SMALL PASSENGER VESSEL NEWS LETTER



SMALL PASSENGER VESSEL NEWSLETTER

United States Coast Guard

Sector Long Island Sound

120 Woodward Ave

New Haven, CT 06512

Coast Guard Sector Long Island Sound

Sector Commander CAPT Daniel Ronan (203) 468-4472

Deputy Sector Commander CDR Kevin Burke (203) 468-4472

Command Center (24 Hour Notification) (203) 468-4444

Coast Guard Sector Long Island Sound Inspections

Chief, Prevention Department CDR Kevin Oditt (203) 468-4504

Chief, Inspection Division LT John Authement (203) 468-4501

Chief, Investigation Division: Ms. Dawn Kallen (203) 468-4506

Vessel Inspectors: CWO Andy Sweeney (203) 468-4509

CWO Scott Howell (203) 468-4426

CWO Brent Nasworthy (203) 468-4441

CWO Todd Mann (203) 468-4547

LTJG Stephanie Pitts (203) 468-4420

Mr. Adrian Kavanagh (203) 468-4503

Coast Guard Marine Safety Detachment Coram

Detachment Supervisor LT Dave Barnes (631) 732-0569

Vessel Inspectors: Mr. Giles Loftin (631) 732-0190 Ext. 203

Mr. Mike Abbene (631) 732-0190 Ext. 202

CWO Mike Panther (631) 732-0190 Ext. 211

National Maritime Center

(888) IASKNMC (888) 427-5562

National Vessel Documentation Center

(800)-799-Vdoc (800) 799-8362



Boating Safety Hotline (800) 368-5647

Oil And Chemical Spills (800) 424-8802

User Fee Information (800) 941-3337

In this Issue:

Welcome aboard Page 2

Recent Marine Safety Alerts Page 3

Certificate of Inspection and Dry Dock Window Page 3

Dangers on Fixed Firefighting System Page 4

FCC and you Page 5

Recap of Passenger Vessel Accidents Page 6

Valves on board vessels Page 6

Info on New Style MMC Page 7

IMO World Maritime Events Page 7

Web based Mariner Credential Verification Tool Page 9

Medical Evaluation Process Page 9

Licensing Customer Survey Page 11

Understanding the SPV Inspection Page 11

Welcome Aboard

Greetings again from the Sector office here in New Haven. We are over half way through the summer season and I hope everything is going well for you. As you can see, we changed the format of the e-newsletter some. I hope the new format is easy to read and provides you valuable information. If you have any suggestions to make it better or anything you would like to see, please let us know.

As you read the letter, you will see several links to National Maritime Center. The links include the homepage for the NMC, Medical Evaluation Processing, and even one for customer survey. Since the shift to the central processing site for MMCs, there have been a few hiccups. I encourage you to go to the site and see what is new and how things are progressing. It will help you understand the process and any delays that you may encounter.

Lastly, I would like to welcome some new inspectors to our office. CWO Nasworthy and CWO Mann joined our staff this summer. I am sure they look forward to meeting the operators in CT as they make the rounds. Be safe on the water. If you have any issues do not hesitate to call.

Best regards,

LT John Authement

Chief, Inspection Division

Recent Marine Safety Alerts:

EPIRB and PLB (Personal Locator Beacon) Registration

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Inadvertent Discharge of Marine Fire Extinguishing Systems

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Certificate of Inspection and Dry Dock Window

LT John Authement

A Certificate of Inspection (COI) is valid for 5 years from the date of issue. This is normally the date you complete the exam. An annual inspection must be conducted within 90 days before or after the COI anniversary issue date every year. So, in all there is a 180-day window for the inspection. If an operator goes 90 days beyond the anniversary date, he/she is not operating with a valid COI. An owner/operator may be subject to a Letter of Warning, Notice of Violation, or other administrative procedures. There is no 90-day window beyond the expiration date of the COI.

All vessels are required to drydock at intervals as follows: Every 2 Years if the vessel is exposed to salt water more than 3 months in any 12-month period. Every 5 Years if the vessel is exposed to salt water not more than 3 months in any 12-month period. Be aware, there is no window beyond the date of the drydock. If an owner/operator is carrying passengers beyond the drydock date without a drydock extension, he/she is not operating with a valid COI and will be subject to a Letter of Warning, a Notice of Violation, or other administrative procedures.

I know there are circumstances where boats are stored for the winter and may go past their drydock date. This is okay. Contact your local inspector and schedule your drydock right before the vessel goes back in the water & definitely prior to carrying passengers. Just don’t let the drydock expire without notifying us of the situation. Drydock extensions are only granted under extenuating circumstances, i.e. the rail or lift at a yard is broken. An example of a circumstance where an extension is not warranted would be an operator waited to late to schedule and there is no yard availability. Also, financial hardship is not considered an extenuating circumstance.

Bottom line, don’t let the dates sneak up on you. Remember, that depending on the time of year and vessels already scheduled, it may take 2-3 weeks to get an inspection on your vessel. Be proactive, engage the inspectors and let them know your situation early.

Dangers on Fixed Firefighting Systems

Mr. Giles Loftin

Recently a notable safety item was discovered concerning the thoroughness of Fixed Fire Fighting System inspections on vessels within our Zone. These systems were inspected and tagged by third-party “certified” companies as being fully inspected and returned to service.

Twice in the last six months, a Coast Guard Marine Inspector has found that the flexible hose connections to the fixed fire fighting bottles were hand tight. We all know that boats have vibrations that could further loosen these connections and cause the bottles to discharge in part or entirely into the space the bottles are stored and not to their intended coverage area. Not only would this increase the chances that a fire could continue to burn uncontrolled, but more importantly could cause a passenger or crewmember injury/death from displacement of oxygen by the agent or the high pressures upon discharge.

Additional problems have been noted with the Pre-engineered HALON & FE241 gas units. Some service companies are not verifying the machinery & vent shut down feature is properly working. Manual release cables were not operable because the snap pin that must be removed prior to pulling the handle was corroded in place. Keep it free by coating it with a light lubricant and periodically move the pin to keep it free.

On two vessels recent, engine work was completed during the same period that the fire extinguisher's storage cylinder was disconnected for service. When the cylinder was reinstalled, the engine shut down was not functioning. With the cylinder out for service, the shut down prevented the engine from starting, so the mechanic may have reconnected the key switch directly to the engine bypassing the fire systems control box. This error has also occurred when a genset was repaired and the diesel shut down was not connected into the fixed fire system auto shutdown. Be aware of the potential problem and be proactive to ensure that system is reinstalled properly.

Although it has only been seen a couple times, once is enough to raise concerns as to how completely these vital systems are actually being inspected and fully returned to a ready condition. You are paying for professional service, please ensure through your personal oversight that the servicing company does the whole job and gives you an itemized servicing report stating exactly what was completed during their inspection. Here is a sample service report comment that will provide the reviewing inspector and you the Master/Owner with a degree of confidence that the service was done well. “Serviced fixed fire extinguishing system IAW NFPA code . Weighed cylinder, tested manual controls, alarm, automatic machinery and vent shut downs, reassembled system and left in operable condition.”

FCC and you

CWO Scott Howell

During your annual inspections, marine inspectors are looking at various documents and certificates. Among these are Federal Communications Commission (FCC)-issued certificates and licenses. This article will clarify FCC documentation requirements and the background behind them.

As stated in 46 CFR 184.502, a small passenger vessel must comply with the applicable requirements for any radio installations, including the requirements for a station license and installation certificates to be issued by the FCC, as set forth in 47 CFR part 80. The USCG enforces FCC requirements because we have a Memorandum of Understanding with the FCC. So then, what exactly are we looking for?

FCC Station License

47 CFR 80.13 requires stations in the maritime service to be licensed by the FCC. The Station Licenses have been around since the invention of radio and the purpose is to have an orderly usage of the radio spectrum, rather than any individual or entity starting their own transmissions and causing clutter of the radio waves and interference. This certificate is valid for 10 years and is issued directly from the FCC.

FCC Communications Act Safety Radiotelephony Certificate

Safety Radio Certificates are designed to enhance safety at sea. As found in 47 CFR Part 80, small passenger vessels must have a radio equipment installation inspection by an FCC-licensed technician in accordance with 80.59 once every five years. If the ship passes the inspection, the technician will issue this certificate. The FCC-licensed technician will not issue a Safety Radiotelephony Certificate unless a valid Station License for the vessel is present.

Bridge-to-Bridge Radiotelephony Certificate

Any power driven vessel over 20 meters in length requires a Bridge to Bridge Radiotelephony Certificate in order to comply with the Bridge to Bridge Radiotelephony Act. The FCC-licensed technician will not issue a Bridge-to-Bridge Radiotelephony Certificate unless a valid Station License for the vessel is present.

If your vessel is restricted to operations within 1000 feet from shore you are not required to have a radio installed. Your Certificate of Inspection must have the “NOT MORE THAN 1000 FEET FROM SHORE” clause in the Route and Conditions block.

Marine Radio Operator Permit (MP)

Restricted Radiotelephone Operator Permits (RR) are NOT acceptable! Prior to March 25, 2008, an MP was valid for 5 years. Now, an MP is issued for the holder’s lifetime. Any holder of an MP that expired prior to March 25, 2008, must still file an application to renew the permit within the 5-year grace period after expiration. For more information on obtaining your MP please see these websites:





Again, in order to obtain these certificates, an FCC-licensed technician must come onboard your vessel and examine your radio equipment. Most marine electronics businesses have a person on staff that is an FCC-licensed technician. Now you have a little more background on FCC Regulations enforced by the USCG. Hopefully, this will help you get ready for the FCC Documentation portion of your next USCG inspection.

Recap of Passenger Vessel Accidents

CWO3 Andy Sweeney

As many of you know, I love to research all the death and mayhem in the vessel community all over the world. It has been a busy year for the morgues. The following commercial vessel accidents listed is not all-inclusive, but give you a good idea how important a good vessel inspection program really is. Accidents like these are why we have to work together and ensure we don’t have problems like this here.

23 dead in Nepal after vessel capsizes (JAN 09)

100 Missing in Bangladesh after trawler capsizes (Feb 09)

39 dead after vessel sinks in Philippines (NOV 08)

8 Dead after vessel capsizes in China

40 dead as ferry capsizes off Masbate (FEB 09)

Indonesian Ferry accident leaves 250 missing (JAN09)

5 rescued and 30 dead in Qatar (JUL 09)

Jet Ski strikes Passenger vessel, 50 passengers rescued from sinking vessel in Turkey (JUL09)

So far this year in the United States, we have not had any Major Casualties resulting in large volumes of death and mayhem. Not just because the Coast Guard is out there inspection your vessels but because of the safety conscious, professional mariners we get to work with everyday. After we leave your vessel from an inspection, it is up to you and your crews to maintain a high degree of safety and you’ve been doing a great job!

Valves on board vessels

Mr. Mike Abbene

Exercise is good for your health but it is also good for the valves on your boat. Bilge manifold valves, fuel shut-off valves, sea valves and even those thru hull valves above the waterline on the side shell of the boat need exercise. Operating the valves keeps them free and clean. When an inspector finds that the valves are stiff or frozen, he recognizes that it may be a sign of improper or lack of good maintenance procedures. Evidence of poor maintenance can encourage the inspector to look deeper into all of the boat's systems. How should you exercise the valves? Some inspectors recommend daily, others weekly, but all agree on one point. The more you exercise the valves, the better.

Recent Information on new style Merchant Mariners Credentials

COMDT (CG-5434) has published information of the posting of the new style MMC. The attached file contains more information.

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IMO World Maritime Day events in New York

Friday, October 16th, the IMO World Maritime Day Parallel Event is scheduled to begin in New York. Operators are encouraged to attend if possible.



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Web-based merchant mariner credential verification tool

The US Coast Guard issued a news release stating that it has launched a web-based tool to provide information on the validity of merchant mariner credentials. The Merchant Mariner Credential Verification tool provides marine employers and port state control officers the capability to verify US merchant mariners credentials (MMC). The MMC information may be accessed via: (1) credential type and serial number; (2) Mariner Reference number; or (3) last name, date of birth, and last four digits of the mariner’s social security number. The tool may be accessed by going to Homeport, clicking on Merchant Mariners (on the left side of the screen), and then clicking on Merchant Mariner Credential Verification. (7/23/09). Note: This is a highly welcome development. In the past, employers have sometimes had difficulty in determining mariner qualifications. This tool will resolve that problem. Many, if not all, states post on the web information regarding licensed individuals (including lawyers, doctors, and barbers). This new tool will also allow individual mariners to check on the status of their own MMCs, providing them with an opportunity to discover and correct possible errors.



Medical Evaluation Processing Time – A Measured Success



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Licensing customer survey

Please take time to utilize the tools to provide feedback on your recent experience with the MMD applications.

The US Coast Guard is conducting a licensing customer survey via its Homeport website. You are invited to participate and comment on your recent experience with the Coast Guard process for processing merchant mariner document applications. The survey is listed under the news section.



Understanding the SPV Inspection:

The initial inspection on your Small Passenger Vessel can be intimidating. There is nothing to fear. The Coast Guard Marine Inspection staff is here to help you. We can guide you through the perilous waters of the COI process. Here is a list of terms that will help you understand the language of “inspector speak”. For you old hats out there, this can serve a refresher. This is just the basics. We are bound by the regulation in 46 CFR Subchapter T, Parts 175 to 187 for inspecting a SPV. If there are any questions, this is the best place to start looking for answers. Special thanks to Sector New York for providing this chart.

INTRODUCTION TO THE CERTIFICATION OF SMALL PASSENGER VESSELS

|Introduction |The Inspection Division at Sector LIS has the responsibility for inspecting all passenger vessels that operate on |

| |the navigable waters of the United States in our Area of Responsibility. |

|Federal Regulations |Title 46 of the Code of Federal Regulations (CFR), Subchapter T, Parts 175 to 187, governs the inspection and |

| |operation of small passenger vessels. These regulations will be used to inspect your vessel. |

|Small Passenger Vessel |A small passenger vessel (SPV) is any vessel less than 100 gross tons carrying between 7 and 150 passengers, |

| |including at least one of which is a passenger for hire, as well as any vessel carrying up to 49 passengers on |

| |overnight trips. These vessels, as described above, are inspected under Title 46 CFR Subchapter T, and are often |

| |referred to as "T-boats." |

| | |

| |Vessels that are less than 100 gross tons, carrying more than 150 passengers or more than 49 overnight are |

| |inspected using Subchapter K, these are referred to as "K-Boats". |

|Passenger for Hire |Passenger for hire means a passenger for whom consideration is contributed as a condition of carriage on the |

| |vessel, whether directly or indirectly flowing to the owner, charterer, operator, agent, or any other persons |

| |having an interest in the vessel. |

|Uninspected Passenger |A passenger vessel less than 100 gross tons, that carries 6 or less passengers is NOT required to be inspected by |

|Vessel |the U. S. Coast Guard. This is sometimes referred to as a "6-pack", and is required to be operated in accordance |

| |with 46 CFR Subchapter "C". Vessels more than 100 gross tons may carry 12 or less passengers for hire. |

| | |

| |The person in charge of this vessel must hold as a minimum a valid U.S. Coast Guard license as operator of an |

| |uninspected passenger vessel. |

CERTIFICATION PROCESS

|Introduction |The process of certification of a vessel takes approximately 6 months. Some take less time, some take more, depending |

| |on the quality and quantity of the information submitted in the plans, whether it is a new construction project or a |

| |conversion, and how ready the vessel is for inspection. |

| | |

| |The information below lists the steps to final certification. Note: some vessels may be new construction, some |

| |conversions, or other sister vessels to those already certificated therefore some steps may not be necessary. |

ANNUAL INSPECTION REQUIREMENTS ONCE A VESSEL IS CERTIFICATED

|Annual Inspections |Once certified, all vessels are required to be inspected annually to ensure the vessel is being |

| |maintained in compliance with the regulations. |

| | |

| |A Coast Guard Marine Inspector will visit the vessel afloat, and inspect all life saving, fire |

| |fighting, navigation and radio equipment, as well as inspect the vessel internally and externally. The |

| |Inspector will also check all vessel documents. |

| | |

| |Vessels are issued a Certificate of Inspection (COI) valid for a period of 5 years, and must receive an|

| |inspection prior to the expiration of the COI. No extension of the expiration date is allowed. On the |

| |first, second, third, & fourth annual anniversaries of the COI's issuance date, vessels are also |

| |required to be re-inspected. The annual inspection must be conducted within 90 days before or after the|

| |COI anniversary issue date. An annual may or may not be as detailed as a COI inspection, dependent on |

| |the condition of the vessel. |

|Deficiencies |Any equipment, machinery or structural items found by the inspector to be deficient will be required to|

| |be corrected. |

| | |

| |The inspector will provide the owner/operator with a list of items found deficient and needing |

| |correction. These items are listed on a Coast Guard Form CG-835, and is known in this industry as |

| |"issuing an 835.” |

| | |

| |The Marine Inspector may allow the vessel to continue to operate provided the deficiencies are |

| |corrected prior to the 835's established deadline date. Some items such as those involving life saving |

| |or fire fighting equipment may be required to be fixed prior to the vessel carrying passengers, and the|

| |inspectors will therefore issue a work list and remove the COI from the vessel until the deficiencies |

| |are corrected. |

APPEALS

|Introduction |It is the right of the owner of a vessel to appeal any decision or a requirement issued by a Marine |

| |Inspector. |

|Procedure |First, write a letter explaining why you disagree with the requirement issued to the vessel by the Marine |

| |Inspector, and submit it to the Chief, Inspections Division (CID). Based on information provided by the |

| |owner and input from the Marine Inspector, the CID will make a decision based on the Regulations, and will |

| |write a letter in response to the appeal. |

| | |

| |If still not satisfied with the answer received from the CID, the owner has the right to continue to appeal|

| |"up the chain of command" in the order as follows: |

| | |

| |The next level of appeal is through the Officer in Charge of Marine Inspection - (OCMI) at USCG Sector Long|

| |Island Sound. |

| | |

| |The owner may next appeal to the 1st Coast Guard District Office, Marine Safety Division, Boston, MA. |

| | |

| |Finally, the owner has the right to appeal to the Commandant of the Coast Guard, Office of Marine Safety, |

| |Washington, D.C. |

DRYDOCKING AND INTERNAL STRUCTURAL EXAM

Inspection Requirements Once Vessel is Certificated

|Interval |All vessels are required to drydock at intervals as follows: |

| | |

| |2 Years - vessels that are exposed to salt water more than 3 months in any 12 month period. |

| | |

| |5 Years - vessels that are exposed to salt water not more than 3 months in any 12 month period. |

|Drydocking or Hauling Out |The vessel is to be hauled out at the owner's expense. The owner should accomplish the following prior |

| |to the arrival of the Coast Guard Marine Inspector: |

| | |

| |• Clean the hull (do not paint the vessel prior to the inspector's arrival) |

| |•  Remove all sea strainers |

| |•  Open all sea valves (within 6" of the waterline and below). The inspector will need to inspect valve|

| |surfaces and valve seats |

| |•  Open and air out all internal spaces |

| |•  Clean all water and oily water from the bilges |

| | |

| |The Marine Inspector will inspect all items as listed above and inspect the vessel's shaft(s), shaft |

| |bearing(s), propeller(s) and rudders. If necessary the inspector may require that the propeller(s) or |

| |shaft(s) be pulled for inspection. |

SCHEDULING AN INSPECTION

|Scheduling |It is the owner's responsibility to schedule a time and date to have a marine inspector visit the |

| |vessel. You will be contacting the SPV Branch to schedule inspections for the COI, Re-inspections, |

| |Drydock exams, and return visits to the vessel to inspect items found deficient during a previous |

| |inspection. |

| | |

| |The SPV Branch can be contacted by calling (203) 468-4503 or (631) 732-0190 Ext. . The Inspector |

| |will attempt to schedule an inspector to visit your vessel on the date and time you request. |

| | |

| |We recommend that you contact the office several weeks in advance to schedule the inspection. |

| |Leaving a phone message or voice mail does not constitute a scheduled date and time. |

|Length of Inspections |The length of time it takes to complete an inspection varies from boat to boat. On the average a COI|

| |will take 2 to 3 hours, a reinspection usually takes less time to conduct. A Drydock inspection |

| |takes approximately 2 hours. Wood Boats generally take a little longer. |

VESSEL ROUTES

|Introduction |The Certificate of Inspection specifies the route the vessel will be allowed to operate on while carrying |

| |passengers. |

| | |

| |As you will notice in this package, depending on the vessel's route, different construction and equipment |

| |requirements may apply. |

| | |

| |The following are general routes authorized for this zone. Although not all inclusive, it is meant to give you a |

| |description of the different types of routes we authorize. Route descriptions are vessel specific and may be more |

| |restrictive than those listed below. |

|Oceans |A route which is more than 20 nautical miles from shore. |

|Coastwise |A route which is not more than 20 miles from shore. |

|Limited Coastwise |A route which is not more than 20 miles from a harbor of safe refuge. |

|Lakes, Bays and Sounds|A route which is inshore of the boundary line on any lake, bay or sound. |

|Note |The regulations refer to the following descriptions of waters: |

| |• Exposed Waters - These normally include vessels on an Ocean or Coastwise Routes. |

| |• Partially Protected Waters - Includes vessels on Limited Coastwise, LBS, & River Routes. |

| |• Protected Waters - Includes vessels on lakes and rivers. |

REQUIRED MANNING

|Introduction |The Coast Guard Inspections Department evaluates each vessel and determines a safe manning level. |

| | |

| |The vessel must have the required number of crew members on board while carrying passengers. |

|Master |All vessels are required to have a licensed master qualified for the type and tonnage of the vessel being |

| |operated. |

|Licensed Mate |A licensed mate is normally only required on a vessel engaged in voyages exceeding 12 hours in duration. |

|Senior Deckhand |In lieu of a required licensed mate, one of the required crew members may be designated as a senior |

| |deckhand. |

| | |

| |This person must be designated in writing by the master of the vessel. The senior deckhand must be familiar |

| |with the operation of the vessel and be capable of operating the vessel in the event of an emergency. |

|Crewmembers |The following is provided as a reference. |

| | |

| |Most T boats are required to have as a minimum 1 crewmember in addition to the Master. In addition a |

| |crewmember is normally required for each deck that is available to passengers. |

| | |

| |The vessel will also be required to increase manning based on the amount of passengers the vessel is |

| |carrying. "T-Boats" are usually not required any additional manning. |

| | |

DETERMINING MAXIMUM PASSENGERS- 46 CFR 176.113 & 177.820

|Introduction |The maximum number of passengers permitted is determined by using one of the following criteria. |

| |• Length of rail |

| |• Deck area |

| |• Fixed Seating |

| | |

| |The method that provides for the greatest number of passengers may be used. |

| | |

| |It is important to note that the maximum passengers may be further limited by stability considerations. |

|Calculating |Different passenger capacity criteria may be used on each deck of a vessel and added together to determine the total|

| |passenger capacity of the vessel. |

| | |

| |Where seats are provided on a part of a deck and not on another, the number of passengers permitted may be the sum |

| |of the number permitted by the seating criterion for the space having seats and the number permitted by the deck |

| |area criterion for the space having no seats. |

| | |

| |The length of rail criterion may not be combined with either the deck area criterion or the fixed seating criterion |

| |when determining the maximum passengers permitted on an individual deck. |

|Length of Rail |One passenger is allowed for each 30 inches of rail. |

|Criteria | |

| |Rail space in congested areas, on stairways, or in a location that would block the vision of operator of the vessel |

| |cannot be included. |

|Deck Area Criteria |One passenger is allowed for each 10 square feet available for passenger use. |

| |Areas occupied by the following shall be excluded: |

| |•  Concession stands |

| |•  Toilet and washrooms |

| |•  Companionways, stairway, etc. |

| |•  Spaces occupied by and necessary for handling lifesaving equipment |

| |•  Spaces below deck not suitable for or not normally used by passengers |

| |•  Interior passage ways less than 30 inches wide and passage ways on the open deck less than 18 inches wide. |

|Fixed Seating |One person per 18 inches of seat width. |

| | |

| |Each sleeping berth in overnight accommodation spaces shall be counted as only one seat. |

|Fixed Seating |Seating installations for passengers are required only when the number of passengers was determined by using the |

|Installations |fixed seating criteria. |

| |Seating must be arranged to allow for ready escape in case of fire or other casualty. |

| |Aisles not over 15 feet long shall be 24 inches wide. Aisles over 15 feet long shall be 30 inches wide. |

| |If seats are in rows the distance from seat front to seat back shall be not less than 30 inches. |

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