name the listing appears is not the actual manufacturer. Such extinguishers are private brand label extinguishers as described in 3-5-30B.

3-5-30B. Private Brand Label Fire Extinguishers, Identification Symbols

3-5-30B(1). Private brand label fire extinguishers are those bearing a name plate label of one company, whereas the actual manufacturer is another company. Such extinguishers ordinarily are identical to a basic extinguisher already approved in the name of the actual

manufacturer. However, private brand label extinguishers are issued an approval only following examination of detailed drawings and tests of sample extinguishers.

3-5-30B (2). Some private brand label extinguishers bear the name of the actual manufacturer in addition to the name of the firm which distributes it. For example, Approval No. 162.007/11/0, issued to the Belknap Hardware & Manufacturing Co., for their "Hartford 5-H" 2-gallon soda-acid type extinguisher, was issued on the basis that the name plate shall show the additional marking "Manufactured by Pyrene Manufacturing Co."

3-5-30B(3). Other private brand label extinguishers bear a symbol to indicate the actual manufacturer. This symbol consists of the first two or three letters of the key word in the name of the actual manufacturer, the letters being enclosed in a rectangle. For example, Approval No. 162.007/15/0 issued to the Berkshire Mill Supply Co., for their "Ideal" 2gal. soda-acid type extinguisher, was issued on the basis that the name plate shall show the additional marking of the_symbol "PY" in a rectangle, thus: PY, which is the symbol for the Pyrene Manufacturing Co.

3-5-30C. Metallic Name Plates

Only fire extinguishers fitted with metallic name plates are approved for use on merchant vessels and motorboats. Pasted-on type paper or decalcomania labels are not permitted. The "Alrauh" process of utilizing a portion of the metal shell itself as the name plate has recently been accepted for certain extinguishers manufactured by the AmericanLaFrance-Foamite Corporation. These extinguishers are sold either under their own name or under private brand labels identified by the symbol "AM" in a rectangle. This is a special process whereby the enamel instruction panel marking is applied by the silk-screen method to a specially prepared panel on the surface of the brass or siliconbronze shell of the extinguisher. After extensive tests this type of name plate has been found acceptable in lieu of a separate metallic name plate affixed to the shell.

3-5-35. FIRE-FIGHTING EQUIPMENT ENTERED ON CERTIFICATES OF INSPECTION

In order to have uniformity in the listing of fire-fighting equipment carried on board a vessel, the certificate of inspection shall show only the fire-fighting equipment, such as fire hose, fire extinguishers, etc., required by law, rules, and regulations. The listing of excess equipment which may be carried by a vessel shall not be done. This listing of excess equipment means the vessel could not sail unless such equipment were carried, even though the equipment actually on board is considerably in exof that required. However, any fire-fighting equipment on board a vessel in excess of that required must, however, be of approved type and duly tested at annual inspections.

cess

3-5-40. FIRE MAIN CUT-OUT VALVES

The regulations provide that fire main cut-out valves shall be sealed open except

when closed to prevent freezing. The regulations permitting cut-out valves and drains in the fire main were originally intended to preclude the possibility of freezing in that part of the fire main system located on weather decks. In nonfreezing weather the cut-out valves were supposed to be kept open for the efficient use of the fire main system in event of emergency. With the advent of dual purpose ships, i.e., ships built for easy conversion to military use, the trend has been towards the use of cut-out valves to isolate or cross connect different sections of the fire main installations. Therefore, a means for identifying quickly that fire main cut-out valves are maintained in an open position has become necessary. The reasoning behind the use of the word "sealed" in the regulations was that a seal could be easily broken without the use of a key, ax, or chisel. It is felt the use of a seal will bring to the attention of the person closing the valve that this valve is normally intended to remain open. In addition, it is easy to spot check whether or not valves are open or have been closed. The sealing of these valves in an open position is a function of the vessel's operators. It is not intended that the valves will be sealed in an open position by a marine inspector. Therefore, all marine inspectors shall accept seals or locks and chains provided by the vessel's operators in obtaining the results intended by 46 CFR 76.10-10 (e) and 95.10-10 (e).

3-5-45. SPRINKLING SYSTEMS

Many instances have been found where the maintenance of the sprinkling systems on board vessels has been below the required standard established by applicable laws, rules, and regulations. The reports of deficiencies for various vessels show failures in every item connected with sprinkling systems. Electrical fittings were found corroded and shorted. Mechanical items were found

frozen and deteriorated. Piping was found corroded, completely plugged (including the pump suction line in one case), fractured and air-bound for lack of purge valves. Sprinkler heads were found plugged. On small or so-called excursion types of vessels the tests and examinations of the sprinkling systems shall be made during the annual inspection. On large vessels operating on fixed schedules the tests and inspections of sprinkling systems may be spread out over the 12-month period under conditions and schedules established by the OCMI and the vessel's management. All automatic features of each zone of a sprinkling system, whether employing wet or dry pipe systems, shall be tested and examined in order to insure efficient operation. Each zone of a sprinkling system shall be thoroughly flushed out with fresh water for a sufficient period of time to properly clear the system of scale and sediment. The flushing discharge shall be through drain valves, test vents, or openings from which sprinkler heads have been removed. As many of these drain openings shall be provided shall insure a complete cleaning of the entire system. The dry pipe and manually operated sprinkling system shall be thoroughly drained after tests have been completed. Scheduled checks for accumulated water in the dry systems should be made after the vessel is again put in operation. Regardless of the type of sprinkling system, a sufficient number of sprinkler heads shall be removed for examination of both the head and piping, with particular emphasis on dropped heads and low branch lines. The conditions found by this examination will determine to what extent additional removals should be made. After checking and examining the heads, the sprinkling systems should be reassembled, inspected, and checked to assure the satisfactory operational readiness of the sprinkling sys

tem.

3-6-1. GENERAL

3-6-1A. General Responsibility for Enforcement

The Coast Guard is responsible for the general enforcement of the Load Line Regulations (46 CFR, Parts 43 to 46, inclusive). The enforcement of the Load Line Regulations is under the general supervision of the district commanders, and the collectors of customs will function as agents of the Coast Guard.

3-6-1B. Responsibility of Collectors of Customs

The customs officers under the collector of customs will inspect vessels departing on foreign voyages for the purpose of enforcing the Load Line Acts by ascertaining before clearance is granted whether or not the vessel is in possession of a valid load line certificate, if the vessel has proper load line marks, and complies with other requirements. Material and equipment necessary in carrying out these functions will be furnished upon request from the collector of customs. Additional material and equipment which may be required and are not available shall be requisitioned by the district commanders from the Commandant.

3-6-1C. Responsibility of District Com'manders

The inspection of vessels departing on coastwise voyages for the purpose of enforcing the Load Line Acts is a function of the district commander.

3-6-1D. Inspections

In cases where a shortage of personnel does not permit a load line inspection to

be made of every vessel subject to such inspection, spot-check inspections shall be made insofar as available personnel permits, so as to provide the most effective enforcement practicable.

3-6-1E. Cooperation

Although specific responsibility for the performance of load line inspections shall rest as designated in 3-6-1B and 3-6-1C, full cooperation should be maintained between the collectors of customs and the district commanders so as to provide the most efficient and complete inspection possible.

3-6-1F. Detention of Vessels

Every effort shall be made to prevent the unnecessary detention of a vessel. Detention should be employed only in cases where the vessel appears either manifestly overloaded or otherwise manifestly unseaworthy.

3-6-1G. Vessels not subject to Coastwise Load Line Act, 1935, or regulations issued thereunder

3-6-1G (1) Sheltered waters between United States and Alaska. The Coastwise Load Line Act, 1935 (Aug. 27, 1935, 40 Stat. 888-891, as amended; 46 U.S. C. 88a-881) and the applicable regulations issued thereunder in 46 CFR Parts 43 to 46, inclusive, do not apply to vessels making voyages between ports in Alaska ports in the United States, or vice versa, on sheltered waters as defined in the bilateral treaty between the United States and Canada dated August 11, 1934. This treaty defines "sheltered waters' as follows:

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* ** the waters of Puget Sound, the waters lying between Vancouver Island and the mainland, and east of a line from a point one nautical mile west of the city limits of Port Angeles in the State of Washington to Race Rocks on Vancouver Island, and of a line from Hope Island, British Columbia, to Cape Calvert, Calvert Island, British Columbia, the waters east of a line from Cape Calvert to Duke Point on Duke Island, and the waters north of Duke Island and east of Prince of Wales Island, Baranof Island and Chicagof Island, the waters of Peril, Neva and Olga Straits to Sitka, and the waters east of a line from Port Althrop on Chicagof Island to Cape Spencer, Alaska, are sheltered waters

3-6-5. REFERENCES

3-6-5A. Load Line Statutes

Acts establishing load line requirements for American vessels are as follows:

3-6-5A(1). Foreign trade. The Foreign Trade Load Line Act of March 2, 1929, as amended (46 U. S. C. 85 to 85g), applies to vessels of 150 gross tons or over, loading at or proceeding to sea from a foreign port or any port or place within the United States or its possessions for a foreign voyage by sea except on the Great Lakes and is also applicable to foreign vessels of 150 gross tons and over leaving United States ports.

3-6-5A(2). Coastwise and Great Lakes. The Coastwise Load Line Act of August 27, 1935, as amended (46 U. S. C. 88 to 881), applies to vessels of 150 gross tons or over in the coastwise trade and to vessels of 150 gross tons and over trading on the Great Lakes.

3-6-5B. Load Line Regulations

The Load Line Regulations (46 CFR 43, 44, and 45) are authorized by law and have the force and effect of law. These

regulations establish load lines for the following vessels:

3-6-5B(1). Merchant vessels of 150 gross tons or over when engaged in a foreign voyage by sea.

3-6-5B(2). Merchant vessels of 150 gross tons or over when engaged in a coastwise voyage by sea.

3-6-5B(3). Merchant vessels of 150 gross tons or over when engaged in a voyage on the Great Lakes.

3-6-5C. Subdivision Load Line Regulations

The Load Line Regulations (46 CFR 46) for subdivision of passenger vessels are applicable for placing subdivision load lines on passenger vessels mechanically propelled subject to the International Convention for Safety of Life at Sea, 1948, and for passenger vessels of 150 gross tons or over subject to the Coastwise Load Line Act, 1935, as amended.

3-6-5C(1). Under the International Convention definitions, "A ship is a passenger ship if it carries more than 12 passengers."

3-6-5C(2). Under the Coastwise Load Line Act, 1935, passenger vessels of 150 gross tons or over are such vessels carrying more than 16 passengers in addition to the crew.

3-6-10. DEFINITIONS

3-6-10A. Foreign Voyage

A foreign voyage is a voyage by sea (Great Lakes voyages excepted) made by a vessel departing from a port or place in the (continental) United States, or a possession of the United States, to a port or place in a foreign country or in another possession of the United States, or vice versa. (Sec. 1, Load Line Act of 1929, 46 U. S. C. 85.)

3-6-10B. Coastwise Voyage

For load

line purposes a coastwise voyage is a voyage by sea made by a

vessel in the usual course of her employment from one port or place in the (continental) United States or its possessions to another port or place in the (continental) United States or her (same) possessions, during which the vessel passes outside the line dividing inland waters from the high seas. (These lines are defined in 33 CFR Part 82, and CG169, "Rules to Prevent Collisions of Vessels and Pilot Rules for Certain Inland Waters of the Atlantic and Pacific Coasts and of the Coast of the Gulf of Mexico.") As examples, for the administration of load lines under the Coastwise Load Line Act, as amended (46 U. S. C. 88), an intercoastal voyage is a coastwise voyage; a voyage from San Francisco to Seattle is a coastwise voyage; a voyage solely between the ports in the Hawaiian Islands is a coastwise voyage; while a voyage from San Francisco to Honolulu is an international voyage.

3-6-10C. Great Lakes Voyage

A Great Lakes voyage is a voyage in the Great Lakes made by a vessel in the usual course of her employment between any port or place in the Great Lakes and any other port or place in the Great Lakes. (Vessels of 150 gross tons or over operating on all or any one of the Great Lakes, their bays, sounds, straits, and in their harbors beyond the end of entering rivers are required to be marked with load lines.)

3-6-10D. Special Service Voyage

A special service voyage is a voyage between the ports and in the trades specified in the Special Service Load Line Certificate. Special service load lines and their certificates are not valid for any voyage outside the specified area or trade. Only steam colliers, tugs, barges,

and self-propelled barges on coastwise voyages have "special service" load lines (Sec. 2, Coastwise Load Line Act, 1935 (46 U. S. C. 88a) (46 CFR Part 44)).

3-6-10E. "In the Usual Course of Her Employment"

"In the usual course of her employment'' has reference to vessels that regularly trade by way of the ocean between coastal or inland ports of the United States or between any ports on the Great Lakes. A vessel whose usual employment is on inland waters, as defined in the Pilot Rules, and which occasionally, because of exigencies, crosses the dividing line onto high seas does not necessarily violate the Coastwise Load Line Act (i.e., a harbor tug proceeding to sea for relief of a vessel in distress or a dredge whose operations are confined to a particular port, but which in an emergency is taken to another port). This phrase is, in general, not applicable to the Great Lakes, as its harbors, bays, and sounds (but not rivers) are considered part of the Great Lakes. Any question as to the application of this phrase in a specific case should be

referred to the district commander.

3-6-10F. Applicable Load Lines

The particular load line applicable to the port and season is determined by reference to the Load Line Regulations (Foreign, coastwise, and special service, see 46 CFR 43.40-1 or the Zone Map; Great Lakes, also foreign, coastwise, and special service, see 46 CFR 45.01-75).

3-6-10G. Subdivision Load Lines

Subdivision load lines are load lines, the position of which is determined by consideration of the bulkhead subdivision of the vessel. The enforcement of load line requirements on vessels marked

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