96-16892. Navigation Safety Equipment for Towing Vessels  

  • [Federal Register Volume 61, Number 129 (Wednesday, July 3, 1996)]
    [Rules and Regulations]
    [Pages 35064-35076]
    From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
    [FR Doc No: 96-16892]
    
    
    
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    Part VIII
    
    
    
    
    
    Department of Transportation
    
    
    
    
    
    _______________________________________________________________________
    
    
    
    Coast Guard
    
    
    
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    33 CFR Part 164
    
    
    
    Navigation Safety Equipment for Towing Vessels; Final Rule
    
    Federal Register / Vol. 61, No. 129 / Wednesday, July 3, 1996 / Rules 
    and Regulations
    
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    DEPARTMENT OF TRANSPORTATION
    
    Coast Guard
    
    33 CFR Part 164
    
    [CGD 94-020]
    RIN 2115-AE91
    
    
    Navigation Safety Equipment for Towing Vessels
    
    AGENCY: Coast Guard, DOT.
    
    ACTION: Final rule.
    
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    SUMMARY: The Coast Guard here requires that towing vessels carry and 
    properly use equipment such as radars, compasses, marine charts or 
    maps, and publications and that they carefully choose, inspect, and 
    maintain towlines. This final rule is necessary as part of a 
    comprehensive initiative to improve navigational safety for towing 
    vessels. The purpose of requiring navigational-safety equipment on 
    towing vessels is to help prevent another catastrophic train wreck such 
    as that of the Sunset Limited in Alabama during September, 1993, and 
    another spill such as that off Puerto Rico during January, 1994.
    
    DATES: This rule is effective on August 2, 1996. The Director of the 
    Federal Register approves as of August 2, 1996 the incorporation by 
    reference of certain publications listed in this rule.
    
    ADDRESSES: Unless otherwise indicated, documents referred to in this 
    preamble are available for inspection or copying at the office of the 
    Executive Secretary, Marine Safety Council (G-LRA/3406), U.S. Coast 
    Guard Headquarters, 2100 Second Street SW., Washington, DC 20593-0001, 
    between 8 a.m. and 3 p.m., Monday through Friday, except Federal 
    holidays. The telephone number is (202) 267-1477.
    
    FOR FURTHER INFORMATION CONTACT: Mr. Edward LaRue, Navigation Rules 
    Division (G-MOV-3), (202) 267-0416, or LCDR Suzanne Englebert, Project 
    Development Division (G-MSR-2), Office of Marine Safety and 
    Environmental Protection, (202) 267-6490.
    
    SUPPLEMENTARY INFORMATION:
    
    Regulatory History
    
        Soon after the fatal accident on September 22, 1993, near Mobile, 
    Alabama, in which a barge collided with a railroad bridge and caused 
    the Sunset Limited to plunge into a bayou, the Secretary of 
    Transportation directed that the Coast Guard and the Federal Railroad 
    Administration review the circumstances of the accident and undertake 
    initiatives to minimize the risk of any similar tragedy in the future. 
    A detailed review of marine-safety issues related to uninspected towing 
    vessels appears in the notice of proposed rulemaking (NPRM) entitled 
    ``Navigation Safety Equipment for Towing Vessels'' published on 
    November 3, 1995 (60 FR 55890).
        This final rule constitutes part of a comprehensive initiative by 
    the Coast Guard to improve navigational safety for towing vessels. 
    While other regulatory efforts are concentrating on reporting of 
    casualties, on licensing, and on training on radar, this rule helps 
    ensure that the mariner piloting a towing vessel has adequate equipment 
    to safely navigate the waters being transited. It will impose the 
    following: (1) Requirements for carriage of radars, searchlights, 
    radios, compasses, swing-meters, echo depth-sounding devices, 
    electronic position-fixing devices, marine charts or maps, and 
    publications; (2) requirements for proper use of this navigational 
    equipment; (3) requirements for maintenance, inspection, and 
    serviceability of towlines, towing gear, and terminal gear; and (4) 
    general requirements for navigational safety.
        Thirty-seven letters were received in response to the NPRM. The 
    Coast Guard has considered all of the comments and, in some instances, 
    revised the proposed rule as appropriate. One comment requested that a 
    public meeting be held. The Coast Guard determined that a public 
    meeting was unnecessary for this rulemaking because the comments 
    received were substantive and represented all aspects of both the 
    industry and the public. The other comments have been grouped by issue 
    and are discussed as follows:
    
    Discussion of Comments and Changes
    
    1. General
    
        Seven comments supported and applauded the Coast Guard in its 
    efforts to improve safety in the towing industry. The Coast Guard 
    acknowledges and appreciates these comments.
        One comment recommended that the Coast Guard verify the 
    availability of radar standards from the Radio Technical Commission for 
    Maritime Services (RTCM). The comment claimed either that the standards 
    are unavailable or that the RTCM is exhibiting an unwillingness to 
    provide them. The Coast Guard verified that the standards are readily 
    available from the RTCM.
        One comment recommended that the term ``gear'' in Sec. 164.80(a) be 
    defined because it may be confused with ``terminal gear.'' The Coast 
    Guard reviewed Sec. 164.80(a) and does not agree that the two terms 
    will be confused, because ``gear'' as used in paragraph (a) is a 
    general term for the equipment and systems to be inspected onboard the 
    vessel and is further qualified in the subordinate, numbered 
    paragraphs.
        One comment stated that the term ``rivers and Western Rivers'' as 
    used in paragraph 2 of the Discussion of Proposed Rules of the preamble 
    was confusing. The comment also noted that the proposed rule expanded 
    the definition of ``Western Rivers'' to include waters not covered for 
    purposes of the Inland Navigation Rules. The comment recommended that 
    the definition of ``other designated waterways'' be consistent with 
    that in 33 CFR 89.25. The Coast Guard agrees and has removed the term 
    ``river'' from the definitions in Sec. 164.70. The Coast Guard has also 
    expanded the definition of ``Western Rivers'' to include all waters 
    specified by Secs. 89.25 and 89.27, and has added the words ``and such 
    other, similar waters as are designated by the COTP.''
        Four comments recommended that the definition of river include the 
    Gulf Intracoastal Waterway (GIWW). By including all waters specified by 
    Secs. 89.25 and 89.27 in the definition of ``Western Rivers'', the 
    Coast Guard has included the GIWW. This change should eliminate any 
    confusion over the applicability of this rule on the GIWW.
        One comment commended the Coast Guard for its efforts to exempt 
    vessels engaged in assistance towing. The Coast Guard acknowledges and 
    appreciate this comment.
        Four comments noted the vast differences between the marine-
    assistance industry and the tug and barge industry. They also stated 
    that few marine-assistance firms' vessels would meet the criteria for 
    exclusion offered by the Coast Guard. They recommended that the 
    applicability of this final rule be changed from towing vessels of 8 
    meters (26.25 feet) or more in length to towing vessels of 12 meters 
    (39.4 feet) or more in length. The Coast Guard, knowing and 
    understanding the differences between the marine-assistance and the tug 
    and barge industries, asked its Towing Safety Advisory Committee (TSAC) 
    to research the possibility of a regulatory threshold based on a risk 
    analysis. A risk analysis was done by a TSAC working group; after 
    reviewing the analysis, which was in turn based on both historical data 
    and analysis of forces, the Coast Guard agrees with the comments and 
    has applied this rule only to towing vessels of 12 meters (39.4 feet) 
    or more in length rather than to those of 8 meters (26.25 feet) or more 
    in length. This analysis by TSAC is
    
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    available in the docket, as described earlier in this preamble. This 
    change should exempt the vast majority of vessels engaged in the 
    marine-assistance industry from the requirements of this rule.
        Four comments proposed that Sec. 164.01(b)(2) contain a definition 
    for a disabled vessel as follows: ``Disabled vessel means a vessel that 
    is in need of assistance, whether docked, underway, aground, sunk or 
    abandoned. Disabled vessel does not include a barge or any vessel 
    [that] is not regularly operated under its own power.'' The comments 
    assert that, if this definition is accepted, then any comments by 
    marine-assistance firms become academic since marine-assistance vessels 
    will no longer as affected by this final rule. This rule, especially 
    since the Coast Guard has changed the length of affected vessels from 8 
    to 12 meters, exempts the bulk of vessels engaged in marine 
    assistance--helping people in disabled vessels on rivers, bays, or 
    oceans. However, the Coast Guard must be careful not to exempt vessels 
    that are performing commercial towing, even if the vessels are owned or 
    operated by marine-assistance firms. The Coast Guard does not accept 
    the four comments' definition of ``disabled vessel'' and has not 
    amended the rule in the recommended manner.
        Four comments concerned exemptions. Two recommended extending the 
    proposed exemptions in Sec. 164.01 to small, private work boats or tow 
    boats involved in limited towing inside a limited geographical area, as 
    other exemptions extend to work boats operating in fleeting areas and 
    shipyards. A third recommended that the COTP be able to exempt vessels 
    under certain traffic conditions and in restricted operating areas. The 
    fourth recommended that the Coast Guard devise a method for exemption 
    using speed and draft because of the differences in speeds and drafts 
    between assistance vessels and tugs and pushboats. Seven comments 
    recommended adding provision to Sec. 164.01 specifying that the 
    responsibility for determining applicability of an exemption besides 
    with the COTP. In addition, they recommended a formal process to 
    request a waiver. While it would be impossible to cover every possible 
    exemption scenario, the Coast Guard agrees that an exemption process 
    should be established and that the final exemption authority should 
    rest with the COTP. The Coast Guard has amended Sec. 164.01 to specify 
    the availability of exemptions, the process to request them, and the 
    final granting authority of the COTP. The COTP will base the decision 
    for exemption on such things as routes, traffic, and capabilities of 
    vessels.
        One comment raised the issue of moving an exempted vessel from one 
    fleeting area to another. The comment asked whether permission would be 
    needed and, if so, how it would be obtained and whether it would have 
    to be reverified with the new COTP for any different fleeting area. 
    After review, the Coast Guard does not see the need to grant permission 
    for an exempted vessel to move from one fleeting area to another if it 
    is not engaged in towing, but it does see the need to reverify the 
    exemption if the fleeting area is in a different COTP zone. In any 
    case, the owner, master, or operator of a towing vessel engaged in 
    towing from one fleeting area to another would have to request an 
    exemption in accordance with Sec. 164.01(b)(4) of this final rule.
        Three comments recommended that towing vessels covered by this 
    final rule become inspected vessels. They also recommended that all 
    towing gear on these vessels be inspected by the Coast Guard or an 
    approved classification (``class'') society. They recognized the time 
    and financial constraints of annual boardings and recommended that 
    towing vessels obtain certificates of inspection from entities such as 
    approved class societies or from the National Association of Marine 
    Surveyors. They also recommended that an initial exam occur within 24 
    months of the effective date of the rule and that the certificate be 
    renewed every five years thereafter. Inspection of towing vessels has 
    been studied by the Coast Guard and is outside the scope of this 
    rulemaking.
        One comment recommended that Sec. 164.01 be modified to exempt 
    vessels used in response-related activities, including training, as 
    well as vessels of opportunity, such as fishing vessels engaged in 
    those activities. The comment continued that an exemption should not 
    apply to those vessels actually engaged in traditional towing 
    activities but only to those vessels used solely in oil-spill response. 
    The Coast Guard agrees and has amended Sec. 164.01 so it exempts 
    vessels used solely for pollution response.
        One comment alleged delay in the rulemaking. It held the neglect of 
    the Coast Guard, as it thought, representative of the discharge of its 
    responsibilities in support of the Oil Pollution Act of 1990 (OPA 90) 
    and urged the Coast Guard to quickly institute this final rule. The 
    Coast Guard notes that this rulemaking allowed for early and meaningful 
    public participation in its development.
        Six comments stated that Coast Guard rules pertaining to towing 
    vessels, now on the books, already provide navigational safety when 
    properly enforced and followed. They also stated that more rules do not 
    guarantee additional safety or prevention of accidents, especially in 
    instances of major neglect by operators of towing vessels. Until now, 
    few and minimal rules have applied to towing vessels 12 meters in 
    length or over. This final rule is based in large measure on the 
    general industry standard of care and sets a reasonable threshold 
    consistent with this standard. This rule should raise the performance, 
    of the few owners and operators who are hazardous, to that standard of 
    care.
        One comment questioned the Coast Guard's ability to enforce its 
    rules. This final rule requires towboats to carry certain equipment and 
    gear that usually are permanently installed. The Coast Guard 
    anticipates that the verification of onboard, operational equipment and 
    appropriately maintained gear will be achievable.
    
    2. Carriage of navigational equipment
    
    a. Radar
        Two comments noted that proposed Sec. 164.01(b)(1) may conflict 
    with Sec. 165.803(m)(2)(i), which requires radar-equipped fleeting 
    boats, and with Sec. 165.803(m)(2)(v), which requires continuous radar 
    surveillance during periods of restricted visibility. The Coast Guard 
    finds no conflict. A vessel that may not be required, under 
    Sec. 164.01(b)(1), to carry radar, may nonetheless be required, under 
    Sec. 165.803(m)(2), to carry radar when engaged in the activities 
    described there.
        Two comments recommended that the Coast Guard establish very 
    limited local areas where towing would be permitted without radar-
    equipped towboats; this should prevent non-radar-equipped fleeting 
    vessels from traveling large distances. The Coast Guard agrees that 
    towing without radar should be conducted only within a company's 
    fleeting area. Any other type of operations should be referred to the 
    COTP for approval or exemption, if applicable.
        Six comments concurred with radar as required equipment, yet 
    expressed opposition to the development of minimum performance 
    standards by a third-party technical organization. They recommended 
    that the Coast Guard develop the standards with assistance of 
    representatives from towing companies.
    
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    The RTCM, which developed radar standards, consists of members from 
    industry, government, and manufacturers. The Coast Guard did 
    participate in the development of the radar standards and maintains 
    that the standards are reasonable.
        One comment concurred with the radar requirement, but raised 
    concerns about radar's being on harbor boats because of limited space 
    in the pilot house, excessive vibration, and the constant facing and 
    unfacing of tows. Harbor operations may qualify for an exemption that 
    can be granted by the COTP. Masters, owners, and operators may present 
    their particular operations to the COTP to consider for exemption.
        Three comments supported the radar requirement, but recommended 
    that it be for two marine radars. They also recommended that the grace 
    period be reduced from 96 to 48 hours before notice to the COTP of the 
    lack of an operating radar. The Coast Guard disagrees. On smaller 
    vessels there may not be enough room for two radar consoles and their 
    antennas. For some operations, it may also be cost-prohibitive. The 
    Coast Guard has determined that a grace period of 96 hours is generous 
    while it still secures safety.
        One comment recommended that for an owner or operator of an 
    existing radar some means of determining whether the existing radar 
    conforms to RTCM standards needs to be developed. No formal certificate 
    or sticker is affixed to the radar. The comment asked whether the Coast 
    Guard would develop a list of approved radars, and recommended a list 
    and some type of labelling requirement. Once the RTCM standards are 
    referred to in this final rule, manufacturers will market radars that 
    meet them. Manufacturers' self-certification is presently used 
    successfully with regard to performance standards adopted by the 
    International Maritime Organization (IMO). The deferred effective dates 
    should provide enough time to determine whether an existing radar meets 
    standards, and the Coast Guard expects lists of standards to be 
    developed by various interested parties.
        Two comments recommended reducing the grace period for having a 
    radar that meets the display and stabilization requirements. One 
    recommended from 5 to 3 years; the other recommended from 4 to 2 years. 
    The Coast Guard has not implemented either of these timelines, because 
    an accelerated implementation could put too much of an economic burden 
    on owners or operators with small businesses. In addition, radar 
    manufacturers need time to gear up to RTCM standards.
    b. Searchlight
        Three comments supported a requirement for a searchlight. Two 
    recommended that the language in Sec. 164.72(a)(2) better define the 
    searchlight's capability. One called for an effective beam of twice the 
    length of the tow; the other called for an effective beam of three to 
    four times the length of the tow. The Coast Guard agrees with a better 
    defined capability for the searchlight and has amended 
    Sec. 164.72(a)(2) to indicate a capability of illuminating objects at a 
    distance of at least two times the length of the tow. For vessels 
    towing astern, this requirement should be met for the length of tow 
    used during transits on waters subject to Inland Navigation Rules.
    c. Radios
        Two comments supported a requirement for radios. They also 
    supported a requirement for either a backup power source for a 
    permanently installed radio or a separate, portable, battery-powered 
    VHF-FM marine radio with a capability of 24-hour continuous use. The 
    Coast Guard notes the support; however, technical requirements such as 
    those relating to power source are established by the Federal 
    Communications Commission (FCC).
        Three comments observed that in April, 1992, the FCC lifted the 
    requirement that vessel captains and operators must have Restricted 
    Radiotelephone operators' permits. The comments questioned whether 
    Sec. 164.72(a)(3) is incompatible with the FCC ruling. The Coast Guard 
    verified with the FCC that the lifting of the requirement affected only 
    noncompulsory vessels (those not required by convention, statute, or 
    regulation to have ship radio-station licenses). This final rule still 
    supports the requirement to have Restricted Radiotelephone operators' 
    permits.
    d. Compasses and Swing-meters
        Three comments took exception to vessels' not being able to carry a 
    fluxgate compass in lieu of a magnetic compass. They pointed out that 
    some tugs cannot use a card-type magnetic compass, because of the 
    magnetic field in the pilot house due to electric welding. They noted 
    that a fluxgate compass is approximately 1/20th the cost of a 
    gyrocompass. They challenged the reasoning of disallowing a fluxgate 
    compass because it requires an external power source. They stated that 
    most card-type compasses have light bulbs for night use and that other 
    navigational equipment, such as Long Range Aid to Navigation (LORAN) or 
    Global Positioning System (GPS), need external power. The Coast Guard 
    notes the exception, yet will not allow the substituting of a fluxgate 
    compass for a magnetic one in this final rule. The fluxgate compass 
    requires power to operate; a magnetic compass does not, and can be 
    viewed with a flashlight should the vessel experience a power failure.
        One comment wanted to know whether the Coast Guard was going to 
    adopt ``standards'' for swing-meters. At the present time, the Coast 
    Guard does not see the need to adopt ``standards'' for swing-meters.
        Two comments supported a requirement for a magnetic compass, but 
    also wanted a requirement for a gyrocompass equipped with an audible 
    course-change indicator; they also recommended that both requirements 
    cover towing vessels on Western Rivers as well as on all other waters. 
    The Coast Guard does not agree with the requirement of a gyrocompass on 
    all tug boats operating on all navigable waters of the U.S. It has set 
    a swing-meter or magnetic compass as the minimum because either is 
    cost-effective for all operators including small companies.
        Two comments recommended that towing vessels pushing ahead and 
    operating on Western Rivers be equipped with an audible swing-meter; 
    this would be in addition to, not instead of, the magnetic compass 
    proposed in Sec. 164.72(a)(4)(i). The Coast Guard disagrees with the 
    recommendation. One or the other should be more than sufficient to aid 
    the vessel in its operations.
        One comment recommended that Sec. 164.72(a)(4) be modified, to 
    allow a gyroscope. The Coast Guard has not set a gyroscope as an 
    equivalent to a magnetic compass, because a gyroscope relies on an 
    outside power source.
        One comment opposed the requirement because a compass or swing-
    meter would not aid a harbor boat working in a small harbor or a 
    fleeting area. Note that this final rule lets a vessel owner or 
    operator seek from the COTP an exemption from this requirement.
    e. Echo Depth-Sounding Device
        Three comments supported the requirement. Two recommended 
    compliance within 1 year from the effective date of this final rule; 
    the other recommended compliance within 2 years. One comment also 
    recommended the installation of two sounding devices. The Coast Guard 
    disagrees with bringing
    
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    compliance forward from 5 years to 1 year. It notes that, while taken 
    individually navigation equipment is relatively inexpensive, taken 
    cumulatively the costs are not negligible. The 5-year implementation 
    schedule is intended to lessen the impact of multiple requirements. The 
    Coast Guard agrees that in some circumstances two sounding devices may 
    be desirable; in general, however, one should give the operator or 
    master adequate depth information.
        Five comments disagreed with exempting tows on Western Rivers from 
    having sounding devices; they stated there should be no exemptions. One 
    of the five also stated that, at a minimum, sounding devices should be 
    installed on vessels that move environmentally threatening cargoes. The 
    Coast Guard holds that depth sounders are not so useful in pooled water 
    as they are in open water where depths vary greatly. On towboats 
    pushing ahead, they would be located too far aft to provide even a 
    last-minute warning of shallow water. The Coast Guard has maintained 
    the exemption as proposed.
        One comment disagreed that a sounding device should be placed on 
    every towing vessel. It recommended that ship-docking tugs operating in 
    harbors, lakes, rivers, and bays be exempted from the requirement. 
    Again, the owner or operator of a vessel may seek an exemption from 
    this requirement.
    f. Electronic Position-Fixing Device
        No comments concerned the requirement for an electronic position-
    fixing device.
    g. Marine Charts or Maps
        One comment recommended that the words ``reasonably available'' 
    remain in the definition of ``currently corrected.'' This would allow 
    for a delay in the entry of corrections because of late receipt of 
    Notices to Mariners (NTMs). The Coast Guard agrees, and the wording 
    remains.
        Three comments recommended that Sec. 164.72(b)(1) require the 
    carriage of current or currently corrected charts or maps and that, to 
    this end, the definition for ``currently corrected'' change. The Coast 
    Guard agrees with the concept of allowing either current editions or 
    currently corrected editions of charts and maps; however, it has 
    achieved this end without amending the definition.
        Three comments recommended that Sec. 164.72(b)(2) refer to NTMs, 
    but not to Local Notices to Mariners (LNMs), because of the 
    impossibility of ensuring delivery of LNMs. The Coast Guard partially 
    agrees and has cast the final rule to include NTMs published by the 
    Defense Mapping Agency. LNMs have remained because they are available 
    for Western Rivers.
        One comment recommended that a towing vessel on the Western Rivers 
    be authorized to carry either a current edition of, or a currently 
    corrected, river map from the U.S. Army Corps of Engineers (ACOE). It 
    also recommended creating a new definition for ``currently corrected'', 
    which would apply to Western Rivers and allow currently corrected 
    charts to be used up to 5 years after their date of publication. The 
    Coast Guard agrees and has amended the definition of ``currently 
    corrected'' to include current editions of ACOE river maps and 
    currently corrected editions provided it has not been over 5 years 
    since their publication.
        One comment recommended that Sec. 164.72(b)(1)(i) be revised to 
    reflect that ``All towing vessels, both inland and seagoing, are 
    required * * *.'' This section already covers ``each towing vessel.'' 
    The only variation allowed is in Sec. 164.72(b)(1)(ii), which 
    accommodates different routes.
        One comment suggested that other sources of charts or maps, such as 
    chartbooks published by State authorities or commercial publishers, be 
    approved. The Coast Guard disagrees. Although these charts or maps may 
    be updated annually, they conform to no hydrographic standard and 
    therefore are not recognized by the Coast Guard as legal charts. In 
    addition, these charts are usually advertised as ``not for 
    navigation.''
        Six comments opposed requiring towing vessels to be equipped with 
    charts or maps that both are published by the National Ocean Service 
    (NOS), the ACOE, or another authority and are either current editions 
    or currently corrected charts or maps. They argued that, for lack of 
    funding to the NOS, U.S. waterways are not regularly charted or mapped 
    and stated that it is therefore unrealistic to require current editions 
    or currently corrected charts or maps. They further recommended that 
    the rule should include British Admiralty Charts as a possible 
    alternative. NOS procures excellent nautical products, and the Coast 
    Guard will continue to require their use. However, the Coast Guard also 
    recognizes that there are charts produced by foreign governments of 
    U.S. waters, such as British Admiralty charts, that are legally 
    sufficient and could be acceptable alternatives. The Coast Guard has 
    amended the rule as proposed to include charts published by a foreign 
    government that will make safe navigation possible, that are based on 
    hydrographic standards similar to those used by NOS, and that are 
    applicable to a vessel's transit.
        One comment did not support the requirement of a chart or map and 
    felt it an excessive burden on those vessels that work in the same 
    operating area. The Coast Guard does not agree. Vessels are required 
    only to have charts or maps for their areas of operation, so the number 
    of charts or maps to maintain should be minimal: the smaller the area, 
    the fewer the charts or maps. The local information these charts or 
    maps provide to operate is valuable and should assist them in 
    verification of their position along their voyages.
    h. Publications
        One comment noted that proposed Sec. 164.72(b)(3) restated the 
    requirement of 33 CFR 88.05 that self-propelled vessels of 12 meters or 
    more must have on board and maintain for ready reference a copy of the 
    Inland Navigation Rules. It recommended that this section be removed. 
    The Coast Guard agrees, and it does not appear in this final rule.
        Two comments disagreed with the selection of nautical publications 
    that the proposed rule would have required to be on board. They stated 
    that some, such as NTMs, were good but did not need to be physically on 
    board. They also felt that the Coast Pilot was of little use to a 
    captain in local waters; the captain's ``local knowledge'' was of far 
    greater value. It is not the intent of the Coast Guard that a vessel 
    maintain a huge library of nautical publications. Rather, the Coast 
    Guard is requiring those publications that most prudent mariners would 
    retain on board their vessels. The final rule also provides that 
    latitude for an owner or operator to have only those publications or 
    extracts from publications for the area(s) to be transited. The number 
    of publications or extracts required to be on board is minimal, and 
    should not be a burden to the owner or operator; and the publications 
    or extracts do provide valuable port-specific information.
    
    3. Proper Use of Navigational Equipment
    
        Two comments recommended that the tug and barge industry adopt a 
    system where three qualified watchstanders or operators are always on 
    board. Two others also recommended that on all towing vessels, 
    especially on those on oceangoing and coastwise transits, at least one 
    crewmember be a licensed engineer. These are manning issues not within 
    the scope of this rulemaking.
        Three comments recommended that the licensing system be 
    restructured
    
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    similar to that for vessels of unlimited tonnage, so that an individual 
    would have to serve as a mate before becoming a master on tugs greater 
    than 8 meters. Two other comments strongly recommended that training 
    standards be incorporated either into the navigational sections of the 
    final rule or into a new section in part 164. The Coast Guard has 
    published an NPRM entitled, ``Licensing and Manning for Officers of 
    Towing Vessels'' (61 FR 31332, June 19, 1996) and invites comments to 
    that docket on these issues.
        One comment recommended that, when in pilotage waters, all tank 
    barges that are over a certain minimum (1,000 tons) and are subject to 
    Federal jurisdiction have to be under the direction and control of a 
    pilot holding a Federal license or pilotage endorsement for the waters 
    being traversed. It further recommended that this requirement include 
    the towing vessels propelling these barges. The placement of pilots in 
    charge of barges and onboard tugs is another issue of manning not 
    within the scope of this rulemaking.
    
    4. Maintenance, Inspection, and Serviceability of Towlines and Terminal 
    Gear
    
        Two comments recommended that the responsibility for towing gear 
    used in pushing ahead or towing alongside belong to just one party, the 
    master or the operator. They stated that not making the master or the 
    operator solely responsible might cause some decision between the owner 
    and either the master or the operator, or result in no one's being 
    responsible. The Coast Guard disagrees. As for vessels towing astern, 
    for vessels towing alongside or pushing ahead the owner is included 
    with the master or operator so that the responsibility is ``several'': 
    Rests on each. If the owner and the master or operator are the same, 
    then the responsibility rests on one individual. If a company owns a 
    fleet, then it is appropriate that the company have adequate 
    maintenance policies and appropriately empower the master or operator 
    to ensure the requirements are met. In this way, all parties have a 
    share of the responsibility for failing to meet the requirements--one 
    for liability, either or both of the others for their licenses.
        Two comments recommended that every owner of a towing vessel be 
    required to have a prescribed Preventive Maintenance System (PMS) for 
    all towing gear; this PMS should include maintenance and inspection 
    schedules and a supply system that provides spare parts. In this final 
    rule the Coast Guard has outlined minimum factors for proper 
    maintenance. The owner should base each vessel's PMS on the owner's 
    experience and expertise and on the manufacturers' recommendations and 
    suggestions rather than use one prescribed by the Coast Guard.
        Two comments recommended that this final rule direct the carriage 
    aboard the towing vessel of manufacturers' maintenance requirements and 
    wear specifications for towlines. The Coast Guard agrees with TSAC that 
    the requirements and specifications can be located in a company office, 
    at a repair facility, or on the vessel, and deems it appropriate to 
    allow this flexibility.
        Four comments recommended that the Coast Guard specify sizes for 
    towing wires. Two recommended that it establish minimum standards to 
    ensure that the size of the wire, the bollard pull of the tug, and the 
    maneuverability of the tug and tow are properly matched. Two others 
    recommended that Sec. 164.74(a)(1) include graphs or tables to assist 
    the master, owner, or operator in determining minimum breaking strength 
    of a towline and that these graphs or tables be guidelines, not minimum 
    standards. The Coast Guard has determined that manufacturers' published 
    specifications should provide the owner, master, or operator with the 
    information needed to properly determine a towline's strength and 
    appropriate use. The towing industry is diverse, operating in many 
    different environments. By not specifying sizes, the Coast Guard has 
    provided a flexible format to allow companies to assess their 
    operations and choose their towlines appropriately.
        Two comments recommended that every towing vessel operating on 
    oceans or coastwise be required to have an emergency tow wire and that 
    this rule prescribe its maintenance and repair. The Coast Guard 
    disagrees. 33 CFR part 155 already requires emergency towlines aboard 
    large oil barges; but duplicate towlines now appear unnecessary aboard 
    most barges, since the competent repair of most towlines, at sea, is 
    feasible. By recognizing and dictating the minimum acceptable repair, 
    Sec. 164.74(a)(2) should avoid incompetent repair such as that which 
    caused the grounding of the T/B MORRIS J. BERMAN and yet also avoid the 
    costly alternative of requiring duplicate towlines.
        One comment felt that it would be difficult, if not impossible, to 
    keep records on towlines. Two recommended that the reference to ``shock 
    loading'' in proposed Sec. 164.74(a)(3)(iv)(C) be eliminated because 
    the phenomenon is difficult to define or quantify. All three also asked 
    whether this provision would require a monitor of tow-wire tension with 
    data-recording capability. The Coast Guard has reviewed the recording 
    requirements and, with the exception of that on shock loading, finds 
    them to be reasonable and valuable for the assessment of the towline's 
    history. It never intended to require monitors of tow-wire tension, and 
    it has removed the reference to shock loading.
        One comment recommended that Sec. 164.74(a)(3)(iv)(G) be revised to 
    read ``Results of a tensile test taken to confirm the residual strength 
    of the towline, if necessary.'' The comment noted that tensile testing 
    is an integral component of towline inspection and maintenance. But an 
    operator may just as well determine that a towline or segment of 
    towline must be removed without conducting a tensile test: It should 
    not be implied that a tensile test must be conducted in every instance. 
    The Coast Guard concurs and, although it has not adopted the suggested 
    wording, in this final rule has revised the proposed wording.
        Two comments recommended that the Coast Guard clarify the 
    applicability to terminal gear of Sec. 164.74(b)(4), which would have 
    required a method for emergency release of towlines. One stated that 
    the final rule should clarify whether this wording applies to synthetic 
    towlines or towlines employed without a winch and should also specify 
    whether the winch-brake requirement of Sec. 164.74(b)(7) will satisfy 
    the requirement of paragraph (b)(4) for a tugboat outfitted with a tow 
    winch. The Coast Guard has clarified the release requirement by 
    removing the term ``emergency.'' This requirement is intended to ensure 
    some manner of safety disengaging the towline. If a vessel has a winch, 
    letting the cable run off the drum will be acceptable. If a vessel uses 
    synthetic line, an axe will be acceptable provided there is a protected 
    area where the person can stand while releasing the line. The winch-
    brake requirement is separate from this releasing requirement: It 
    ensures that winch speed can be controlled, even if power is lost.
        Two comments recommended that the towing-gear standards be more 
    stringent than proposed. They considered the wording in Sec. 164,74 too 
    ambiguous, especially the term ``appropriate.'' They recommended that 
    what is appropriate should be some standard such as the AWO 
    Responsibile Carrier Program, the U.S. Navy Standards, or some 
    manufacturers' recommendations. They urged that to be valid the final 
    rule should incorporate specific standards by reference or spell them 
    out. The Coast
    
    [[Page 35069]]
    
    Guard has not made this rule more specific than proposed, because it 
    applies to a diverse industry and because no current standards 
    adequately address every towing-vessel arrangement. The Coast Guard has 
    allowed the owners and operators the flexibility of developing their 
    own maintenance standards, but has outlined specific, minimal criteria 
    to ensure an irreducible measure of safety.
        Six comments stated that the requirements for towlines and terminal 
    gear in general were not appropriate for small assistance-towing 
    vessels. Other comments objected in particular to requirements on 
    thimbles, poured sockets, wire cables, shackles, and metal fittings, 
    because these items could damage light boats and injure personnel 
    aboard disabled vessels; on the use of cotter pins or other means to 
    secure connections of terminal gear, because such items are 
    unacceptable and even dangerous; and on testing towlines and 
    maintaining elaborate records of towlines' history, because these items 
    impose a disproportionate burden. The Coast Guard has determined that 
    these requirements are not appropriate for most small assistance-towing 
    vessels. It has amended the applicability of this final rule from 
    vessels of 8 meters in length to vessels of 12 meters in length and 
    over. It developed these requirements to ensure that towlines remain 
    intact and attached during towing especially for those combinations of 
    tugs and barges that pose greater risk to the waterways.
    
    5. Navigation; Tests and Inspections; Maintenance, Failure, and 
    Reporting
    
        Two comments expressed the opinion that Sec. 164.80 was not 
    appropriate for small assistance-towing vessels, since applying the 
    same criteria to a 1,600-gross-ton (GT) vessel as to an 8-GT vessel is 
    not reasonable (least of all when the latter uses an outboard motor). 
    The Coast Guard has determined that Sec. 164.80 indeed should not apply 
    to small assistance-towing vessels. It has amended the applicability of 
    this rule from vessels 8 meters in length to vessels of 12 meters in 
    length and over. This change exempts smaller assistance-towing vessels, 
    yet covers larger assistance-towing vessels (also engaged in commercial 
    towing), which pose greater risk to the waterways.
        Three comments noted that proposed Sec. 164.80 would have required 
    vessel operators to inspect and test equipment before departure from 
    port or at least weekly. They supposed that the intent was to compel 
    routine, walk-through inspections of a towing vessel's vital systems 
    before its embarking on an extended voyage. They contended that any 
    periodic tests or inspections might fall mid-voyage while, in practice, 
    all tests and inspections fall either upon embarkation or, by harbor 
    tugs engaged in essentially continuous service, upon change of crew 
    (weekly or biweekly). They asserted that industry practices are 
    consistent with dictates of prudent navigation. The Coast Guard agrees, 
    and has revised Sec. 164.80 to ratify this frequency of tests and 
    inspections.
        Three comments expressed confusion over Sec. 164.80(a)(2) due to 
    the term ``vessel-control alarms'', which to them connoted autopilot or 
    steering-system alarms. They stated that few towing vessels have either 
    of these. They recommended either clarifying the meaning or changing 
    the requirement to ``vessel's installed alarm systems.'' The Coast 
    Guard has kept the wording as proposed. If steering-system alarms or 
    autopilot alarms are installed, it is appropriate to test them before 
    departing from port; however, this final rule does not require 
    installation of additional alarms.
        One comment questioned whether Sec. 164.80(b) should require that 
    navigational equipment be checked by vessels under 1,600 GT. The Coast 
    Guard did not propose to require this measure for towing vessels under 
    1,600 GT in the NPRM; however, it did state that this equipment must be 
    operational. It is logical to include a test of this equipment for 
    these vessels and it is consistent with the intent of the rulemaking. 
    The Coast Guard has added a test of this equipment for towing vessels 
    under 1,600 GT.
        Two comments stated that proposed Sec. 164.82 should be more 
    stringent. One urge that Sec. 164.82(d) have language strong enough to 
    obligate a towing vessel's operator to moor or anchor the vessel if, in 
    the operator's judgment, proceeding without radar would jeopardize the 
    safety of the tow, of other vessels, or of the environment; at a 
    minimum, a tow of environmentally hazardous cargoes should have to moor 
    in hours of darkness when the towing vessel's radar is inoperative. One 
    comment held that personnel who order a vessel to depart with a broken 
    radar are ordering a ``less seaworthy'' vessel to go to sea and should 
    be held responsible for doing so. The Coast Guard wrote this 
    requirement to ensure that towing vessels' owners, operators, and 
    masters address and correct equipment problems. But it is not 
    necessarily unsafe to operate without a radar in some areas and 
    weather. The operator or master certainly risks his or her license if 
    he or she operates in poor weather, at night, or in congested traffic 
    without an operable radar. Section 164.82 of this final rule outlines 
    clearly that an owner as well as an operator or master must consider 
    the conditions before leaving port or continuing a transit once 
    equipment fails--one for avoiding liability and each of the others for 
    keeping the license.
        One comment raised the question whether the COTP really wanted to 
    know if a small assistance-towing vessel's radar was inoperable in 
    accordance with Sec. 164.82(d). The Coast Guard has changed the 
    applicability of this final rule so most assistance-towing vessels are 
    exempt from the rule. Those 12 meters in length and over that also 
    operate as commercial towing vessels remain subject to it, and should. 
    The Coast Guard has reviewed the reporting requirements and values 
    reports of defective radars on all towing vessels of 12 meters or more 
    in length engaged in commercial towing.
        Three comments recommend that Sec. 164.82 include the option of 
    telephoning the COTP and requesting a deviation for an inoperative 
    radar. Section 164.82(c) of this final rule allows a phoned-in request 
    for deviation; but, because of the legal nature of this type of 
    request, it also requires a written follow-up.
        One comment recommended keeping the words ``Failure of redundant * 
    * * '' in Sec. 164.82(d). The Coast Guard concurs and has kept them.
        Two comments recommended inserting the words ``after entering a 
    port'' behind ``96 hours'' in Sec. 164.82(d) because it is probable 
    that a radar would fail during a sea voyage and would be inoperative 
    more than 96 hours before a technician could get aboard. The two also 
    felt that such a requirement would create a burden because it would 
    mean that the vessel has to request a deviation from each COTP as the 
    vessel passes through the zones. Information of an inoperative radar is 
    critical when a vessel is under way, and services of a technician 
    should not be difficult to obtain, least of all in the zones; 
    therefore, the Coast Guard has not amended this requirement from the 
    NPRM.
        One comment noted that, if this final rule applied to foreign-flag 
    vessels towing in U.S. waters, it would mandate equipment not now 
    required by treaty such as the International Convention for the Safety 
    of Life at Sea 74/78 (SOLAS), as amended; the comment argued that to 
    impose regulations as a requirement of port entry without agreement of 
    the IMO would be inappropriate. The comment offered as an example the 
    proposed requirement for an illuminated swing-meter or magnetic 
    compass: It is
    
    [[Page 35070]]
    
    conceivable (though unlikely) that a foreign-flag towing vessel not 
    subject to SOLAS would not have a compass. The Coast Guard has 
    determined that it could not require less in this final rule without 
    defaulting on its duty to protect the U.S. navigable waters from the 
    risk posed by towing vessels. These vessels can seek from the COTP an 
    exemption if they enter U.S. navigable waters without the required 
    equipment. By requiring this equipment, the Coast Guard ensures that 
    these vessels will be adequately equipped while operating in U.S. 
    navigable waters or, at a minimum, that the COTP will be aware of their 
    substandard state.
    
    6. Logs
    
        One comment recommended that the final rule require maintenance of 
    more-comprehensive logbooks; the proposed rule would have authorized 
    maintenance of a simple ``diary'', which the comment held insufficient 
    because it could not prove that vessel personnel comply with the work-
    hour limitations of 46 U.S.C. 8104 and would not offer a comprehensive 
    list of items to take account of. The same comment recommended that, 
    because of the illiteracy of some operators, log books should have a 
    minimal number of items that could be answered by initial, check-marks, 
    or numbers rather than call for long, narrative paragraphs. The same 
    comment recommended that Sec. 164.78(b) be streamlined to require a log 
    entry only when a pre-departure test or inspection indicated a failure 
    or malfunction of a component; this approach would be consistent with 
    industry practice and would minimize unnecessary paperwork. The Coast 
    Guard considers it appropriate for companies to determine the method of 
    recordkeeping that meets the requirements in this rule and their own 
    needs and that suits the capability of the operators and masters they 
    employ. (Again, manning and rest hours are not within the scope of this 
    rule.) To ensure compliance with this rule, the Coast Guard requires a 
    record of tests even if nothing fails. In the interest of minimizing 
    these reports, the Coast Guard has not dictated the format of the entry 
    and will allow companies to continue to use their established 
    procedures.
        One comment recommended that the local Officer in Charge of Marine 
    Inspection (OCMI) be authorized to approve a company's individual 
    safety-certification process in lieu of establishing a new and 
    inflexible regime of logging and reporting for ensuring that vessels' 
    systems, gear, and the like are inspected and tested. The Coast Guard 
    has changed the language on inspecting and testing in this final rule 
    to reflect companies' procedures. The Coast Guard sees no need for an 
    OCMI's special approval of a company's individual process. However, the 
    process must record at least the tests and inspections required by this 
    rule.
        A final comment recommended that retroreflective material be placed 
    on both sides of barges to aid in seeing the barges, especially of a 
    large tow. This is outside the scope of this rulemaking, but is under 
    consideration by the Navigation Safety Advisory Council (NAVSAC). If 
    found to be feasible, it may be the subject of a separate rulemking or 
    of standard agreed to by government and industry.
    
    Incorporation by Reference
    
        The Director of the Federal Register has approved the material in 
    Sec. 164.03 for incorporation by reference under 5 U.S.C. 552 and 1 CFR 
    Part 51. The material is available as indicated in that section.
    
    Regulatory Evaluation
    
        This final rule is not a significant regulatory action under 
    section 3(f) of Executive Order 12866, and does not require an 
    assessment of potential costs and benefits under section 6(a)(3) of 
    that Order. It has not been reviewed by the Office of Management and 
    Budget under that Order. It is not significant under the regulatory 
    policies and procedures of the Department of Transportation (DOT) (44 
    FR 11040; February 26, 1979).
        A final Regulatory Evaluation under paragraph 10e of the regulatory 
    policies and procedures of DOT has been prepared and is available in 
    the docket for inspection or copying where indicated under ADDRESSES. 
    This final rule applies to all commercial towing vessels 12 meters or 
    greater in length. An estimated 4,686 existing towing vessels currently 
    operate on U.S. waters and are affected by this rule. The Coast Guard 
    estimates that the one-time cost of implementing this rule is $28 
    million. Summaries of the comments to the NPRM on its regulatory 
    evaluation, of the anticipated benefits of this final rule, and of the 
    estimated cost of this rule follow:
    
    Summary of Comments
    
        Two comments held the statement ``this rule would not result of a 
    significant economic impact on a substantial number of small entities'' 
    entirely false. They noted that the cost to upgrade a marine-assistance 
    vessel valued at $30,000 would be substantial. This rule in final form 
    does not affect marine-assistance vessels; it affects only those 
    vessels engaged in commercial towing. It applies to all of the latter 
    vessels 12 meters (39.25 feet) or greater in length operating in U.S. 
    waters. These vessels will have to retain manufacturing specifications 
    on towlines and regularly maintain and inspect the towlines. They will 
    have to carry updated charts or maps and publications, marine radar, 
    and searchlights. Some (depending on service) will also have to carry 
    magnetic compasses or swing-meters, depth-sounders, and electronic 
    position-fixing devices.
    
    Summary of Benefits
    
        The principal benefits of this final rule will be to enhance the 
    safety of navigation and reduce the risk of collisions, allisions, and 
    groundings.
        The allision in September, 1993, of a tow with a fixed railroad 
    bridge near Mobile, Alabama, established the necessity of navigational-
    safety equipment for towing vessels. These navigational-safety measures 
    will reduce damage to the human and natural environments by increasing 
    the number of tools at the disposal of a vessel operator, thereby 
    decreasing the likelihood of an accident.
        The preliminary findings of studies prepared after the derailment 
    of the Sunset Limited indicate that many owners and operators of towing 
    vessels voluntarily equip their vessels with much of the proposed 
    equipment here required. Review of the kind and amount of equipment 
    voluntarily installed suggests the desirability of the industry's 
    taking these measures. In addition, reliability and performance of 
    modern navigational equipment has improved, which also suggests that 
    mariners can have available to them, at falling cost, valued, accurate 
    information. The benefits of each piece of equipment are as follows:
        A marine surface-navigation radar is an essential piece of 
    navigational-safety equipment. Not only does it aid in detecting and 
    avoiding other vessels; it helps in constricted waterways and during 
    periods of decreased visibility.
        A searchlight also helps in restricted waterways, and is essential 
    in checking the condition of tows and warning other vessels of the 
    presence of towlines.
        A magnetic compass indicates headings, which are critical to safe 
    navigation of a vessel in open waters. It allows dead-reckoning in 
    restricted visibility, enables the vessel to fix its position, helps 
    the vessel to determine the effect of winds and currents, and tells the 
    rate of turn for the tow.
        A swing-meter, or rate-of-turn indicator, tells the rate of turn 
    for the
    
    [[Page 35071]]
    
    towing vessel itself, which is valuable for every vessel pushing ahead 
    and is critical for every large, multiple-barge tow pushing ahead. TSAC 
    has indicated the considerable value of this device to every vessel 
    pushing ahead.
        A depth-sounder decreases the risk of grounding. It provides 
    immediate information on depth, and also helps fix the vessel's 
    position.
        An electronic position-fixing device has become a basic 
    navigational tool on board both offshore and coastal vessels. It 
    supplants plotting by traditional means, for which few towing vessels 
    have either the time or the personnel.
        Charts or maps, and publications, have always been a basic 
    navigational tool. They give detailed, recent information on 
    obstructions, routes, bridge clearances, communication channels, river 
    currents, and hazards to navigation.
        Finally, owners' and operators' retention of manufacturers' data on 
    the breaking strength of towlines, together with minimal standards of 
    inspection and serviceability, will help ensure that towlines remain 
    intact throughout transits and are of the appropriate sizes or 
    configurations. The desirability of keeping tugs made up to their 
    barges appears self-evident.
        All of these measures serve essentially the same purpose: to 
    increase navigational safety for towing vessels and barges on U.S. 
    waters. Although the Coast Guard recognizes that many prudent operators 
    already practice them, this rule will codify them, provide basic 
    performance standards for the equipment, and compel compliance for 
    vessels not conforming to the sound practices of the majority of the 
    industry.
        The benefits from these measures are significant, but the Coast 
    Guard cannot quantify them from available data.
    
    Summary of Costs
    
        The present value of the one-time costs to the towing industry of 
    installing the required navigational equipment is, on a very 
    conservative estimate, just under $28 million. This estimate is based 
    on Coast Guard research. It assumes that a high proportion of vessels 
    do not already carry the equipment, and does not factor in the 
    difference in requirements for the difference in routes. Therefore, 
    although it does not include costs for maintenance and repair, the 
    Coast Guard expects that the actual value of the costs to the industry 
    will run appreciably lower than $28 million.
        The estimated one-time cost of towing vessels 20 meters (65.62 
    feet) or more in length totals $10.2 million; this comes to about 
    $4,600 a vessel. That for those between 12 and 20 meters totals $17.4 
    million; this comes to about $7,000 a vessel. The average cost for 
    smaller vessels, paradoxically, is higher than that for larger ones 
    because the Coast Guard's estimating methodology assumes that a larger 
    proportion of smaller vessels do not already carry the required 
    navigational-safety equipment.
        This final rule will impose recurring costs in following years. 
    There will be three annual components of recurring costs: updates, 
    deviations, and towline testing. (a) Estimated cost of updates is 
    $468,000 a year for the purchase of new editions of charts or maps and 
    publications as necessary. (b) Estimated costs of deviations is about 
    $43,000 a year, assuming 1,072 of them a year. This number is low 
    because the rule will allow 96 hours to make any necessary repairs. 
    This is to decrease the burden on industry, especially on small 
    entities. (c) Finally, estimated cost of towline testing is about $300 
    a test. At 937 tests a year (20 percent of vessels), this component 
    will be $281,000 a year. These three annual components of recurring 
    costs will total $792,000.
    
    Small Entities
    
        The costs to small entities will not be significant, because, 
    unlike the proposed rule, this final rule exempts towing vessels of 
    less than 12 meters in length, certain yard and fleeting craft, 
    assistance-towing vessels, and pollution-response vessels; because of 
    the large number of vessels already in compliance; and because of the 
    phase-in periods for several provisions. Therefore, the Coast Guard 
    certifies under section 605(b) of the Regulatory Flexibility Act (5 
    U.S.C. 601 et seq.) that this rule will not have a significant economic 
    impact on a substantial number of small entities.
    
    Collection of Information
    
        Under the Paperwork Reduction Act (44 U.S.C. 3501 et seq.), the 
    Office of Management and Budget (OMB) reviews each rule that contains a 
    collection-of-information requirement to determine whether the 
    practical value of the information is worth the burden imposed by its 
    collection. Collection-of-information requirements include reporting, 
    recordkeeping, notification, and other, similar requirements.
        This final rule contains collection-of-information requirements in 
    the following sections: 164.72(b), 164.74(a) 164.78(b), and 164.82(d). 
    The following particulars apply:
        DOT No.: 2115.
        OMB Control No.: 2115-0628.
        Administration: U.S. Coast Guard.
        Title: Navigation Safety Equipment for Towing Vessels.
        Need for Information: This final rule will require the mariner to 
    log or otherwise record information necessary for the safe operation of 
    the vessel, including (1) Updating navigational charts or maps and 
    publications to ensure that they accurately reflect local conditions; 
    (2) keeping documentation on the vessel's towline to verify its 
    strength and recording regular inspections of it to ensure that it 
    remains sound; (3) recording tests of the navigation and towing 
    equipment to ensure that they are functioning properly; and (4) 
    requesting a deviation from the COTP if the vessel's radar is 
    inoperative to ensure that this essential equipment is repaired. These 
    recordkeeping requirements are thoroughly consistent with good 
    commercial practice and the dictates of good seamanship for safe 
    navigation and maintenance of critical navigational-safety equipment.
    
    Proposed Use of Information
    
        The primary use of this information will be to ensure that the 
    mariner records information necessary for the safe operation and 
    maintenance of the vessel. The secondary use will be to help Coast 
    Guard inspectors determine whether a vessel is in compliance or, in the 
    case of a casualty, whether failure to comply with this final rule 
    contributed to the casualty. The Coast Guard has no specific plan to 
    collect these data for statistical analysis.
        Frequency of Response: The various information called for by this 
    final rule will be recorded at different intervals. Updates of charts 
    or maps and publications under Sec. 164.72(b) bill occur at least 
    weekly. Towline verification will entail, for each towline, keeping a 
    record of the initial manufacturing data indefinitely. Entries in 
    inspection logs or other documentation for towlines under 
    Sec. 164.74(a) will entail recording at least monthly. The recording 
    under Sec. 164.78(b) of tests and inspection of equipment will be 
    frequent, and consistent with the underway schedule of the vessel. 
    Finally, the submittal of requests for deviations under Sec. 164.82(d) 
    should occur infrequently, only when certain navigational-safety 
    equipment fails and remains inoperative for greater than 96 hours.
        Burden Estimate: 302,663 hours.
        Respondents: 4,686 owners, masters, or operators of towing vessels.
        Average Burden Hours a respondent: 64.6 annual hours a respondent.
        Persons need not respond to an information collection unless it 
    displays a currently valid control number from
    
    [[Page 35072]]
    
    OMB. This final rule contains information collections that have been 
    approved by OMB.
    
    Federalism
    
        The Coast Guard has analyzed this final rule under the principles 
    and criteria contained in Executive Order 12612 (October 26, 1987) and 
    has determined that this rule does not have sufficient implications for 
    federalism to warrant the preparation of a Federal Assessment.
    
    Environment
    
        The Coast Guard considered the environmental impact of this final 
    rule and concluded that, under paragraphs 2.B.2.e(34) (d) and (e) of 
    Commandant Instruction M16475.1B, this rule is categorically excluded 
    from further environmental documentation. A ``Categorical Exclusion 
    Determination'' is available in the docket for inspection or copying 
    where indicated under ADDRESSES.
    
    List of Subjects in 33 CFR Part 164
    
        Marine safety, Navigation (water), Reporting and recordkeeping 
    requirements, Waterways, Incorporation by reference.
    
        For the reasons set out in the preamble, the Coast Guard amends 33 
    CFR part 164 as follows:
    
    PART 164--NAVIGATION SAFETY REGULATIONS
    
        1. The authority citation for part 164 is revised to read as 
    follows:
    
        Authority: 33 U.S.C. 1223, 1231; 46 U.S.C. 2103, 3703; 49 CFR 
    1.46. Sec. 164.13 also issued under 46 U.S.C. 8502. Sec. 164.61 also 
    issued under 46 U.S.C. 6101.
    
        2. In Sec. 164.01, paragraph (b) is added to read as follows:
    
    
    Sec. 164.01  Applicability.
    
    * * * * *
        (b) Sections 164.70 through 164.82 of this part apply to each 
    towing vessel of 12 meters (39.4 feet) or more in length operating in 
    the navigable waters of the United States other than the St. Lawrence 
    Seaway; except that a towing vessel is exempt from the requirements of 
    Sec. 164.72 if it is--
        (1) Used solely within a limited geographic area, such as a 
    fleeting-area for barges or a commercial facility, and used solely for 
    restricted service, such as making up or breaking up larger tows;
        (2) Used solely for assistance towing as defined by 46 CFR 10.103;
        (3) Used solely for pollution response; or
        (4) Any other vessel exempted by the Captain of the Port (COTP). 
    The COTP, upon written request, may, in writing, exempt a vessel from 
    Sec. 164.72 for a specified route if he or she decides that exempting 
    it would not allow its unsafe navigation under anticipated conditions.
        3. Section 164.03 is amended by revising paragraph (b) to read as 
    follows:
    
    
    Sec. 164.03  Incorporation by reference.
    
    * * * * *
        (b) The materials approved for incorporation by reference in this 
    part and the sections affected are as follows:
    
    American Petroleum Institute (API), 1220 L Street NW.,                  
     Washington, DC 20005                                                   
      API Specification 9A, Specification for Wire Rope, Section            
       3, Properties and Tests for Wire and Wire Rope, May 28,              
       1984......................................................     164.74
    American Society for Testing and Materials (ASTM), 1916 Race            
     Street, Philadelphia, PA 19103                                         
      ASTM D4268-93, Standard Test Method for Testing Fiber Ropes     164.74
    Cordage Institute, 350 Lincoln Street, Hingham, MA 02043                
      CIA-3, Standard Test Methods for Fiber Rope Including                 
       Standard Terminations, Revised, June 1980.................     164.74
    International Maritime Organization (IMO), 4 Albert                     
     Embankment, London SE1 7SR, U.K.                                       
      IMO Resolution A342(IX), Recommendation on Performance                
       Standards for Automatic Pilots, adopted November 12, 1975.     164.13
    International Telecommunication Union Radiocommuni- cation              
     Bureau (ITU-R), Place de Nations CH-1211 Geneva 20                     
     Switzerland                                                            
      (1) ITU-R Recommendation M.821, Optional Expansion of the             
       Digital Selective-Calling System for Use in the Maritime             
       Mobile Service, 1992......................................     164.43
      (2) ITU-R Recommendation M.825, Characteristics of a                  
       Transponder System Using Digital Selective-Calling                   
       Techniques for Use with Vessel Traffic Services and Ship-            
       to-Ship Identification, 1992..............................     164.43
    Radio Technical Commission for Maritime Services, 655                   
     Fifteenth Street, NW., Suite 300, Washington, DC 20005                 
      (1) RTCM Paper 12-78/DO-100, Minimum Performance Standards,           
       Loran C Receiving Equipment, 1977.........................     164.41
      (2) RTCM Paper 194-93/SC104-STD, RTCM Recommended Standards           
       for Differential NAVSTAR GPS Service, Version 2.1, 1994...     164.43
      (3) RTCM Paper 71-95/SC112-STD, RTCM Recommended Standards            
       for Marine Radar Equipment Installed on Ships of Less Than           
       300 Tons Gross Tonnage, Version 1.1, October 10, 1995.....     164.72
      (4) RTCM Paper 191-93/SC112-X, RTCM Recommended Standards             
       for Maritime Radar Equipment Installed on Ships of 300               
       Tons Gross Tonnage and Upwards, Version 1.2, December 20,            
       1993......................................................     164.72
                                                                            
    
        4. Sections 164.70, 164.72, 164.74, 164.76, 164.78, 164.80, and 
    164.82 added to read as follows:
    
    
    Sec. 164.70  Definitions.
    
        For purposes of Secs. 164.72 through 164.82, the term--
        Current edition means the most recent published version of a 
    publication, chart, or map required by Sec. 164.72.
        Currently corrected edition means a current or previous edition of 
    a publication required by Sec. 164.72, corrected with changes that come 
    from Notices to Mariners (NTMs) or Notices to Navigation reasonably 
    available and that apply to the vessel's transit. Hand-annotated river 
    maps from the U.S. Army Corps of Engineers (ACOE) are currently 
    corrected editions if issued within the previous 5 years.
        Great Lakes means the Great Lakes and their connecting and 
    tributary waters including the Calumet River as far as the Thomas J. 
    O'Brien Lock and Controlling Works (between miles 326 and 327), the 
    Chicago River as far as the east side of the Ashland Avenue Bridge 
    (between miles 321 and 322), and the Saint Lawrence River as far east 
    as the lower exit of Saint Lambert Lock.
        Swing-meter means an electronic or electric device that indicates 
    the rate of turn of the vessel on board which it is installed.
        Towing vessel means a commercial vessel engaged in or intending to 
    engage in pulling, pushing or hauling alongside, or any combination of 
    pulling, pushing, or hauling alongside.
        Western Rivers means the Mississippi River, its tributaries, South 
    Pass, and Southwest Pass, to the navigational-demarcation lines 
    dividing the high seas from harbors, rivers, and other inland waters of 
    the United States, and the Port Allen-Morgan City Alternative Route, 
    and that part of the Atchafalaya River above its junction with the Port 
    Allen-Morgan City Alternative Route
    
    [[Page 35073]]
    
    including the Old River and the Red River and those waters specified by 
    Secs. 89.25 and 89.27 of this chapter, and such other, similar waters 
    as are designated by the COTP.
    
    
    Sec. 164.72  Navigational-safety equipment, charts or maps, and 
    publications required on towing vessels.
    
        (a) Except as provided by Sec. 164.01(b), each towing vessel must 
    be equipped with the following navigational-safety equipment:
        (1) Marine Radar. By August 2, 1997, a marine radar that meets the 
    following applicable requirements:
        (i) For a vessel of less than 300 tons gross tonnage that engages 
    in towing on navigable waters of the U.S., including Western Rivers, 
    the radar must meet--
        (A) The requirements of the Federal Communications Commission (FCC) 
    specified by 47 CFR part 80; and
        (B) RTCM Standard for Marine Radar Equipment Installed on Ships of 
    Less Than 300 Tons Gross Tonnage, RTCM Paper 71-95/SC112-STD, Version 
    1.1, display Category II and stabilization Category Bravo.
        (ii) For a vessel of less than 300 tons gross tonnage that engages 
    in towing seaward of navigable waters of the U.S. or more than three 
    nautical miles from shore on the Great Lakes, the radar must meet--
        (A) The requirements of the FCC specified by 47 CFR part 80; and
        (B) RTCM Standard for Marine Radar Equipment Installed on Ships of 
    Less Than 300 Tons Gross Tonnage, RTCM Paper 71-95/SC112-STD, Version 
    1.1, display Category I and stabilization Category Alpha.
        (iii) For a vessel of 300 tons gross tonnage or more that engages 
    in towing, the radar must meet RTCM Recommended Standards for Marine 
    Radar Equipment Installed on Ships of 300 Tons Gross tonnage and 
    Upwards, RTCM Paper 191-93/SC112-X, Version 1.2.
        (iv) A vessel with an existing radar must meet the applicable 
    requirements of paragraphs (a)(1) (i) through (iii) of this section by 
    August 2, 1998; except that a vessel with an existing radar must meet 
    the display and stabilization requirements of paragraph (a)(1)(ii)(B) 
    of this section by August 2, 2001.
        (2) Searchlight. A searchlight, directable from the vessel's main 
    steering station and capable of illuminating objects at a distance of 
    at least two times the length of the tow.
        (3) VHF-FM Radio. An installation or multiple installations of VHF-
    FM radios as prescribed by part 26 of this chapter and 47 CFR part 80, 
    to maintain a continuous listening watch on the designated calling 
    channel, VHF-FM Channel 13 (except on portions of the Lower Mississippi 
    River, where VHF-FM Channel 67 is the designated calling channel), and 
    to separately monitor the International Distress and Calling Channel, 
    VHF-FM Channel 16, except when transmitting or receiving traffic on 
    other VHF-FM channels or when participating in a Vessel Traffic Service 
    (VTS) or monitoring a channel of a VTS. (Each U.S. towing vessel of 26 
    feet (about 8 meters) or more in length, except a public vessel, must 
    hold a ship-radio-station license for radio transmitters (including 
    radar and EPIRBs), and each operator must hold a restricted operator's 
    license or higher. To get an application for either license, call (800) 
    418-FORM or (202) 418-FORM, or write to the FCC; Wireless Bureau, 
    Licensing Division; 1270 Fairfield Road; Gettysburg, PA 17325-7245.)
        (4) Magnetic Compass. Either--
        (i) An illuminated swing-meter or an illuminated car-type magnetic 
    steering compass readable from the vessel's main steering station, if 
    the vessel engages in towing exclusively on Western Rivers; or
        (ii) An illuminated card-type magnetic steering compass readable 
    from the vessel's main steering station.
        (5) Echo Depth-Sounding Device. By August 2, 2001, an echo depth-
    sounding device readable from the vessel's main steering station, 
    unless the vessel engages in towing exclusively on Western Rivers.
        (6) Electronic Position-Fixing Device. An electronic position-
    fixing device, either a LORAN-C receiver or a satellite navigational 
    system such as the Global Positioning System (GPS) as required by 
    Sec. 164.41, if the vessel engages in towing seaward of navigable 
    waters of the U.S. or more than three nautical miles from shore on the 
    Great Lakes.
        (b) Each towing vessel must carry on board and maintain the 
    following:
        (1) Charts or maps. Marine charts or maps of the areas to be 
    transited, published by the National Ocean Service (NOS), the ACOE, or 
    a river authority that satisfy the following requirements:
        (i) The charts or maps must be of a large enough scale and have 
    enough detail to make safe navigation of the areas possible.
        (ii) The charts or maps must be either--
        (A) Current editions or currently corrected editions, if the vessel 
    engages in towing exclusively on navigable waters of the U.S., 
    including Western Rivers; or
        (B) Currently corrected editions, if the vessel engages in towing 
    seaward of navigable waters of the U.S. or more than three nautical 
    miles from shore on the Great Lakes.
        (iii) The charts or maps may be, instead of charts or maps required 
    by paragraphs (b)(1) (i) and (ii) of this section, currently corrected 
    marine charts or maps, or applicable extracts, published by a foreign 
    government. These charts or maps, or applicable extracts, must contain 
    information similar to that on the charts or maps required by 
    paragraphs (b)(1) (i) and (ii) of this section, be of large enough 
    scale, and have enough detail to make safe navigation of the areas 
    possible, and must be currently corrected.
        (3) General publications. A currently corrected edition of, or an 
    applicable currently corrected extract from, each of the following 
    publications for the area to be transited:
        (i) If the vessel is engaged in towing exclusively on Western 
    Rivers--
        (A) U.S. Coast Guard Light List;
        (B) Applicable Notices to Navigation published by the ACOE, or 
    Local Notices to Mariners (LNMs) published by the Coast Guard, for the 
    area to be transited, when available; and
        (C) River-current tables published by the ACOE or a river 
    authority, if available.
        (ii) If the vessel is engaged other than in towing exclusively on 
    Western Rivers--
        (A) Coast Guard Light List;
        (B) Notices to Mariners published by the Defense Mapping Agency, or 
    LNMs published by the Coast Guard;
        (C) Tidal-current tables published by the NOS, or river-current 
    tables published by the ACOE or a river authority:
        (D) Tide tables published by the NOS; and
        (E) U.S. Coast Pilot.
        (c) Table 164.72, following, summarizes the navigational-safety 
    equipment, charts or maps, and publications required for towing vessels 
    of 12 meters or more in length:
    
    [[Page 35074]]
    
    
    
       Table 164.72.--Equipment, Charts or Maps, and Publications of Towing Vessels of 12 Meters or More in Length  
    ----------------------------------------------------------------------------------------------------------------
                                                                                                Waters seaward of   
                                                                    U.S. navigable waters    navigable waters and 3 
                                             Western rivers          other than Western     NM or more from shore on
                                                                           rivers                the Great Lakes    
    ----------------------------------------------------------------------------------------------------------------
    Marine Radar:                                                                                                   
    Towing vessels of less than 300    RTCM Paper 71-95/SC112-    RTCM Paper 71-95/SC112-   RTCM Paper 71-95/SC112- 
     GT.                                STD Version 1.1, Display   STD Version 1.1,          STD Version 1.1,       
                                        Category II \1\            Display Category II \1\   Display Category I \2\ 
                                        Stabilization Category     Stabilization Category    Stabilization Category 
                                        BRAVO.                     BRAVO.                    ALPHA.                 
    Towing vessels of 300 GT or more.  RTCM Paper 191-93/SC112-X  RTCM Paper 191-93/SC112-  RTCM Paper 191-93/SC112-
                                        Version 1.2.\1\            X Version 1.2.\1\         X Version 1.2.\1\      
    Searchlight......................  X........................  X.......................  X.                      
    VHF-FM radio.....................  X........................  X.......................  X.                      
    Magnetic compass.................  X \3\....................  X.......................  X.                      
    Swing-meter......................  X \3\....................  ........................  ........................
    Echo depth-sounding device.......  .........................  X.......................  X.                      
    Electronic position-fixing device                                                       X.                      
    Charts or maps...................  (1) Large enough scale...  (1) Large enough scale..  (1) Large enough scale. 
                                       (2) Current edition or     (2) Current edition or    (2) Currently corrected 
                                        currently corrected        currently corrected       edition.               
                                        edition.                   edition.                                         
    General publications.............  (1) U.S. Coast Guard       (1) U.S. Coast Guard      (1) U.S. Coast Guard    
                                        Light List.                Light List.               Light List.            
                                       (2) Notices to Navigation  (2) Local Notices to      (2) Local Notices to    
                                        or Local Notice to         Mariners.                 Mariners.              
                                        Mariners.                                                                   
                                       (3) River-current Tables.  (3) Tidal-current Tables  (3) Tidal-current       
                                                                                             Tables.                
                                                                  (4) Tide Tables.........  (4) Tide Tables.        
                                                                  (5) U.S. Coast Pilot....  (5) U.S. Coast Pilot.   
    ----------------------------------------------------------------------------------------------------------------
    Notes:                                                                                                          
    \1\ Towing vessels with existing radar must meet this requirement by August 2, 1998.                            
    \2\ Towing vessels with existing radar must meet this requirement by August 2, 1998, but do not need to meet the
      display and stabilization requirement until August 2, 2001.                                                   
    \3\ A towing vessel may carry either a swing-meter or a magnetic compass.                                       
    
    Sec. 164.74  Towline and terminal gear for towing astern.
    
        (a) Towline. The owner, master, or operator of each vessel towing 
    astern shall ensure that the strength of each towline is adequate for 
    its intended service, considering at least the following factors:
        (1) The size and material of each towline must be--
        (i) Appropriate for the horsepower or bollard pull of the vessel;
        (ii) Appropriate for the static loads and dynamic loads expected 
    during the intended service;
        (iii) Appropriate for the sea conditions expected during the 
    intended service;
        (iv) Appropriate for exposure to the marine environment and to any 
    chemicals used or carried on board the vessel;
        (v) Appropriate for the temperatures of normal stowage and service 
    on board the vessel;
        (vi) Compatible with associated navigational-safety equipment; and
        (vii) Appropriate for the likelihood of mechanical damage.
        (2) Each towline as rigged must be--
        (i) Free of knots;
        (ii) Spliced with a thimble, or have a poured socket at its end; 
    and
        (iii) Free of wire clips except for temporary repair, for which the 
    towline must have a thimble and either five wire clips or as many wire 
    clips as the manufacturer specifies for the nominal diameter and 
    construction of the towline, whichever is more.
        (3) The condition of each towline must be monitored through the--
        (i) Keeping on board the towing vessel or in company files of a 
    record of the towline's initial minimum breaking strength as determined 
    by the manufacturer, by a classification (``class'') society authorized 
    in Sec. 157.04 of this chapter, or by a tensile test that meets API 
    Specification 9A, Specification for Wire Rope, Section 3; ASTM D4268-
    93, Standard Test Method for Testing Fiber Ropes; or Cordage Institute 
    CIA 3, Standard Test Methods for Fiber Rope Including Standard 
    Terminations;
        (ii) If the towline is purchased from another owner, master, or 
    operator of a vessel with the intent to use it as a towline or if it is 
    retested for any reason, keeping on board the towing vessel or in 
    company files of a record of each retest of the towline's minimum 
    breaking strength as determined by a class society authorized in 
    Sec. 157.04 of this chapter or by a tensile test that meets API 
    Specification 9A, Section 3; ASTM D4268-93; or Cordage Institute CIA 3, 
    Standard Test Methods;
        (iii) Conducting visual inspections of the towline in accordance 
    with the manufacturer's recommendations, or at least monthly, and 
    whenever the serviceability of the towline is in doubt (the inspections 
    being conducted by the owner, master, or operator, or by a person on 
    whom the owner, master, or operator confers the responsibility to take 
    corrective measures appropriate for the use of the towline);
        (iv) Evaluating the serviceability of the whole towline or any part 
    of the towline, and removing the whole or part from service either as 
    recommended by the manufacturer or a class society authorized in 
    Sec. 157.04 of this chapter or in accordance with a replacement 
    schedule developed by the owner, master, or operator that accounts for 
    at least the--
    
    [[Page 35075]]
    
        (A) Nautical miles on, or time in service of, the towline;
        (B) Operating conditions experienced by the towline;
        (C) History of loading of the towline;
        (D) Surface condition, including corrosion and discoloration, of 
    the towline;
        (E) Amount of visible damage to the towline;
        (F) Amount of material deterioration indicated by measurements of 
    diameter and, if applicable, measurements of lay extension of the 
    towline; and
        (G) Point at which a tensile test proves the minimum breaking 
    strength of the towline inadequate by the standards of paragraph (a)(1) 
    of this section, if necessary; and
        (v) Keeping on board the towing vessel or in company files of a 
    record of the material condition of the towline when inspected under 
    paragraphs (a)(3)(iii) and (iv) of this section. Once this record 
    lapses for three months or more, except when a vessel is laid up or out 
    of service or has not deployed its towline, the owner, master, or 
    operator shall retest the towline or remove it from service.
        (b) Terminal gear. The owner, master, or operator of each vessel 
    towing astern shall ensure that the gear used to control, protect, and 
    connect each towline meets the following criteria:
        (1) The material and size of the terminal gear are appropriate for 
    the strength and anticipated loading of the towline and for the 
    environment;
        (2) Each connection is secured by at least one nut with at least 
    one cotter pin or other means of preventing its failure;
        (3) The lead of the towline is appropriate to prevent sharp bends 
    in the towline from fairlead blocks, chocks, or tackle;
        (4) There is provided a method, whether mechanical or non-
    mechanical, that does not endanger operating personnel but that easily 
    releases the towline;
        (5) The towline is protected from abrasion or chafing by chafing 
    gear, lagging, or other means;
        (6) Except on board a vessel towing in ice on Western Rivers or one 
    using a towline of synthetic or natural fiber, there is fitted a winch 
    that evenly spools and tightly winds the towline; and
        (7) If a winch is fitted, there is attached to the main drum a 
    brake that has holding power appropriate for the horsepower or bollard 
    pull of the vessel and can be operated without power to the winch.
    
    
    Sec. 164.76  Towline and terminal gear for towing alongside and pushing 
    ahead.
    
        The owner, master, or operator of each vessel towing alongside or 
    pushing ahead shall ensure that the face wires, spring lines, and push 
    gear used--
        (a) Are appropriate for the vessel's horsepower;
        (b) Are appropriate for the arrangement of the tow;
        (c) Are frequently inspected; and
        (d) Remain serviceable.
    
    
    Sec. 164.78  Navigation under way: Towing vessels.
    
        (a) The owner, master, or operator of each vessel towing shall 
    ensure that each person directing and controlling the movement of the 
    vessel--
        (1) Understands the arrangement of the tow and the effects of 
    maneuvering on the vessel towing and on the vessel, barge, or object 
    being towed;
        (2) Can fix the position of the vessel using installed navigational 
    equipment, aids to navigation, geographic reference-points, and 
    hydrographic contours;
        (3) Does not fix the position of the vessel using buoys alone 
    (Buoys are aids to navigation placed in approximate positions either to 
    alert mariners to hazards to navigation or to indicate the orientation 
    of a channel. They may not maintain exact charted positions, because 
    strong or varying currents, heavy seas, ice, and collisions with 
    vessels can move or sink them or set them adrift. Although they may 
    corroborate a position fixed by other means, they cannot fix a 
    position; however, if no other aids are available, buoys alone may 
    establish an estimated position.);
        (4) Evaluates the danger of each closing visual or radar contact;
        (5) Knows and applies the variation and deviation, where a magnetic 
    compass is fitted and where charts or maps have enough detail to enable 
    this type of correction;
        (6) Knows the speed and direction of the current, set, drift, and 
    tidal state for the area to be transited; and
        (7) Proceeds at a speed prudent for the weather, visibility, 
    traffic density, tow draft, possibility of wake damage, speed of the 
    current, and local speed-limits.
        (b) The owner, master, or operator of each vessel towing shall 
    ensure that the tests and inspections required by Sec. 164.80 are 
    conducted and that the results are entered in the log or other record 
    carried on board.
    
    
    Sec. 164.80  Tests and inspections.
    
        (a) The owner, master, or operator of each towing vessel of less 
    than 1,600 GT shall ensure that the following tests and inspections of 
    gear occur before the vessel embarks on a voyage of more than 24 hours 
    or when each new master or operator assumes command:
        (1) Steering-systems. A test of the steering-gear-control system; a 
    test of the main steering gear from the alternative power supply, if 
    installed; a verification of the rudder-angle indicator relative to the 
    actual position of the rudder; and a visual inspection of the steering 
    gear and its linkage.
        (2) Navigational equipment. A test of all installed navigational 
    equipment.
        (3) Communications. Operation of all internal vessel control 
    communications and vessel-control alarms, if installed.
        (4) Lights. Operation of all navigational lights and all 
    searchlights.
        (5) Terminal gear. Visual inspection of tackle; of connections of 
    bridle and towing pendant, if applicable; of chafing gear; and of the 
    winch brake, if installed.
        (6) Propulsion systems. Visual inspection of the spaces for main 
    propulsion machinery, of machinery, and of devices for monitoring 
    machinery.
        (b) The owner, master, or operator of each towing vessel of 1,600 
    GT or more shall ensure that the following tests of equipment occur at 
    the frequency required by Sec. 164.25 and that the following 
    inspections of gear occur before the vessel embarks on a voyage of more 
    than 24 hours or when each new master or operator assumes command:
        (1) Navigational equipment. Tests of onboard equipment as required 
    by Sec. 164.25.
        (2) Terminal gear. Visual inspection of tackle; of connections of 
    bridle and towing pendant, if applicable; of chafing gear; and of the 
    winch brake, if installed.
    
    
    Sec. 164.82  Maintenance, failure, and reporting.
    
        (a) Maintenance. The owner, master, or operator of each towing 
    vessel shall maintain operative the navigational-safety equipment 
    required by Sec. 164.72.
        (b) Failure. If any of the navigational-safety equipment required 
    by Sec. 164.72 fails during a voyage, the owner, master, or operator of 
    the towing vessel shall exercise due diligence to repair it at the 
    earliest practicable time. He or she shall enter its failure in the log 
    or other record carried on board. The failure of equipment, in itself, 
    does not constitute a violation of this rule; nor does it constitute 
    unseaworthiness; nor does it obligate an owner, master, or operator to 
    moor or anchor the vessel. However, the owner, master, or operator 
    shall consider the state of the equipment--along with such factors as 
    weather, visibility, traffic, and the dictates of good seamanship--in 
    deciding whether it is safe for the vessel to proceed.
        (c) Reporting. The owner, master, or operator of each towing vessel 
    whose
    
    [[Page 35076]]
    
    equipment is inoperative or otherwise impaired while the vessel is 
    operating within a Vessel Traffic Service (VTS) Area shall report the 
    fact as required by 33 CFR 161.124. (33 CFR 161.124 requires that each 
    user of a VTS report to the Vessel Traffic Center as soon as 
    practicable:
        (1) Any absence or malfunction of vessel-operating equipment for 
    navigational safety, such as propulsion machinery, steering gear, 
    radar, gyrocompass, echo depth-sounding or other sounding device, 
    automatic dependent surveillance equipment, or navigational lighting;
        (2) Any condition on board the vessel likely to impair navigation, 
    such as shortage of personnel or lack of current nautical charts or 
    maps, or publications; and
        (3) Any characteristics of the vessel that affect or restrict the 
    maneuverability of the vessel, such as arrangement of cargo, trim, 
    loaded condition, under-keel clearance, and speed.)
        (d) Deviation and authorization. The owner, master, or operator of 
    each towing vessel unable to repair within 96 hours an inoperative 
    marine radar required by Sec. 164.72(a) shall so notify the Captain of 
    the Port (COTP) and shall seek from the COTP both a deviation from the 
    requirements of this section and an authorization for continued 
    operation in the area to be transited. Failure of redundant 
    navigational-safety equipment, including but not limited to failure of 
    one of two installed radars, where each satisfies Sec. 164.72(a), does 
    not necessitate either a deviation or an authorization.
        (1) The initial notice and request for a deviation and an 
    authorization may be spoken, but the request must also be written. The 
    written request must explain why immediate repair is impracticable, and 
    state when and by whom the repair will be made.
        (2) The COTP, upon receiving even a spoken request, may grant a 
    deviation and an authorization from any of the provisions of 
    Secs. 164.70 through 164.82 for a specified time if he or she decides 
    that they would not impair the safe navigation of the vessel under 
    anticipated conditions.
    
        Dated: June 26, 1996.
    J.C. Card,
    Rear Admiral, U.S. Coast Guard, Chief, Marine Safety and Environmental 
    Protection.
    [FR Doc. 96-16892 Filed 7-2-96; 8:45 am]
    BILLING CODE 4910-14-M
    
    
    

Document Information

Effective Date:
8/2/1996
Published:
07/03/1996
Department:
Coast Guard
Entry Type:
Rule
Action:
Final rule.
Document Number:
96-16892
Dates:
This rule is effective on August 2, 1996. The Director of the Federal Register approves as of August 2, 1996 the incorporation by reference of certain publications listed in this rule.
Pages:
35064-35076 (13 pages)
Docket Numbers:
CGD 94-020
RINs:
2115-AE91: Navigation Safety Equipment for Towing Vessels (CGD 94-020)
RIN Links:
https://www.federalregister.gov/regulations/2115-AE91/navigation-safety-equipment-for-towing-vessels-cgd-94-020-
PDF File:
96-16892.pdf
CFR: (17)
33 CFR 164.72(a)(2)
33 CFR 164.72(a)(3)
33 CFR 164.74(a)(2)
33 CFR 164.74(a)
33 CFR 164.01(b)(1)
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