of this chapter. Also, this equipment must be suitably installed for the location and service intended.

(a) There must be a sufficient number of receptacle outlets in the crew accommodations for an adequate level of habitability.

(b) There must be a sufficient number of receptacle outlets throughout the machinery space so that any location can be reached by a portable power cord having a length not greater than 24 meters (75 feet).

(c) Each receptacle outlet must be compatible with the voltage and current of the circuit in which it is installed.

(d) Each receptacle outlet must be suitable for the environment in which it is installed and constructed to the appropriate NEMA or IEC protection standard as referenced in § 111.01-9. Special attention must be given to outlets in hazardous locations.

(e) A receptacle outlet must not have any exposed live parts with the plug opening uncovered.

(a) If it is necessary to transmit current in one direction between two receptacle outlets by a flexible cable with a plug on each end, such as a battery charging lead between a receptacle outlet on a ship and a receptacle outlet in a lifeboat, the plug that may be energized when not in the receptacle outlet must be female.

(b) If a receptacle outlet may be used as a source of power and as a receiver of power, such as the receptacles on barges that may have to supply power to adjoining barges in some makeup and receive power from the towboat or adjoining barge in other makeups, the receptacles must be male and reverse service. Plugs of flexible cable must be female and must be at both ends of the flexible lead. The female plug must meet § 111.79-7.

Each receptacle outlet on a lifeboat for connection to a vessel's electrical system must allow the plug to pull free when the lifeboat is lowered.

If receptacle outlets on a vessel are supplied by different voltages (e.g., 110 volts and 220 volts) or by different types of power (e.g., AC and DC), each receptacle outlet must preclude the plugging of a portable device into a receptacle outlet of an incompatible voltage or type of power.

Receptacles for refrigerated containers must meet one of the following:

(a) Each receptacle for refrigerated containers must have a switch interlocked in such a way that the receptacle's contacts are deenergized before the making or breaking of the connection between the plug and receptacle contacts.

(b) Each group of receptacles for refrigerated containers must have:

(1) A switch near the receptacles that disconnects all power to those receptacles; and

(2) A sign stating that the switch should be opened before cables are disconnected from the receptacles or refrigerated containers.

(c) Each receptacle for refrigerated containers must be designed for circuit breaking service.

(a) The requirements of this subpart apply to each outlet box used with a lighting fixture, wiring device, or similar item, including each separately installed connection and junction box.

(b) An outlet box must be at each outlet, switch, receptacle, or junction point.

(c) Each outlet or junction box must have a cover unless a fixture canopy, switch cover, receptacle cover, or other cover is used.

(d) Each outlet box and junction box installation must meet article 370 of the NEC, UL 50, UL 514 series, or IEC Series 92 Publications (e.g., IEC 92-306), as appropriate.

(e) Each outlet or junction box must be securely attached to its mounting and be affixed so as to maintain its designated degree of protection.

(f) Each outlet and junction box must be suitable for the environment in which it is installed and be constructed to the appropriate NEMA or IEC standard.

Each cable entering a box or fitting must be protected from abrasion and must meet the following:

(a) Each opening through which a conductor enters must be closed.

(b) Cable armor must be secured to the box or fitting.

(c) Each cable entrance in a damp or wet location must be made watertight by a terminal or stuffing tube.

Each oil immersion heater must have the following:

(a) An operating thermostat.

(b) Heating elements that have no electrical contact with the oil.

(c) A high temperature limiting device that:

(1) Opens all conductors to the heater;

(2) Is manually reset; and

(3) Actuates at a temperature below the flashpoint of the oil.

(d) Either—

(1) A low-fluid-level device that opens all conductors to the heater if the operating level drops below the manufacturer's recommended minimum safe level; or

(2) A flow device that opens all conductors to the heater if there is inadequate flow.

This subpart applies to electrically energized units or panels for heating a room or compartment. This subpart does not apply to electrically energized units for heating the air in an enclosed apparatus, such as a motor or controller.

(a) Each electric heater must meet UL safety and construction standards or equivalent standards under § 110.20-1 of this chapter.

(b) Each heater element must be an enclosed type. The heater element case or jacket must be of a corrosion-resistant material.

(c) Each heater must have a thermal cutout of the manually-reset type that prevents overheating and must have a thermal regulating switch.

(d) Each heater for bulkhead mounting must have its top slanted or otherwise designed to prevent hanging anything on the heater. If a heater is portable, it must have a clip or bracket to hold the heater in a fixed position.

(e) The external temperature of a heater enclosing case must not be over 125 degrees C, except that the external temperature of the enclosing case of a flush-mounted heater must not be over 100 degrees C. If a heater is mounted on or next to a deck or bulkhead, the heater must not cause the temperature of the nearest deck or bulkhead to be over 55 degrees C. For test purposes, an ambient temperature of 25 degrees C must be used.

Each electric power, control, and interlock circuit of an elevator or dumbwaiter must meet ANSI/ASME A17.1 and A17.1A.

(a) The electric installation of each electric power-operated boat winch must meet the requirements in this subpart, except that limit switches must be adapted to the installation if there are no gravity davits.

(b) The provisions of this subpart supplement the requirements for boat winches in other parts of this chapter under which vessels are certificated and in subchapter Q, Equipment approvals.

(a) Each electrical component (e.g., enclosure, motor controller, or motor) must be constructed to the appropriate NEMA or IEC degree of protection requirement for the service and environment in which it is installed.

(b) Each main line emergency disconnect switch, if accessible to an unauthorized person, must have a means to lock the switch in the open-circuit position with a padlock or its equivalent. The switch must not lock in the closed-circuit position.

(a) If the motor controller of a boat winch power unit is next to the winch, the main line emergency switch must disconnect all parts of the boat winch power unit, including the motor controller and limit switches, from all sources of potential. Other power circuit switches must be connected in series with the main line emergency switch and must be ahead of the motor controller. The main line emergency switch must be the motor and controller disconnect required by Subpart 111.70 and must have a horsepower rating of at least that of the winch motor.

(b) If the motor controller of a boat winch power unit is remote from the winch, there must be a switch at the controller that can disconnect the entire winch electric installation from all sources of potential. The switch must be in series with and on the supply side of the main line emergency switch.

(c) Each davit arm limit switch, whether connected in the power circuit or in the control circuit, must disconnect all ungrounded conductors of the circuit controlled.

(d) If one motor is used with two winches, there must be a main line emergency switch, a clutch interlock switch, and a master switch for each winch, except that a single main line emergency switch located as required by paragraph (e) of this section may be used for both winches. The main line emergency switches must be connected, in series, ahead of the motor controller. The master switches must be connected in parallel and each, in series, with the corresponding clutch interlock switch for that winch. Each clutch interlock switch must open the circuit to its master switch, except when the power unit is clutched to the associated winch. There must be a means to prevent the power unit from being clutched to both winches simultaneously.

(e) The main line emergency disconnect switch must be adjacent to the master switch, within reach of the winch operator, accessible to the person in charge of the boat stowage, and for gravity davit installations, in a position from which the movement of boat davit arms can be observed as they approach the final stowed position.

This subpart applies to electric power-operated watertight door systems required under Subpart H of Part 170 of this chapter.

Each watertight door operating system must meet Subpart H, § 170.270 of this chapter.

(a) Each electric motor-driven door operating system must have the same source of power as the emergency lighting and power system.

(b) The temporary emergency power source and the final emergency power source must each be capable of operating all doors simultaneously or sequentially as allowed by § 170.270(c) of this chapter.

(c) The power supply for each hydraulically operated watertight door system that uses a hydraulic system common to more than one watertight door must be an accumulator tank with enough capacity to open all doors once and to close all doors two times and be supplied by one or more motor-driven hydraulic pumps that can operate from the final source of the emergency lighting and power system.

(d) The motor-driven hydraulic pumps must automatically maintain the accumulator tank pressure within the design limits, be above the uppermost continuous deck, and be controlled from above the uppermost continuous deck.

(e) The accumulator tank capacity required in paragraph (c) of this section must be available when the accumulator tank pressure is at the automatic pump “cut-in” pressure.

(f) The source of power for each hydraulically operated watertight door system using an independent hydraulic system for each door operator must meet paragraphs (a) and (b) of this section.

(g) The power supply for other types of watertight door operators must be accepted by the Commandant.

(a) Each distribution panelboard for a watertight door system must be above the uppermost continuous deck and must have means for locking.

(b) Each feeder supplying a watertight door operating system must be above the uppermost continuous deck.

(c) Each watertight door operating system must have a separate branch circuit.

Overcurrent devices must be arranged to isolate a fault with as little disruption of the system as possible. The relationship between the load and the rating or setting of overcurrent devices must meet the following:

(a) The rating or setting of each feeder overcurrent device must be not less than 200 percent of its maximum load.

(b) The rating or setting of a branch circuit overcurrent device must be not more than 25 percent of that of the feeder overcurrent device.

This subpart applies to fire door holding and release systems, if fitted.

As used in this subpart—

Central control panel means a manually-operated device on the navigating bridge or in the fire control room for releasing one or more fire doors.

Fire door means a door that is in a fire boundary, such as a stairway enclosure or main vertical zone bulkhead, that is not usually kept closed.

Fire door holding magnet means an electromagnet for holding a fire door open.

Local control panel means a manually-operated device next to a fire door for releasing the door so that the fire door self-closing mechanism may close the door.

Fire door release systems, if installed, must meet SOLAS 74, regulation II-2/30.4.3.

Each power ventilation system must have:

(a) A control to stop the ventilation that is:

(1) Outside the space ventilated; and

(2) Grouped with the controls for every power ventilation system to which this section is applicable; and

(b) In addition to the control required by paragraph (a), a stop control that is:

(1) As far as practicable from the control required by paragraph (a) and grouped with the controls for every power ventilation system to which this section is applicable; or

(2) The circuit breakers for ventilation grouped on the main switchboard and marked, “In Case of Fire Trip to Stop Ventilation.”

(a) Each machinery space ventilation system must have two controls to stop the ventilation, one of which may be the supply circuit breaker.

(b) The controls required in paragraph (a) of this section must be grouped so that they are operable from two positions, one of which must be outside the machinery space.

Each ventilation stop station must:

(a) Be protected by an enclosure with a glass-paneled door on the front;

(b) Be marked, “In Case of Fire Break Glass and Operate Switch to Stop Ventilation;”

(c) Have the “stop” position of the switch clearly identified;

(d) Have a nameplate that identifies the system controlled; and

(e) Be arranged so that damage to the switch or cable automatically stops the equipment controlled.

(a) Each forced draft fan, induced draft fan, blower of an inert gas system, fuel oil transfer pump, fuel oil unit, fuel oil service pump, and any other fuel oil pumps must have a stop control that is outside of the space containing the pump or fan.

(b) Each stop control must meet § 111.103-7.

(a) For the purpose of this subpart, an industrial system is a system that—

(1) Is not a ship's service load, as defined in § 111.10-1;

(2) Is used only for the industrial function of the vessel;

(3) Is not connected to the emergency power source; and

(4) Does not have specific requirements addressed elsewhere in this subchapter.

(b) An industrial system that meets the applicable requirements of the NEC must meet only the following:

(1) The switchgear standards in part 110, subpart 110.10, of this chapter.

(2) Part 110, subpart 110.25, of this chapter—Plan Submittal.

(3) Subpart 111.01 of this part—General.

(4) Subpart 111.05 of this part—Equipment Ground, Ground Detection, and Grounded Systems.

(5) Sections 111.12-1(b) and 111.12-1(c)—Prime movers.

(6) Subpart 111.105 of this part—Hazardous Locations.

(c) Cables that penetrate a watertight or fire boundary deck or bulkhead must—

(1) Be installed in accordance with § 111.60-5 and meet the flammability test requirements of IEEE Std 1202, section 18.13.5 of IEEE Std 45, or IEC 332-3, Category A; or

(2) Be specialty cable installed in accordance with § 111.60-2.

The purpose of this subpart is to define types of emergency lighting and power systems.

A manual emergency lighting and power system is one in which a single manual operation, such as the manual operation of a switch from an “off” to an “on” position, is necessary to cause the emergency power source to supply power to the emergency loads.

An automatic emergency lighting and power system is one in which a reduction in potential from the ship's service power and lighting plant causes the emergency power source to supply power to the emergency loads.

A temporary emergency power source is one of limited capacity that carries, for a short time, selected emergency loads while an emergency power source of larger capacity is being started.

A final emergency power source is one that functions after the temporary emergency power source is disconnected.

(a) The purpose of this part is to ensure a dependable, independent, and dedicated emergency power source with sufficient capacity to supply those services that are necessary for the safety of the passengers, crew, and other persons in an emergency and those additional loads that may be authorized under paragraph (c) of this section.

(b) No load may be powered from an emergency power source, except:

(1) A load required by this part to be powered from the emergency power source;

(2) A bus-tie to the main switchboard that meets § 112.05-3; and

(3) Emergency loads that may be necessary to maintain or restore the propulsion plant, such as control systems, controllable pitch propellers, hydraulic pumps, control air compressors, and machinery necessary for dead-ship start-up.

(c) Other loads may be authorized by the Commanding Officer, Marine Safety Center (MSC), to be connected to the emergency source of power to provide an increased level of safety in recognition of a unique vessel mission or configuration. When these loads are authorized, the emergency power source must—

(1) Be sized to supply these loads using a unity (1.0) service factor; or

(2) Be provided with automatic load shedding that removes these loads and operates before the emergency generator trips due to overload. The automatic load shedding circuit breakers must be manually reset.

(a) The emergency power source must meet table 112.05-5(a) and have the capacity to supply all loads that are simultaneously connected to it, except a load on a bus-tie to the main switchboard or non-required loads that are connected in accordance with § 112.05-1(c).

(b) The emergency power source must be independent of the ship's service lighting and powerplant and propulsion plant, except for the compressed air starting means allowed in § 112.50-7(c)(3)(i). A stop control for an emergency generator must be only in the space that has the emergency generator, except a remote mechanical reach rod is permitted for the fuel oil shut-off valve to an independent fuel oil tank located in the space.

(c) The complete emergency installation must function at full rated power when the vessel is upright or inclined to the maximum angle of heel that results from the assumed damage defined in 33 CFR part 155 or in subchapter S of this chapter for the specific vessel type or 22.5 degrees, whichever is greater; when the trim of the ship is 10 degrees, either in the fore or aft direction, or is in any combination of angles within those limits.

(d) The emergency power source, its associated transforming equipment, and the emergency switchboard must be located aft of the collision bulkhead, outside of the machinery casing, and above the uppermost continuous deck. Each compartment containing this equipment must be readily accessible from the open deck and must not contain machinery not associated with, or equipment not in support of, the normal operation of the emergency power source. Equipment in support of the normal operation of the emergency power source includes, but is not limited to, ventilation fans, CO2 bottles, space heaters, and internal communication devices, such as sound powered phones.

(e) No compartment that has an emergency power source or its vital components may adjoin a Category A machinery space or those spaces containing the main source of electrical power and its vital components.

(f) Except for a cable for connecting equipment in the engineroom or boilerroom, no cable supplied from the emergency switchboard may penetrate the boundaries of the engineroom, boilerroom, uptakes, or casings of these spaces. These cables must be kept clear of the bulkheads and decks forming these boundaries. No emergency circuit in an engineroom or a boilerroom may supply equipment in any other space.

(g) The emergency switchboard must be as near as practicable to the emergency power source but not in the same space as a battery emergency power source.

(h) If the emergency power source is a generator, the emergency switchboard must be in the same space as the emergency power source.

(i) The prime mover of an emergency generator must be either a diesel engine or a gas turbine.

On vessels required by § 112.05-5(a) to have a temporary emergency power source, the following emergency lighting and power loads must be arranged so that they can be energized from the temporary emergency power source:

(a) Navigation lights.

(b) Enough lights throughout machinery spaces to allow essential operations and observations under emergency conditions and to allow restoration of service.

(c) Lighting, including low location lighting if installed, for passageways, stairways, and escape trunks in passenger quarters, crew quarters, public spaces, machinery spaces, damage control lockers, emergency equipment lockers, and work spaces sufficient to allow passengers and crew to find their way to open decks and to survival craft, muster stations, and embarkation stations with all watertight doors and fire doors closed.

(d) Illuminated signs with the word “EXIT” in red letters throughout a passenger vessel so the direction of escape to the open deck is obvious from any portion of the vessel usually accessible to the passengers or crew, except machinery spaces, and except stores and similar spaces where the crew are not normally employed. There must be sufficient signs so that the direction of escape is obvious, with all fire doors in stairway enclosures and main vertical zone bulkheads closed and all watertight doors closed. For the purpose of this paragraph, an individual stateroom or other similar small room is not required to have a sign, but the direction of escape must be obvious to a person emerging from the room.

(e) Illumination to allow safe operation of each power operated watertight door.

(f) At least one light in each space where a person may be maintaining, repairing, or operating equipment, stowing or drawing stores or equipment, or transiting, such as public spaces, work spaces, machinery spaces, workshops, galleys, emergency fire pumprooms, bow thruster rooms, storage areas for paint, rope, and other stores, underdeck passageways in cargo areas, steering gear rooms, windlass rooms, normally accessible duct keels with valve operators, cargo handling rooms, and holds of roll-on/roll-off vessels.

(g) Lighting for survival craft launching, including muster stations, embarkation stations, the survival craft, its launching appliances and the area of the water where it is to be launched.

(h) Electric communication systems that are necessary under temporary emergency conditions and that do not have an independent storage battery source of power.

(i) Each power operated watertight door system.

(j) All shipwide communications systems necessary for the transmittal of information during an emergency.

(k) Each fire door holding and release system.

(l) Supply to motor generator or other conversion equipment if a temporary emergency power source of alternating current is necessary for essential communication systems or emergency equipment.

(m) Each daylight signaling light.

(n) Each smoke detector system.

(o) Each electrically controlled or powered ship's whistle.

(p) Each fire detection system; and gas detection system if installed.

(q) All lighting relative to helicopter operations and landing if installed, unless provided for by another source of power (such as independent batteries separately charged by solar cells).

(r) Each general emergency alarm system required by SOLAS 74.

On vessels required to have a final emergency power source by § 112.05-5(a) of this chapter, the following emergency lighting and power loads must be arranged so that they can be energized from the final emergency power source:

(a) Each load under § 112.15-1.

(b) The machinery, controls, and alarms for each passenger elevator.

(c) Each charging panel for:

(1) Temporary emergency batteries;

(2) Starting batteries for diesel engines or gas turbines that drive emergency generators; and

(3) General alarm batteries.

(d) One of the bilge pumps, if the emergency power source is its source of power to meet Part 56 of this chapter.

(e) One of the fire pumps, if the emergency power source is its source of power to meet the requirements of the subchapter under which the vessel is certificated.

(f) Each sprinkler system, water spray extinguishing system, or foam system pump.

(g) If necessary, the lube oil pump for each propulsion turbine and reduction gear, propulsion diesel reduction gear, and ship's service generator turbine which needs external lubrication.

(h) Each rudder angle indicator.

(i) Each radio or global maritime distress and safety system (GMDSS) component.

(j) Each radio direction finder, loran, radar, gyrocompass, depth sounder, global positioning system (GPS), satellite navigation system (SATNAV), speed log, rate-of-turn indicator and propeller pitch indicator.

(k) Each steering gear feeder, if required by part 58, subpart 58.25, of this chapter.

(l) Each general emergency alarm flashing light required by § 113.25-10 of this chapter.

(m) Each electric blow-out-preventer control system.

(n) Any permanently installed diving equipment that is dependent upon the vessel's or drilling unit's power.

(o) Each emergency generator starting compressor, as allowed by § 112.50-7(c)(3)(ii).

(p) Each steering gear failure alarm required by part 113, subpart 113.43, of this chapter.

(q) The ballast control system on each column-stabilized mobile offshore drilling unit.

(r) Each vital system automation load required by part 62 of this chapter.

(s) Motor-operated valves for each cargo oil and fuel oil system, if the emergency power source is the source of power to meet § 56.60(d) of this chapter.

(t) Each ship's stabilizer wing, unless a separate source of emergency power is supplied.

(u) Each indicator that shows the position of the stabilizer wings, if the emergency power source is its emergency source of power.

(v) Each smoke extraction fan (not including smoke detector sampling) and CO2 exhaust fan for spaces.

If there is no temporary emergency power source, the loads under § 112.15-1 must be arranged so that they can be energized from the final emergency power source.

This subpart contains requirements applicable to emergency power installations having both a temporary and a final emergency power source.

(a) The normal source for emergency loads must be the ship's service generating plant.

(b) The power from the ship's service generating plant for the emergency loads must be supplied to the emergency switchboard through automatic transfer switches.

(a) If there is a reduction of potential of the normal source by 15 to 40 percent, the loads under § 112.15-1 must be automatically supplied from the temporary emergency power source.

(b) For systems in which a reduction of frequency of the normal source or final emergency power source adversely affects the emergency system and emergency loads, there must be means to transfer the loads under § 112.15-1 to the temporary emergency power source upon a reduction in the frequency of the normal source or final emergency power source.

Simultaneously with the operation of the transfer means under § 112.20-5, the diesel engine or gas turbine driving the final emergency power source must start automatically with no load on the final emergency power source.

(a) When the potential of the final emergency power source reaches 85 to 95 percent of normal value, the emergency loads under § 112.15-5 must transfer automatically to the final emergency power source and, on a passenger vessel, this transfer must be accomplished in no more than 45 seconds after failure of the normal source of power.

(b) When the potential from the normal source has been restored, the emergency loads must be manually or automatically transferred to the normal source, and the final emergency power source must be manually or automatically stopped.

(c) If the potential of the final emergency power source is less than 75 to 85 percent of normal value while supplying the emergency loads, the temporary emergency loads under § 112.15-1 must transfer automatically to the temporary emergency power source.

This subpart contains requirements applicable to emergency power installations having an automatic starting diesel engine or gas turbine driven emergency power source as the sole emergency power source.

(a) The normal source for emergency loads must be the ship's service generating plant.

(b) The power from the ship's service generating plant for the emergency loads must be supplied to the emergency switchboard by an automatic transfer switch located at the emergency switchboard.

If there is a reduction of potential of the normal source by 15 to 40 percent, the diesel engine or gas turbine driving the final emergency power source must start automatically with no load on the emergency power source.

This subpart contains requirements applicable to emergency power installations having an automatically connected storage battery as the sole emergency power source.

(a) The normal source for emergency loads must be the ship's service generating plant.

(b) The power from the ship's service generating plant for the emergency loads must be supplied to the emergency loads through automatic transfer switches.

If there is a reduction of potential of the normal source by 15 to 40 percent, the emergency loads under § 112.15-5 must transfer automatically from the normal source to the emergency power source.

When the potential from the normal source is restored to 85 to 95 percent of its normal value, the emergency loads must transfer automatically to the normal source.

This subpart contains requirements applicable to emergency power installations having a manually controlled storage battery, diesel engine, or gas turbine driven generator as the sole emergency power source.

The normal source for emergency loads must be the ship's service generating plant.

Manually started emergency lighting and power systems must be activated by one manual operation, such as the manual operation of a switch from an “off” to an “on” position, to cause the emergency system to supply its connected loads.

The activating means must be in the navigating bridge or in a location where the means can be controlled by the chief engineer.

Each temporary source of emergency power required by Table 112.05-5(a) must consist of a storage battery of sufficient capacity to supply the temporary emergency loads for not less than one-half hour.

Installations requiring alternating current for the operation of communication equipment or other apparatus essential under temporary emergency conditions must be provided with the necessary conversion equipment. If the conversion equipment operates both under normal conditions and under temporary emergency conditions, the conversion equipment must be provided in duplicate.

An emergency lighting system must not have a switch, except:

(a) In a distribution panel;

(b) As required in § 112.43-7; or

(c) In a circuit that serves a hazardous space such as a paint room or cargo handling room if the switch is located outside of the hazardous location.

On an island type vessel, such as a containership, emergency lights for illumination of survival craft launching operations must be controlled from a central location within the island nearest the launching operations or from the navigating bridge.

(a) Except as allowed in paragraph (b) of this section, the following emergency lights must be supplied from a distribution panel on the navigating bridge:

(1) Navigation lights not supplied by the navigation light indicator panel.

(2) Lights for survival craft launching operations under § 111.75-16, except as allowed in § 112.43-5.

(3) Signaling lights.

(4) Emergency lights:

(i) On open decks;

(ii) On the navigating bridge;

(iii) In the chartroom;

(iv) In the fire control room; and

(v) For navigation equipment.

(b) On a mobile offshore drilling unit, the distribution panel required in paragraph (a) of this section must be in the control room.

(c) Each distribution panel required in paragraphs (a) and (b) of this section must have a fused switch or circuit breaker for each branch circuit.

Each signaling light must be supplied by a branch circuit that supplies no other equipment.

Each navigation light indicator panel must be supplied:

(a) Directly from the emergency switchboard; or

(b) Be a through feed, without switch or overcurrent protection, from the feeder supply the navigating bridge emergency lighting panel.

For a vessel with fire bulkheads forming fire zones, at least one emergency lighting feeder must supply only the emergency lights between two adjacent main vertical fire zone bulkheads. The emergency lighting feeder must be separated as widely as practicable from any general lighting feeder supplying the same space.

There must be visible indicators in the machinery space to show;

(a) When an emergency battery is discharging; and

(b) When the automatically controlled emergency power source is supplying the emergency loads.

(a) The prime mover of a generator set must have:

(1) All accessories necessary for operation and protection of the prime mover; and

(2) A self-contained cooling system of a size that ensures continuous operation with 100 degrees F (37 degrees C) air.

(b) The fuel used must have a flashpoint of not less than 110 degrees F (43 degrees C).

(c) The room that has the generator set must have intake and exhaust ducts to supply adequate cooling air.

(d) The generator set must be capable of carrying its full rated load within 45 seconds after cranking is started with the intake air, room ambient temperature, and starting equipment at O°C. The generator's prime mover must not have a starting aid to meet this requirement, except that a thermostatically-controlled electric water-jacket heater connected to the final emergency bus is permitted.

(e) The generator set must start by hydraulic, compressed air, or electrical means.

(f) The generator set must maintain proper lubrication when inclined to the angles specified in § 112.05-5(c), and must be arranged so that it does not spill oil under a vessel roll of 30 degrees to each side of the vertical.

(g) The generator set must shut down automatically upon loss of lubricating oil pressure, overspeed, or operation of a fixed fire extinguishing system in the emergency generator room (see § 111.12-1(b) for detailed overspeed trip requirements).

(h) If the prime mover is a diesel engine, there must be an audible alarm that sounds on low oil pressure and high cooling water temperature.

(i) If the prime mover is a gas turbine, it must meet the shutdown and alarm requirements in § 58.10-15(f) of this chapter.

(j) An independent fuel supply must be provided for the prime mover.

(k) Each emergency generator that is arranged to be automatically started must be equipped with a starting device with an energy-storage capability of at least six consecutive starts. A second, separate source of starting energy may provide three of the required six starts. If a second source is provided, the system need only provide three consecutive starts.

A hydraulic starting system must meet the following:

(a) The hydraulic starting system must be a self-contained system that provides the cranking torque and engine starting RPM recommended by the engine manufacturer. The hydraulic starting system must be capable of six consecutive starts, unless a second, separate source of starting energy capable of three consecutive starts is provided. A second, separate source of starting energy may provide three of the required six starts. If a second source is provided, the hydraulic system need only provide three consecutive starts.

(b) The stored hydraulic pressure must be automatically maintained within the predetermined pressure limits.

(c) The means of automatically maintaining the hydraulic system within the predetermined pressure limits must be electrically energized from the final emergency bus.

(d) There must be a means to manually recharge the hydraulic system.

(e) Charging of the hydraulic starting system must not cause insufficient hydraulic pressure for engine starting.

An electric starting system must have a starting battery with sufficient capacity for at least six consecutive starts. A second, separate source of starting energy may provide three of the required six starts. If a second source is provided, the electrical starting system need only provide three consecutive starts.

A compressed air starting system must meet the following:

(a) The starting, charging, and energy storing devices must be in the emergency generator room, except for the main or auxiliary air compressors addressed in paragraph (c)(3)(i) of this section.

(b) The compressed air starting system must provide the cranking torque and engine starting RPM recommended by the engine manufacturer.

(c) The compressed air starting system must have an air receiver that meets the following:

(1) Has a capacity for at least six consecutive starts. A second, separate source of starting energy may provide three of the required consecutive starts. If a second source is provided, the compressed air starting system need only provide three consecutive starts.

(2) Supplies no other system.

(3) Is supplied from one of the following:

(i) The main or auxiliary compressed air receivers with a nonreturn valve in the emergency generator room and a handcranked, diesel-powered air compressor for recharging the air receiver.

(ii) An electrically driven air compressor that is automatically operated and is powered from the emergency power source. If this compressor supplies other auxiliaries, there must be a non-return valve at the inlet of the starting air receiver and there must be a handcranked, diesel-powered air compressor for recharging the air receiver.

Each storage battery installation must meet Subpart 111.15 of this chapter.

When supplying emergency lighting loads, the storage battery initial voltage must not exceed the standard system voltage by more than 5 percent.

(a) A storage battery for an emergency lighting and power system must have the capacity—

(1) To close all watertight doors two times;

(2) To open all watertight doors once; and

(3) To carry the remaining emergency loads continuously for the time prescribed in § 112.05-5(a), table 112.05-5(a).

(b) At the end of the time specified in paragraph (a) of this section, the potential of the storage battery must be at least 88 percent of the standard voltage.

If approved equipment is required in this part, that equipment must be specifically approved by the Commandant.

Communication, alarm system, control, and monitoring equipment must meet the environmental tests of—

(a) Table 4/11.1 of ABS Rules for Building and Classing Steel Vessels or the applicable ENV category of Lloyd's Register Type approval System—Test Specification No. 1; and

(b) IEC 533 as appropriate.

Each alarm annunciator, fire detector, test station, manual station, and vibrating bell must be approved under Subpart 161.002 of this chapter and meet the requirements of this subpart.

Cable runs between the fire alarm annunciator and fire detecting or fire alarm zones must be as direct as practicable and, where practicable, must not be in staterooms, lockers, or other enclosed spaces in order to reduce the risk of damage by a localized fire or other cause.

A conductor must not be used as a common return from more than one zone.

Each connection box must be constructed in accordance with NEMA 250 Type 4 or 4X or IEC IP 56 requirements.

(a) General. There must be at least two sources of power for the electrical equipment of each fire detecting and alarm system. The normal source must be the main power source. The other source must be the emergency power source or an automatically charged battery. If the other source is an automatically charged battery, the charger must be supplied from the final emergency power source. Upon loss of power to the system from the normal source, the system must be automatically supplied from the other source.

(b) Batteries. Each battery used in a fire detecting and alarm system must meet Subpart 111.15 of this chapter.

(c) Capacity of power supply branch circuit. The capacity of each branch circuit providing power to a fire detection or alarm system must not be less than 125 percent of the maximum load.

Each sprinkler alarm system, including annunciator, power supply, alarm switches, and bells, must meet Subpart 76.25 of this chapter.

Each connection box and each switch enclosure in an automatic sprinkler system must be constructed in accordance with NEMA 250 Type 4 or 4X or IEC IP 56 requirements.

(a) This subpart, except §§ 113.25-25 and 113.25-30, applies to each manned vessel of over 100 gross tons, except barges, scows, and similar vessels.

(b) Section 113.25-25 applies to each manned ocean and coastwise barge of over 100 gross tons if the crew is divided into watches for the purpose of steering.

(c) Section 113.25-30 applies to each barge of 300 or more gross tons that has sleeping accommodations for more than six persons.

Each vessel must have a general emergency alarm system that meets the requirements of this subpart.

(a) Passenger vessels and cargo and miscellaneous vessels. Each passenger vessel, cargo vessel, and miscellaneous vessel must have a manually operated contact maker for the general emergency alarm system:

(1) In the navigating bridge; and

(2) At the feeder distribution panel if the general alarm power supply is not in or next to the navigating bridge.

(b) Tank vessels. Each tank vessel must have a manually operated contact maker for the general emergency alarm system:

(1) In the navigating bridge;

(2) At the deck officers' quarters farthest from the engineroom;

(3) in the engineroom;

(4) At the location of the emergency means of stopping cargo transfer required under 33 CFR 155.780; and

(5) At the feeder distribution panel if the general alarm power supply is not in or next to the navigating bridge.

(c) Mobile offshore drilling units. Each mobile offshore drilling unit must have a manually operated contact maker for the general emergency alarm system:

(1) In the main control room;

(2) At the drilling console;

(3) At the feeder distribution panel;

(4) In the navigating bridge, if a navigating bridge is installed; and

(5) In a routinely occupied space that is as far as practicable from all other contact makers.

(d) Additional contact maker. A vessel must not have more than one other contact maker that operates the general emergency alarm system in addition to those required under paragraph (a), (b), or (c) of this section unless the installation of other contact makers has been accepted by the Commandant.

(e) Special system. If a vessel has an emergency squad when operating, has a manual fire alarm system, or is an ocean-going passenger vessel, it must have:

(1) An independent manually operated contact maker in the navigating bridge that is connected to operate only the general emergency alarm signal in crew's quarters and machinery spaces; or

(2) A separate alarm system that sounds in the crew's quarters and machinery spaces.

(a) The power supply for the general emergency alarm system must meet the requirements of SOLAS 74, regulations III-6.4.2 and III/50.

(b) The emergency power source for the general emergency alarm system must meet the requirements of SOLAS 74, regulation II-1/42 or II-1/43, as applicable.

(a) If the general emergency alarm system is the only load supplied by the general emergency alarm system battery or batteries, the battery or batteries must have an enclosed fused switch or circuit breaker that has a means of locking. The fused switched or circuit breaker must be outside of, and next to, the battery room or battery locker, and the capacity of the fuses or circuit breaker must be at least 200 percent of the connected load.

(b) If the general emergency alarm system is supplied from an emergency or interior communication switchboard, or if duplicate general alarm batteries supply other loads as allowed under § 113.25-6(e)(2), there must be a fused switch or circuit breaker supplying the general emergency alarm system that has a means of locking.

(a) Each system must have a feeder distribution panel to divide the system into the necessary number of zone, feeders, except where, because of the arrangement of the vessel, only one zone feeder is necessary; then a branch circuit distribution panel or feeder distribution panel must be used.

(b) The feeder distribution panel must have overcurrent protection for each zone feeder, but there must be no disconnect switches.

(c) The feeder distribution panel must be in an enclosed space next to the general alarm power supply.

(d) Each system must have at least one feeder for each vertical fire zone that has general emergency alarm signal.

(e) Each system must have one or more branch circuit distribution panels for each zone feeder, with at least one fused branch circuit for each deck level. The distribution panel must be above the uppermost continuous deck, in the zone served, and there must be no disconnect switches for the branch circuits.

(f) A branch circuit must not supply emergency alarm signal on more than one deck level, except for a single branch circuit supplying all levels of a single space containing more than one deck level if all other requirements of this section are met.

(g) On a vessel not divided into fire zones by main vertical fire bulkheads, the general emergency alarm system must be arranged into vertical service zones not more than 40 meters (131 feet) long, and there must be a general alarm feeder for each of these zones that has general emergency alarm signal.

(h) General alarm feeders and branch circuit cables must be in passageways and must not be in staterooms, lockers, galleys, machinery spaces, or other enclosed spaces, unless it is necessary to supply general emergency alarm signal in those spaces.

General emergency alarm signal must:

(a) Be located in passenger and crew quarters areas where they can alert persons in spaces where those persons may be maintaining, repairing, or operating equipment, stowing or drawing stores or equipment, or transiting, such as public spaces, work spaces, machinery spaces, workshops, galleys, emergency firepump room, bow thruster rooms, storage areas for paint, rope, and other stores, underdeck passageways in cargo areas, steering gear rooms, windless rooms, holds of roll-on/roll-off vessels, and, except those that are accessible only through bolted manhole covers, duct keels with valve operators; and

(b) Be audible in the spaces identified in paragraph (a) of this section with all normally closed doors and accesses closed; and

(c) Be installed in cabins without loudspeaker installation. Other audible devices, such as electronic alarm transducers, are permitted.

(a) In a space described in § 113.25-9(a), where the general emergency alarm signal cannot be heard over the background noise, there must be a red-flashing light or rotating beacon, in addition to the general emergency alarm signal, that:

(1) Has sufficient intensity above the background lighting that would alert personnel in the space;

(2) Is activated whenever the general emergency alarm signal in the space are activated; and

(3) Is supplied by the general emergency alarm system power supply or the vessel emergency power source through a relay that is operated by the general emergency alarm system.

(b) A red-flashing light or rotating beacon must be installed so that it is visible in the cargo pump rooms of vessels that carry combustible liquid cargoes. The installation must be in accordance with the requirements of part 111, subpart 111.105, of this chapter.

Each contact maker must—

(a) Have normally open contacts and be constructed in accordance with NEMA 250 Type 4 or 4X or IEC IP 56 requirements;

(b) Have a switch handle that can be maintained in the “on” position;

(c) Have the “off” and “on” positions of the operating handle permanently marked; and

(d) Have an inductive load rating not less than the connected load or, on large vessels, have auxiliary devices to interrupt the load current.

(a) Each general emergency alarm signal must be an electrically-operated bell, klaxon, or other warning device capable of producing a signal or tone distinct from any other audible signal on the vessel.

(b) Electronic devices used to produce the general emergency alarm signal must meet the requirements of subpart 113.50 of this part.

(c) The minimum sound pressure levels for the emergency alarm tone in interior and exterior spaces must be 80 dB(A) and at least 10 dB(A) above ambient noise levels existing during normal equipment operation with the vessel underway in moderate weather.

Each cable entrance to an emergency alarm signal or distribution fitting must be made watertight by a terminal or stuffing tube.

Each distribution panel must:

(a) Be watertight;

(b) Need a tool to be opened.

(a) Each fuse in a general emergency alarm system must meet the requirements of part 111, subpart 111.53, of this chapter.

(b) Each overcurrent protection device must cause as wide a differential as possible between the rating of the branch circuit overcurrent protection device and that of the feeder overcurrent protection device.

(c) The capacity of the feeder overcurrent device must be as near practicable to 200 percent of the load supplied. The capacity of a branch circuit overcurrent device must not be higher than 50 percent of the capacity of the feeder overcurrent device.

(a) Each general emergency alarm system fused switch and distribution panel must have a fixed nameplate on the outside of its cover that has a description of its function. The rating of fuses must also be shown on the outside of the cover of a fused switch.

(b) Each general alarm contact maker must be marked “GENERAL ALARM” in red letters on a corrosion-resistant plate or on a sign.

(c) A contact maker that operates only the general emergency alarm signal in crew quarters, machinery spaces, and work spaces must be marked “CREW ALARM” by the method described in paragraph (b) of this section.

(d) Each general emergency alarm signal must be marked “GENERAL ALARM—WHEN EMERGENCY ALARM SIGNAL RINGS GO TO YOUR STATION” in red letters at least 1/2 inch high.

(e) Each general emergency alarm system distribution panel must have a directory attached to the inside of its cover giving the designation of each circuit, the area supplied by each circuit, and the rating of each circuit fuse.

A manned ocean or coastwise barge of more than 100 gross tons, if it is one that operates with the crew divided into watches for steering the vessel, must have an emergency alarm signal installation. The system must:

(a) Have an automatically charged battery as the power source;

(b) Have a manually operated contact maker at the steering station and in the crew accommodation area; and

(c) Must meet the requirements of § 113.25.7 and §§ 113.25-9 through 113.25-20 of this subpart.

The general emergency alarm system for a barge of 300 or more gross tons with sleeping accommodations for more than six persons must meet the requirements of Subpart 113.25, except as follows:

(a) The number and location of contact makers must be determined by the design, service, and operation of the barge.

(b) If a distribution panel cannot be above the uppermost continuous deck because of the design of the barge and is installed below the deck, it must be as near the deck as practicable.

Each self-propelled ocean, Great Lakes, or coastwise vessel must have a manually-operated engineers' assistance-needed alarm that is:

(a) Operated from:

(1) The engine control room, if the vessel has an engine control room; or

(2) The maneuvering platform, if the vessel has no engine control room;

(b) Audible in the engineers' accommodation spaces; and

(c) Powered from the general alarm power source.

This subpart applies to each self-propelled vessel.

(a) An emergency means of communication required by this subpart must—

(1) Be comprised of either fixed or portable equipment; and

(2) Provide common talking means of two-way voice communication and calling among the navigating bridge, emergency control stations, muster stations, embarkation stations, and other strategic positions listed in § 113.30-5.

(b) The means of communication and calling must be a sound-powered telephone or other reliable voice communication method and must be independent of the vessel's electrical system.

(a) Communication. Each vessel must have a means of communication among the following:

(1) Navigating bridge.

(2) Steering gear room, if outside the engineroom.

(3) Alternative steering station if outside of the steering gear room.

(4) Engine control room, if the vessel has an engine control room.

(5) Maneuvering platform, if the vessel has no engine control room.

(6) Control room, if the vessel is a mobile offshore drilling unit.

(7) The engineering officers' accommodations, if the vessel is an automated, self-propelled vessel under § 62.50-20(f) of this chapter.

(b) Gyrocompass. Each vessel that has a master gyrocompass that is not in or next to the navigating bridge must have a means of communication between the master gyrocompass and the navigating bridge repeater compass.

(c) Radar. Each vessel that has a radar plan position indicator that is not in or next to the navigating bridge must have a means of communication between the navigating bridge and the radar plan position indicator.

(d) Emergency lockers. If the emergency equipment lockers or spaces used by the emergency squad are not next to the navigating bridge or, on a mobile offshore drilling unit, next to the control room, there must be a means of communication between the navigating bridge or control room and the emergency equipment lockers or spaces.

(e) Radio and radio direction finder. Communication to the radio and radio direction finder must meet the following requirements:

(1) Each vessel that has a radio installation must have a means of communication between the radio room, the navigating bridge, or, if the vessel is a mobile offshore drilling unit, the control room, and any other place from which the vessel may be navigated under normal conditions, other than a place that is only for emergency functions, a place that is only for docking or maneuvering, or a place that is for navigating the vessel in close quarters. A location that has the apparatus that is necessary to steer the vessel, give engine orders, and control the whistle, is a place from which the vessel may be navigated.

(2) If the operating position of the emergency radio installation is not in the compartment normally used for operating the main radio installation, there must be means of communication between the emergency radio room, the navigating bridge, or, if the vessel is a mobile offshore drilling unit, the control room, and any other place from which the vessel may be navigated under normal conditions; other than a place that is only for emergency functions, a place that is only for docking or maneuvering, or a place that is for navigating the vessel in close quarters.

(3) Each vessel equipped with radio direction-finding apparatus that is not in or next to the navigating bridge must have a means of communication between the navigating bridge and the direction-finding apparatus.

(4) The communication system required by this paragraph must be independent of all other systems on the vessel. The location of the termination of these systems is subject to approval by the Federal Communication Commission.

(f) Fire or smoke detecting systems. Each vessel equipped with a fire or smoke detecting system, if control units are not in the navigating bridge, must have means of communication between the navigating bridge and the stations where the control units are located.

(g) Lookout. Each vessel must have a means of communication between the navigating bridge and the bow or forward lookout station unless direct voice communication is possible.

(h) Engineroom local control station. Each self-propelled vessel equipped with control from the navigating bridge must have a means of communication between the local station for the control of the speed or direction of thrust of the propulsion machinery and the engine control room, unless an engine order telegraph is installed in accordance with § 113.35-3. Each communication station at a local control station must—

(1) Be on a circuit separate from any other station required by this section; and

(2) Provide the capability of reliable voice communication when the vessel is underway.

(i) Mobile offshore drilling units. Each non-self-propelled mobile offshore drilling unit must have a means of communication among the control room, drill floor, machinery space, and silicon controlled rectifier (SCR) room (if installed). Each column-stabilized mobile offshore drilling unit must have a means of communication between the ballast control room and the spaces that contain the ballast pumps and valves.

(a) The communications stations listed in § 113.30-5(a) through (d), (f), (g), and (i) and other communications stations for the operation of the vessel, such as the captain's and chief engineer's offices and staterooms, emergency power room, carbon dioxide (or other extinguishing agent) control room, and firepump room, must not be on the same circuit as communications stations installed to meet the requirements of §§ 113.30-5(e) and 113.30-5(h).

(b) If a communications station is in the weather and on the same circuit as other required stations, there must be a cut-out switch on the navigating bridge that can isolate this station from the rest of the stations, unless the system possesses other effective means of station isolation during a fault condition.

(c) Jack boxes or headsets must not be on a communications system that includes any station required by this subpart, except for a station installed to meet §§ 113.30-5(h) or 113.30-25(d).

(a) Each sound-powered telephone station must include a permanently-wired handset with a push-to-talk button and a hanger for the handset, except those stations detailed in paragraph (d) of this section. The hanger must be constructed so that it holds the handset away from the bulkhead and so that the handset will not be dislodged by the motion of the vessel.

(b) Each voice communication station device in the weather must be in a proper enclosure as required in § 111.01-9 of this chapter. The audible signal device must be outside the station enclosure.

(c) Each station in a navigating bridge or a machinery space must be in an enclosure meeting at least NEMA 250 Type 2 or IEC IP 22 requirements.

(d) In a noisy location, such as an engine room, there must be a booth or other equipment to permit reliable voice communication during vessel operation.

(e) In a location where the voice communication station audible signal device cannot be heard throughout the space, there must be an additional audible signal device or visual device, such as a light, which is energized from the final emergency bus.

(f) If two or more voice communication stations are near each other, there must be a means that indicates the station called.

(g) Each voice communication talking circuit must be electrically independent of each calling circuit. A short circuit, open circuit, or ground on either side of a calling circuit must not affect a talking circuit. Circuits must be insulated from ground.

(h) Each connection box must meet at least NEMA 250 Type 4 or 4X or IEC IP 56 requirements.

(i) Voice communication cables must run as close to the fore and aft centerline of the vessel as practicable. The cable must not run through high fire-risk spaces, such as machinery rooms and galleys, unless it is technically impractical to route them otherwise or they are required to serve circuits in the high-risk area. Cable running through or into these high-risk areas must meet the requirements of EC 331.

As used in this subpart:

(a) Indicator means an instrument in the engine room to receive and acknowledge engine orders; and

(b) Transmitter means an instrument to send engine orders to the engineroom and receive acknowledgement from the engineroom.

(a) Each self-propelled vessel, except as provided in paragraph (d) of this section, must have an electric or mechanical engine order telegraph system from the navigating bridge to the engineroom.

(b) On a vessel with more than one propulsion engine, each engine must have this system.

(c) On a double-ended vessel that has two navigating bridges, this system must be between the engineroom and each navigating bridge.

(d) If a small vessel has no engine order telegraph system between the navigating bridge and the engineroom, the propulsion plant must be controlled entirely from the navigating bridge, with no means of normal engine control from the engineroom.

(e) On vessels equipped with pilothouse control, each local control station in the engineroom must have an indicator if:

(1) Manual operation from the local control station is an alternative means of control; and

(2) The local control station is not immediately adjacent to the engineroom control station; and

(3) Reliable voice communication and calling that meets the requirements of § 113.30-5(h) is not provided.

(f) Engine order telegraph and remote propulsion control systems must be electrically separate and independent, except that a single mechanical operator control device with separate transmitters and connections for each system may be used.

(a) Each electric engine order telegraph system must have transmitters and indicators that are electrically connected to each other.

(b) Each engineroom indicator must be capable of acknowledgment of orders.

(c) There must be an audible signal at each instrument. The signal at both locations must sound continuously when the transmitter and the indicator do not show the same order.

(d) Each telegraph instrument must meet the protection requirements of § 111.01-9 of this chapter.

(e) Each system must have an alarm which—

(1) Automatically sounds and visually signals a loss of power to the system;

(2) Is on the navigating bridge; and

(3) Has a means to reduce the audible signal from 100 percent to not less than 50 percent.

(a) Where two or more transmitters, located on or on top of, or on the wings of, the navigating bridge operate a common indicator in the engineroom, the transmitters must:

(1) Operate in synchronism as required in paragraph (b) of this section; or

(2) Operate under the control of a transmitter transfer control in accordance with paragraph (c) of this section.

(b) All transmitter handles and pointers must operate in synchronism. Where the transmitters are mechanically interlocked to effect synchronous operation, the requirements of § 113.35-13 must be met.

(c) Except for a transmitter in an unattended navigating bridge on a double-ended vessel, each transmitter must operate under the control of a transmitter transfer control so that movement of any one transmitter handle automatically connects that transmitter electrically to the engineroom indicator and simultaneously disconnects electrically all other transmitters. The reply pointers of all transmitters must operate in synchronism at all times.

(d) On a double-ended vessel that has two navigating bridges, a manually operated transfer switch which will disconnect the system in the unattended navigating bridge must be provided.

(a) Each mechanical engine order telegraph system must consist of transmitters and indicators mechanically connected to each other, as by means of chains and wires.

(b) Each transmitter and each indicator must have an audible signal device to indicate, in the case of an indicator, the receipt of an order, and in the case of a transmitter, the acknowledgment of an order. The audible signal device must not be dependent upon any source of power for operation other than that of the movement of the transmitter or indicator handle.

If more than one transmitter operates a common indicator in the engineroom, all the transmitters must be mechanically interlocked and operate in synchronism. A failure of the transmission wire or chain at any transmitter must not interrupt or disable any other transmitter.

If a mechanical engine order telegraph system is installed on any vessel to provide the communication required by this subpart, the length of cables or other mechanical limitations must not prevent the efficient operation of the system.

Each vessel with navigating bridge throttle control must have a positive mechanical stop on each telegraph transmitter that prevents movement to the “Navigating Bridge Control” position without positive action by the operator.

This subpart applies to all self-propelled vessels.

(a) A vessel equipped with fixed pitch propellers must have on the navigating bridge and at the engineroom control station a propeller speed and direction indicator for each shaft.

(b) A vessel equipped with controllable pitch propellers must have on the navigating bridge and at the engineroom control station a propeller speed and pitch position indicator for each shaft.

(a) Each indicator must be independent of the propulsion control system. A failure of the propulsion control system must not affect the operation of the indicators.

(b) Each electric component or its enclosure must meet NEMA 250 Type 4 or 4X or IEC IP 56 requirements.

This subpart applies to self-propelled vessels.

(a) Each rudder angle indicator system must have a transmitter at the rudder head that is actuated by movement of the rudder with the angular movements of the rudder transmitted to a remote indicator or indicators. This system must be independent of all other systems and not receive power or signal from the steering gear control, autopilot, or dynamic positioning systems. However, the indicator may be physically located on a control console, such as an integrated bridge system, if it is readily visible by the helmsman at the steering stand.

(b) Each electric component or its enclosure must meet NEMA 250 Type 4 or 4X or IEC IP 56 requirements.

This subpart applies to each vessel of 1600 gross tons and over that has power driven main or auxiliary steering gear.

(a) Each vessel must have a steering failure alarm system that actuates an audible and visible alarm in the pilothouse when the actual position of the rudder differs by more than 5 degrees from the rudder position ordered by the followup control systems, required by part 58, subpart 58.25, of this chapter, for more than:

(1) 30 seconds for ordered rudder position changes of 70 degrees;

(2) 6.5 seconds for ordered rudder position changes of 5 degrees; and

(3) The time period calculated by the following formula for ordered rudder positions changes between 5 degrees and 70 degrees:

(b) The alarm system must be separate from, and independent of, each steering gear control system, except for input received from the steering wheel shaft.

Each steering failure alarm system must be supplied by a circuit that:

(a) Is independent of other steering gear system and steering alarm circuits;

(b) Is fed from the final emergency power source through the emergency distribution panel in the wheelhouse, if installed; and

(c) Has no overcurrent protection except short-circuit protection by an instantaneous fuse or circuit breaker rated or set at 400 to 500 percent of:

(1) The current-carrying capacity of the smallest alarm system interconnecting conductors; or

(2) The normal load of the system.

(a) Each refrigerated space that is accessible to the vessel's personnel and that can be locked from the outside so that it cannot be opened from the inside, must have an audible alarm system that can be operated from within the refrigerated space.

(b) The alarm activator must be in the refrigerated space at its exit.

(c) The audible signal must sound at a manned location.

(d) If there is a common audible signal for more than one lockable refrigerated space, there must be an annunciator for locating the space from which the signal was initiated.

Each whistle operator must meet section 37.19 of IEEE Standard No. 45.