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COMMON MYTHS ABOUT BOATING AND BOAT BUILDING
In every culture there are myths and urban
legends that grow up and get passed on mostly by word of mouth. How they get started is hard to tell. All of the following are statements I have heard people say, or I have seen in print. It always amazes me how seemingly competent people can continue to pass these on. It also amazes me that boat owners don’t take the time to check the Internet or read books to find out the facts. I have even heard marine professionals say these things. Belief: Styrofoam flotation is banned by the Coast Guard. 33 CFR Subpart F - 183.101 -183.335 Flotation Any means can be used to achieve the flotation requirements. The Coast Guard requirement says that if you use foam and the foam is exposed to gasoline, oils or other chemicals that would degrade it, it must be resistant to these substances. Styrofoam is not. However, you can use Styrofoam anywhere it isn’t exposed to these substances, or anywhere if the foam is encased. Foam isn’t even required. It just happens to be the easiest and most convenient solution. Belief: The Coast Guard requires Battery Boxes (or ABYC does) Not true Here is the USCG regulation. 33 CFR 183.420 Sec. 183.420 Batteries. "(a) Each installed battery must not move more than one inch in any direction when a pulling force of 90 pounds or twice the battery weight, whichever is less, is applied through the center of gravity of the battery as follows: <(1) Vertically for a duration of one minute.
(b) Each battery must be installed
so that metallic objects cannot come in contact with the ungrounded
battery terminals.
(c) Each metallic fuel line and fuel
system component within 12 inches and above the horizontal plane of the
battery top surface as installed must be shielded with dielectric
material. (d) Each battery must not be
directly above or below a fuel tank, fuel filter, or fitting in a fuel
line. (e) A vent system or other means
must be provided to permit the discharge from the boat of hydrogen gas
released by the battery. (g) Each battery terminal connector must not depend on spring tension for its mechanical connection to the terminal. Notice, it does not say how the battery should be constrained or how to prevent inadvertent contact by shielding it. A common method is to put the battery in a ventilated box. However, the Coast Guard does not require a box. The battery may be held with a strap or clamps and it can be shielded with boots on the terminals. It can also be in a tray that keeps it from moving and will hold any spillage. Here is the NFPA wording for batteries. It does not say they have to be in a battery box. It allows for other means of compliance.
NFPA
302 says: in 302-7.3
“A vent system or other means shall be provided to allow the discharge
from the boat of hydrogen gas released by the battery. Battery boxes with
a cover that forms a pocket over the battery shall be vented.” “Batteries shall be secured to provide immobilization to the extent
practicable.” “Batteries shall be located in a liquid tight tray or battery box of
adequate capacity to retain normal spillage or boilover of electrolytes.
The tray shall be constructed of or lined with materials resistant to
deterioration by the electrolytes.” “A non conductive, perforated cover or other means shall be provided to
prevent accidental shorting of the ungrounded battery terminals and cell
conductors.”
ABYC says similar things.
Standards for batteries are found in ABYC E-10.
Nowhere does it say they must be in a battery box, and it provides
alternative means to comply.
Obviously the easiest way of meeting these requirements is a battery box,
but it is not required and it is not a regulation. Belief: If I change to a bigger Group Size battery I can increase my battery capacity: This is one I have encountered in not only the boating community but in the RV world as well and anywhere automotive type batteries are used. I have seen it in boating magazines, and web sites. I have seen "experts" tell people that all they need is a larger group size. This one is usually related only to deep cycle or combo starting/deep cycle house batteries. Combo batteries are usually marketed as RV/Marine batteries. Usually the person wants to add equipment and needs more capacity or simply wants to make their batteries last longer. Not True. The Battery Council International defines Group size as solely the physical dimensions of the battery. The BCI
(Battery Council International)definition of
Group Number is:
To
increase battery capacity you need a battery with a higher CCA or MCA, or
Amp Hour rating. Or
you need to connect several batteries of the same capacity in parallel.
You can also increase capacity by going to true deep cycle
batteries, such as golf cart batteries (normally 6 volt) or D8 batteries.
True deep cycle batteries have more and thicker plates in them than
combo batteries and tend to release energy slower and longer than combo
style batteries Belief:
Do it yourself AC wiring:
"It is now illegal to use ROMEX or solid core electrical wire in
boats – Many older boats are grandfathered provided it was wired that
way at the factory. If you
wired it in the last 10 years it must be done with stranded copper wire
only. NFPA 302 – ABYC – CFR 33 Not True: I took this quote off a boating web site. This is really misleading. It is not illegal to wire your boat yourself. The Coast Guard requirement for stranded wire applies to boat manufacturers not owners. 33 CFR 183.425 says “a) Each conductor must be insulated, stranded copper.” But, that regulation does not apply to boat owners. Both ABYC and NFPA require stranded copper wire but they are voluntary standards. You will not pass a survey if you have Romex (house wire), solid core wire, aluminum wire or automotive wire, but it is not illegal for the owner to use it. But it is not good practice. Boat owners should use marine wire, usually labeled UL 1426 Boat Cable. Stranded copper marine wire is required on new boats because it is safer and will last a lot longer. Marine wire is more flexible and less prone to breaking and corrosion than solid core wire or auto wire. The insulation is more resistant to oils and cleaners and other chemicals found on boats than on non-marine wire. Belief: ABYC requires Tinned wire. Not True. ABYC E-11 Electrical Systems E-11.14.2.4 "Conductors and flexible cords shall be stranded copper according to TABLE XI."
Tinned wire is recommended and can be used but it is not required
by ABYC. Belief: ABYC does not allow soldered connections:
Not true. ABYC allows soldered connections but they cannot be the sole means
of support for the wire.
"E-11.14.5.7 Solder shall not be the sole
means of support of mechanical connection in any circuit. If soldered, the
connection shall be so located or supported as to minimize flexing of the
conductor where the solder changes the flexible conductor into a solid
conductor
Belief: Recreational Boats must be Coast Guard Approved (or certified). Not
True: The Coast Guard does not certify or approve recreational boats.
The terms US Coast Guard Certified and US Coast Guard Approved have
specific meanings defined by law.
Recreational boats are certified, but it is the builder or
manufacturer who must certify that their boats meet the requirements of
the Federal Regulations. See
http://newboatbuilders.com/pages/certified.html for more
information.
Belief: Foaming in tanks. Encasing a tank in foam is a good way to protect
it and support it. Not A good Practice: I believe that
foaming in a tank is a
death sentence for a metal tank.
I could go on at length about this (and on occasions I have) but
the surest way to trap moisture against a tank and cause it to corrode is
to encase the tank in foam. This is why the USCG made the installation of fuel tanks encased in foam
so difficult.
Sec. 183.516 Cellular plastic used to encase fuel tanks.
Put simply, the bond between the tank and the foam breaks
and moisture collects between the foam and the tank.
It has no way out and does not evaporate.
The tank corrodes. Belief: All fuel system hose must be double clamped: Sec. 183.558 Hoses and connections. (b) Each hose used— (1) For a vent line or fill line must be: .......... (c) Each hose must be secured by: (3) A hose clamp. Hose connections used in the fuel tank vent system or the fuel distribution and return line system shall have at least one corrosion resistant metallic clamp with a minimum nominal band width as indicated in H-24 TABLE III. So vent lines may be single clamped. But I recommend you double clamp if possible for an extra measure of safety. Unfortunately some of the vent fittings on the market are not long enough for double clamping, so when you buy your fittings look for ones that are long enough. Belief: "Loop's in fuel lines are a Coast Guard/ABYC violation. Fuel must flow downhill to the tank without any traps as it can be a fire hazard if the boat burns."
Not True:
This is a direct quote from a boating forum. The writer was speaking
about the fuel tank vent line. Loops are not prohibited by the USCG or
ABYC. The vent line needs a means of
preventing water from entering the system, per ABYC.
Not True. 33
CFR 183.568
The US Coast Guard requires an anti-siphon valve on inboard powered boats
with permanently installed fuel systems, if the fuel tank is higher than
the fuel inlet on the engine.
That means if the fuel line runs down hill from the tank to the engine,
you need an anti-siphon valve.
If it runs uphill, that is the fuel inlet on the engine is higher than the
tank, then you don’t need one.
These little valves cause a lot of problems and are always getting clogged
by junk in the fuel. If you
don’t need it, get rid of it.
They are not required on outboard boats. ABYC standards do require them on
outboards with permanently installed fuel systems, but only if the fuel
system can siphon itself, which is the same as the USCG requirement for
inboards. Belief: The Coast Guard (or ABYC) bans
Stainless Steel tanks: Not true: The only
tank material that is banned is ternplate, a tin-lead metal that is very
prone to corrosion. Stainless
tanks are permitted. However,
they are very prone to a condition called crevice corrosion, so ABYC
recommends they be 20 gallons or less with domed ends.
This minimizes the welds where they are most subject to corrosion.
They should be mounted where they will be dry and can be inspected
on all sides. Only 316L or
317L stainless should be used.
As with all the above, tank regulations are manufacturer requirements.
Belief: "Look at ABYC H-24 Gasoline Fuel Systems. Gasoline fuel tanks may not be installed in engine compartments." Not True: ABYC does not prohibit fuel tanks from being installed in engine compartments. This is why ignition protection, ventilation, and fuel systems regulations exist. Fuel tanks are frequently located close or in the same compartment as the engine. Belief: It is illegal to exceed the
horsepower rating on my boat: Maybe; Why maybe?
This is a gray area. The Federal regulation requires boat
manufacturers to post a label with the recommended maximum safe horsepower
for outboard powered boats.
It
only applies to mono-hull boats under 20 feet in length.
Horsepower is determined using a formula contained in the
regulation. Under Federal law
a boat owner can put any size engine they want on their boat.
However, the catch is, some states have passed laws making it a
violation to exceed the values on the capacity label.
Insurance companies also may cancel your insurance if they discover
the boat has an engine that exceeds the horsepower rating.
If you have an accident and an investigation shows it was related
to overpowering then the owner could be held liable in a law suit by the
injured parties. The Following Item Has Been Revised Circumstance: I was cited by the police for not having a capacity label on my
boat: AMENDED 01/10/2011 This could be a requirement:
Previously I had
said this is not a requirement. However a law enforcement officer who is
very knowledgeable about boating law questioned this.
In his state the law makes this both a manufacturer and
owner/operator requirement. So I queried the US Coast Guard to get a
clarification. This is the response;
“Several states have passed laws requiring operators to
have a capacity plate on their recreational boats. To date, Pennsylvania is
the only State that I am aware of that actually has a website for
operators to get a capacity label. I get many phone calls from
boaters in States with such laws that have no idea where or how to get a
label. We do have preemption authority but we don't normally use it
on operator requirements
such as a capacity label, or speed limits, or proximity to other vessels,
or wearing life jackets from November to March, etc. The Alabama
kill switch was an attempt at a manufacturer requirement that we
preempted. You need to change your web-site to make it clear that a
capacity label is a manufacturer requirement except in States that have
made it an operator requirement.”
The label is a manufacturer requirement.
But the boat owner can be held responsible for the label in some states.
Only Pennsylvania has a system in place to issue the label to boats
that don’t have one.
If your
boat is missing the label you should try to get a new one from the boat
manufacturer. If the
manufacturer is no longer in business, or the boat is so old the
manufacturer no longer stocks the labels, you can have one made.
But first you need to know what the values were that were on the
label.
Recreational boat manufacturers are required to put a capacity label on mono-hull boats under 20 feet in length. The number of persons on the capacity label is the number you should use. You will see a similar label on many other types of boats, including canoes, kayaks, pontoon boats and inflatables. The manufacturers voluntarily (in the USA) put these on other boats because it is good business and safety sense to do so. In Canada and Europe the label is required on all recreational boats (with a few exceptions).In the USA the label is a manufacturer requirement. The boat owner does not have any responsibility under Federal law for this label, not even for complying with the values on the label. (they do in Canada) However, most states have passed laws making it illegal in the particular state to exceed the capacities on the label. So if you live in one of those states you can be cited by state or local law enforcement for exceeding the capacity on the label. Also your insurance company may take a dim view of exceeding the capacities. So, use the Capacity Label as a guide to how many passengers you can carry, and the seat label as a guide to where they can safely sit. Belief: I have an old boat with no capacity label, but I found a formula in a boating book that says if I multiply length (L) times the width of the boat (B for Beam) and divide by 15 that will tell me how many people I can carry. Maybe: This formula, L X B/15, has been around a long, long, time. I have traced it as far back as the 1940’s. In the boating world, that is ancient. It has shown up in a lot of well respected boating publications, books, and even in the US Coast Guard Boatbuilders Handbook. It is not the formula that boat manufacturers and builders are required to use to determine persons capacity for recreational boats, or for commercial passenger carrying boats. The formula is a rule of thumb. It is only meant to be used as a rough estimate. It is in the handbook only as a way to estimate the number of passengers. It is also only intended for use with small mono-hull boats, usually outboard powered but it has been used for small inboards. It should never be used for boats more than 25 or 26 feet in length. It is simply not applicable to larger boats. It also does not apply to canoes, kayaks, multihulls, inflatables, or pontoon boats. Belief: The US Coast Guard uses 160 pounds per person to rate the capacity of recreational boats and/or commercial boats. I hear this one everywhere. It was recently stated in a BOATUS article. Not True: Here is an e-mail I sent to BoatUS concerning this.
"The Coast Guard does not and has never used 160 pounds per
person for capacity ratings on recreational boats. This is a common
boating myth and where it got started is beyond me. But since I spent
25 years working in the Coast Guard Office of Boating Safety I think I
can explain how capacity is determined. persons weight plus 32 divided by 141. The result is rounded to the nearest person. Also the boat manufacturer does not have to use this maximum number. They cannot exceed the numbers for maximum weight capacity, maximum persons capacity and persons but they can use a smaller number, and many manufacturers do downrate. The amount of flotation that goes into the boat is based on; the hull weight, the persons weight and the outboard motor weight. For inboards a similar exercise is used to determine maximum weight capacity, maximum persons capacity and persons. But the engine is not treated separately. It is considered part of hull weight. Perhaps the confusion comes from commercial vessels. On the commercial side of the Coast Guard they use a persons weight to determine how much weight to use when performing stability tests. here is a quote from a paper on this on my web site entitled How Much Of A Load Is Too Much?: On a commercial vessel, the number of passengers is estimated based on the lesser of the following criteria: 1. Length of rail: one passenger for each 30 inches of rail at the sides and stern., or, 2. The deck area; one passenger per 10 square feet of deck area, excluding spaces listed in 46 CFR 176.113, which include, among other areas, concession stands, toilets, lifesaving gear storage spaces, required aisle area, or 3. The fixed seating areas, or fixed seating; one passenger for each 18 inches of fixed seating width. The stability of the vessel is then determined using the number of
passengers allowed based on the initial determination. An SST (simplified stability test)
is conducted, based on the Coast Guard criteria of 140 pounds per person. If the boat
does not pass the stability test then the number of passengers is based on the weight of
passengers that would pass the test at 140 lbs per passenger.
The Ethan Allen investigation has determined that this weight is too low, and should be at least 174
pounds. The Coast Guard has raised it to 184" However, I was inaccurate. The figure 140 pounds per person was used for boats with a combination of adults and children, but if all the passengers were adults, then 160 pounds was used. But still, that is for commercial boats, not recreational. For recreational boats the number 141 is not a weight. It is a constant that was found by analyzing capacities of recreational boats. Belief: Galvanic Corrosion Vs Electrolysis:
Which is the correct term? I still hear a
lot of professionals, let alone amateurs, referring to Galvanic Corrosion
as Electrolysis. The
differences are complex although they are similar processes.
But the correct term is galvanic corrosion.
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