United States Coast Guard

Requirements For

Uninspected Towing Vessels

Department of Homeland Security Change 3

United States Coast Guard July 2012
If you have questions about the information in this Uninspected Towing Vessel (UTV)
Guidebook, want additional copies of the Guidebook, or want a UTV Examination for
your vessel, please contact the Prevention Department at your local Coast Guard
Sector office at:
Sector Anchorage 907-271-6727 Sector Los Angeles/Long Beach 310-521-3702
Sector Baltimore 410-576-2566 Sector Lower Mississippi River 901-521-4811
Sector Boston 617-223-3031 Sector Miami 305-535-8736
Sector Buffalo 716-843-9575 Sector Mobile 251-441-5282
Sector Columbia River 503-240-9374 Sector New Orleans 504-365-2262
Sector Charleston 843-720-3180 x4 Sector New York 718-354-4353
Sector Corpus Christi 361-888-3162 x307 Sector North Carolina 252-247-4524
Sector Delaware Bay 215-271-4952 Sector Northern New England 207-741-5431
Sector Detroit 313-568-9619 Sector Ohio Valley 502-893-8186 x2103
Sector Guam 671-355-4862 Sector Puget Sound 206-217-6075
Sector Hampton Roads 757-668-5552 Sector San Diego 619-278-7240
Sector Honolulu 808-522-8260 x261 Sector San Francisco 510-437-3249
Sector Houston-Galveston 713-671-5100 x1075 Sector San Juan 787-729-2376
Sector Jacksonville 904-564-7664 Sector Sault Ste Marie 906-635-3341
Sector Juneau 907-463-2444 Sector Southeastern New England 401-435-2350
Sector Key West 305-292-8804 Sector St. Petersburg 813-228-2191 x8140
Sector Lake Michigan 414-747-7159 Sector Upper Mississippi River 314-269-2686
Sector Long Island Sound 203-468-4547

You can also contact the Coast Guard District UTV Coordinators at:
District One Boston, MA 617-223-8272 District Eleven Alameda, CA 510-437-3754
District Five Portsmouth, VA 757-398-6 District Thirteen Seattle, WA 206-220-7217
District Seven Miami, FL 305-415-6868 District Fourteen Honolulu, HI 808-535-3422
District Eight New Orleans, LA 504-671-2264 District Seventeen Juneau, AK 907-463-2815
District Nine Cleveland, OH 216-902-6049

Or the PACAREA UTV Coordinator at 510-437-2350 & LANTAREA UTV Coordinator at 757-
398-7720.
To suggest additions or corrections or if you have questions or concerns, please contact
the Coast Guard’s Towing Vessel National Center of Expertise (TVNCOE) in Paducah,
Kentucky at:

Detachment Chief Customer Service Reps:

U.S. Coast Guard West Coast: Ext. 206
Towing Vessel National Center of Expertise Western Rivers: Ext. 204
504 Broadway Street, Suite 101 Great Lakes: Ext. 204
Paducah, KY 42001 East Coast: Ext. 205
Gulf Coast: Ext. 203
Main Phone: 270-444-7715
Fax: 270-444-8094
Website: http://www.uscg.mil/tvncoe/

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Table of Contents
Introduction ..................................................................................................................... 3
Load Lines....................................................................................................................... 8
Vessel Documentation/Numbering .................................................................................. 9
Personnel, Credentials and Watchstanding .................................................................. 10
Drug and Alcohol Testing .............................................................................................. 19
Marine Casualty Reporting ............................................................................................ 24
Security Plans Required by MTSA and the ISPS Code................................................. 26
Marine Sanitation Device (MSD) ................................................................................... 27
Pollution Prevention ...................................................................................................... 29
Navigation Safety Equipment ........................................................................................ 35
Communications Equipment ......................................................................................... 39
Navigation Underway .................................................................................................... 43
Navigation Lights and Sound Signals ............................................................................ 45
Lifesaving Equipment .................................................................................................... 49
Fire Fighting Equipment ................................................................................................ 53
Fire Prevention Equipment ............................................................................................ 58
Towline & Terminal Gear Equipment............................................................................. 63
Hazardous Conditions ................................................................................................... 65
Appendix A – Form CG-2692, CG-2692A, CG-2692B .................................................. 66
Appendix B – Frequently Asked Questions (FAQ) ........................................................ 75
Appendix C – CG Policy Letters .................................................................................... 86
Appendix D – Appeals, Exemptions and Equivalency Process Guide .......................... 96
Appendix E – Towing Vessel National Center of Expertise (TVNCOE) ......................... 97

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Introduction
Overview

This document applies to US-flagged uninspected towing vessels (UTV’s) that do not
carry passengers or freight for hire. It has been developed to assist UTV owners and
operators, and Coast Guard Marine Inspectors, Examiners and Boarding Teams during
dockside examinations and at-sea boardings of UTV’s. It is not meant to replace the
Federal regulations. For precise language, exemptions and interpretations of various
regulations, please consult the specific laws or regulations containing that requirement.

Copy of Regulations

You may purchase a copy of the Federal regulations by contacting the Government
Printing Office (GPO) at (866) 512-1800 or through GPO’s http://bookstore.gpo.gov/.
The Code of Federal Regulations (CFRs) are also available online at
www.gpoaccess.gov/cfr/. Wherever possible, hyperlinks to GPO’s online regulations,
documents and services have been inserted in this document.

Penalties

46 USC 4106 states that if a UTV is operated in violation of applicable laws or

regulations, the owner, charterer, managing operator, agent, individual in charge, and
master are each liable for criminal or civil penalties. The UTV is liable in rem for the
penalty.

Abbreviations

AIS Automatic Identification System

ASP Alternative Security Plan
CFR Code of Federal Regulations
CG United States Coast Guard
COFR Certificate of Financial Responsibility
COTP Captain of the Port
DOI Declaration of Inspection
DSC Digital Selective Calling
EAP Employee Assistance Program
EPIRB Emergency Position Indicating Radio Beacon
FAQ Frequently Asked Question
FCC Federal Communications Commission
GT Gross Tons
ISPS Code International Ship & Port Facility Security Code (SOLAS Reg XI-2/3)
MARPOL International Convention for the Prevention of Pollution from Ships
MAWP Maximum Allowable Working Pressure
MMSI Maritime Mobile Service Identity
MSD Marine Sanitation Device
MTSA Maritime Transportation Security Act (Public Law 197-205)

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NMC National Maritime Center
NVIC Navigation and Vessel Inspection Circular
OCMI Officer in Charge of Marine Inspection
PFD Personal Flotation Device
SMI Serious Marine Incident
SOLAS International Convention for the Safety of Life at Sea
TOAR Towing Officer’s Assessment Record
TWIC Transportation Worker Identification Credential
UL Underwriters Laboratory
UTV Uninspected Towing Vessel
USC United States Code
VSP Vessel Security Plan
VTS Vessel Traffic Service
WR Western Rivers

Definitions (unless otherwise noted, all definitions are found in 46 CFR 10.107)

Apprentice mate (steersman) of towing vessels means a mariner qualified to perform

watchkeeping on the bridge, aboard a towing vessel, while in training under the direct
supervision of a credentialed master or mate (pilot) of towing vessels.

Assistance towing means towing a disabled vessel for consideration. 33 CFR 164.72

Barrel means a quantity of liquid equal to 42 U.S. gallons. 46 CFR 154.105

Carrying freight for hire means the carriage of any goods, wares, or merchandise, or
any other freight for consideration, whether directly or indirectly flowing to the owner,
charterer, operator, agent, or any other person interested in the vessel.

Coastwise trade includes the transportation of passengers or merchandise between

points embraced within the coastwise laws of the United States. 46 CFR 67.3

Commercial service includes any type of trade or business involving the transportation
of goods or individuals, except service performed by a combatant vessel. 46 USC
2101(5)

Disabled vessel means a vessel that needs assistance, whether docked, moored,
anchored, aground, adrift, or under way; but does not mean a barge or any other vessel
not regularly operated under its own power. 33 CFR 164.72

Documented Vessel means a vessel for which a certificate of documentation has been
issued under chapter 121 of this title. 46 USC 2101(10)

First Class Pilot – The following is copied from 46 CFR 11.701:

(a) An applicant for a credential as first class pilot need not hold any other credential
issued under this part. An individual holding a credential as master, mate, or master or

4
mate (pilot) of towing vessels may apply for an endorsement as first class pilot for a
specific route or routes in lieu of applying for a first class pilot’s credential.
(b) The issuance of a credential or endorsement as first class pilot to an individual
qualifies that individual to serve as pilot over the route specified on the credential,
subject to any limitations imposed under paragraph (c) of this section.
(c) The Officer in Charge, Marine Inspection, issuing a credential or endorsement as
first class pilot, imposes appropriate limitations commensurate with the experience of
the applicant, with respect to class or type of vessel, tonnage, route, and waters.
(d) A credential issued for service as a master, mate, or operator of uninspected
towing vessels authorizes service as a pilot under the provisions of 46 CFR 15.812 of
this subchapter. Therefore, first class pilot endorsements will not be issued with
tonnage limitations of 1600 gross tons or less.

Fleeting-area means a separate location where individual barges are moored or

assembled to make a tow. The barges are not in transport, but are temporarily
marshaled, waiting for pickup by different vessels that will transport them to various
destinations. A fleeting-area is a limited geographic area. 33 CFR 164.72

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 mile 326 and 327), the Chicago River as far as the east side of the Ashland
Avenue Bridge (between mile 321 and 322), and the Saint Lawrence River as far east
as the lower exit of Saint Lambert Lock.

Harbor-assist means docking and undocking ships. 33 CFR 164.72

Hazardous condition means any condition that may adversely affect the safety of any
vessel, bridge, structure, or shore area or the environmental quality of any port, harbor
or Navigable Water of the United States. It may, but need not, involve collision, allision,
fire, explosion, grounding, leaking, damage, injury or illness of a person on board, or
manning shortage. 33 CFR 160.204

Inland waters means the Navigable Waters of the United States shoreward of the
Boundary Lines, in 46 CFR Part 7, excluding the Great Lakes and, for towing vessels,
excluding the Western Rivers. For establishing credit for sea service, the waters of the
Inside Passage between Puget Sound and Cape Spencer, Alaska, are inland waters.

Limited geographic area means a local area of operation, usually within a single harbor
or port. The local Captain of the Port (COTP) determines the definition of local
geographic area for each zone. 33 CFR 164.72 and 46 CFR 27.101

Mate of towing vessels or Pilot of towing vessels means a qualified officer of towing
vessels operating only on inland routes.

Navigable Waters of the United States includes all waters of the territorial sea of the
United States as described in Presidential Proclamation No. 5928 of December 27,

5
1988. 46 USC 2101 (17a)

Near coastal means ocean waters not more than 200 miles offshore.

Oceans mean a route that goes beyond 20 nautical miles offshore on any of the
following waters; 46 CFR 24.10-1
(1) Any ocean
(2) The Gulf of Mexico
(3) The Caribbean Sea
(4) The Bering Sea
(5) The Gulf of Alaska
(6) Such other similar waters as may be designated by a Coast Guard District
Commander

Operating station means the principal steering station on the vessel, from which the
vessel is normally navigated. 46 CFR 27.101

Pilotage Waters means the Navigable Waters of the United States, including all inland
waters and offshore waters to a distance of three nautical miles from the baseline from
which the Territorial Sea is measured.

Rivers means any river, canal, or other similar body of water designated by the Officer
in Charge, Marine Inspection.

Route means the general geographic body or bodies of water endorsed on the face of a
credential. These routes are Oceans, Near-coastal, Great Lakes-inland, or Western
Rivers. Routes may be limited to a specific portion of the body or bodies of water.

Swing-meter means an electronic or electric device that indicates the rate of turn of the
vessel on board which it is installed. 33 CFR 164.70

Towing Officers’ Assessment Record (TOAR) is a record used to document the training
and assessment of a mariner in the towing industry. 46 CFR 11.304(h) (Note: NVIC 4-
01, available online at http://www.uscg.mil/hq/cg5/nvic/nvic.asp, contains additional
information on the content and format of a TOAR).

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. 33 CFR 164.70

UTV in inland service means a UTV not in ocean or coastal service. 33 CFR 164.72

UTV in ocean or coastal service means a UTV that operates beyond the baseline of the
U.S. territorial sea. 33 CFR 164.72

Western Rivers means the Mississippi River, its tributaries, South Pass, and Southwest

6
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 Alternate
Route, and that part of the Atchafalaya River above its junction with the Port Allen-
Morgan City Alternate Route including the Old River and the Red River, and those
waters specified in 33 CFR 89.25.

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Load Lines
Applicability

UTV’s of 79 ft or longer, engaged in foreign or international voyages (other than on the

Great Lakes); UTV’s 79 ft and more and 150 gross tons or over that engage solely on
Great Lakes voyages are subject to 46 CFR 42 and 45 and must comply with the
regulations in force on the date the keel is laid or a similar progress in construction is
made; UTV’s engaged exclusively in voyages on waters within the United States or its
possessions and which are determined not to be “coastwise” or “Great Lakes” voyages
are exempt from load line regulations. 46 CFR 42.03-5, 46 CFR 42.09-45(b)

Load Line Marks and Certificates

UTV’s that are subject to the load line requirements shall have load lines accurately
marked amidships, port and starboard; and shall have valid load line certificates to
document the load line survey, the proper placement of the load line marks and any
restrictions on vessel operations. 46 CFR 42.07-1 and 42.50

Submergence of Load Lines

UTV’s shall not be so loaded as to submerge at any time when departing for a voyage
by sea, or on the Great Lakes, or during the voyage, or on arrival, the applicable load
lines marked on the sides of the vessel for the season of the year and the zone or area
in which the vessel may be operating. 46 CFR 42.07-10

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Vessel Documentation/Numbering
UTV’s of at Least Five Net Tons

A UTV of at least five net tons that engages in domestic, coastwise or Great Lakes
trade must have a Certificate of Documentation (COD). All UTV’s with a COD must
have it on board and it must bear a valid endorsement for the activity in which it is
engaged. 46 CFR 67.313

A coastwise endorsement entitles a vessel to employment in unrestricted coastwise

trade, dredging, towing, and any other employment for which a registry, fishery, or Great
Lakes endorsement is not required. 46 CFR 67.19(a)

A Certificate of Documentation is valid for one year from date of issue. Normally, the
Vessel Documentation Center sends the owner a renewal notice; contact VDOC at
(800) 799-8362, (304) 271-2400 or online at http://www.uscg.mil/hq/cg5/nvdc/.

The official number of the vessel, preceded by the abbreviation: “NO.” must be marked
in block-type Arabic numerals not less than three inches in height on some clearly
visible interior structural part of the hull. The number must be permanently affixed so
that alteration, removal, or replacement would be obvious. If the official number is on a
separate plate, the plate must be fastened in such a manner that its removal would
normally cause scarring of or damage to the surrounding hull area. 46 CFR 67.121

The name of the vessel must be marked on some clearly visible exterior part of the port
and starboard bow and the stern of the vessel. It must be made in clearly legible letters
of the Latin alphabet or Arabic or Roman numbers not less than four (4) inches in
height. If used, name boards must be rigidly attached. The hailing port of the vessel
must be marked on some clearly visible exterior part of the stern of the vessel. For
vessels with a square bow, the name of the vessel must be marked on some clearly
visible exterior part of the bow in a manner to avoid obliteration. The name and hailing
port must be marked on some clearly visible exterior part of the stern. 46 CFR 67.123

UTV’s under Five Net Tons

Each UTV must have be marked on each side of the forward half of the vessel with a
number issued on a certificate of number by the issuing authority in the State in which
the vessel is principally used. The number must be in plain vertical block characters of
not less than 3 inches in height; contrast with the color of the background and be
distinctly visible and legible; must have spaces or hyphens that are equal to the width of
a letter between letter and number groupings (Example: DC 5678 EF or DC-5678-EF);
and read from left to right. 33 CFR 173.15, 173.21 and 173.27

Note: Some states require a commercial endorsement on the certificate of

number.

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Personnel, Credentials and Watchstanding
Definitions:

Designated Examiner means a person who has been trained or instructed in techniques
of training or assessment and is otherwise qualified to evaluate whether a candidate for
a license, document, or endorsement has achieved the level of competence required.
NVIC 04-01

Pilot of Towing Vessels means a qualified officer of towing vessels operating only on
inland routes. 46 CFR 10.107

Master of Towing Vessels authorizes service within any route authorized by the
credential, including harbor assist and limited local area. NVIC 04-01

Mate (Pilot) of Towing Vessels pertains to a qualified officer subordinate to a Master of

Towing Vessels. A Mate (Pilot) of towing vessels may stand a watch, but a Master of
Towing Vessels must also be on the vessel. NVIC 04-01

Apprentice Mate (Steersman) means a mariner qualified to perform watchkeeping on

the bridge, while in training onboard a towing vessel under the direct supervision and in
presence of a master or mate (pilot) of towing vessels. 46 CFR 10.107

Limited local area means a defined limited geographic area designated by the local
OCMI. NVIC 04-01

Merchant Mariner Credential (MMC) means the credential issued by the Coast Guard
under 46 CFR part 10. It combines the individual merchant mariner’s document,
license, and certificate of registry enumerated in 46 U.S.C. subtitle II part E as well as
the STCW endorsement into a single credential that serves as the mariner’s
qualification document, certificate of identification, and certificate of service. 46 CFR
10.107

Officer endorsement means an annotation on a MMC that allows a mariner to serve in

the capacities in 46 CFR 10.109(a). The officer endorsement serves as the license
and/or certificate of registry pursuant to 46 U.S.C. subtitle II part E. 46 CFR 10.107

Rating endorsement is an annotation on a MMC that allows a mariner to serve in those

capacities set out in 46 CFR 10.109(b) and (c). The rating endorsement serves as the
Merchant Mariner’s Document pursuant to 46 U.S.C. subtitle II part E. 46 CFR 10.107

Route means the general geographic body or bodies of water endorsed on the face of
license (specifically, Oceans, Near-Coastal, Great Lakes-Inland, Western Rivers, or
Limited Local Area). NVIC 04-01

Towing Officer’s Assessment Record (TOAR) is a record used to document the training
and assessment of a mariner in the towing industry. NVIC 04-01

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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; Port Allen-Morgan City Alternate Route;
that part of the Atchafalaya River above its junction with the Port Allen-Morgan City
ALTERNATE Route including the Old River and the Red River; and those waters
specified in 33 CFR 89.25. 46 CFR 10.107. See also 33 CFR 89.27(a).

Merchant Mariner Credential (MMC)

Every UTV of at least 8 meters (26ft) or more in length must be under the command of a
properly credentialed officer. The following officer endorsements on the MMC are
accepted for service on towing vessels 46 CFR 15.610:
x Master of Towing Vessels.
x Master of inspected self-propelled vessels greater than 200 GRT with either
an endorsement for towing vessels or accompanied by a completed TOAR.
x Master of Towing Vessels (Harbor Assist) or (Limited) for vessels operating
within the restrictions on the credential.

Each person in charge of the navigation or maneuvering of a UTV of at least 8 meters

(26ft) in length must be properly credentialed. The following officer endorsements on
the MMC are accepted for service on towing vessels 46 CFR 15.610:
x Mate (Pilot) of Towing Vessels.
x Mate of inspected self-propelled vessels greater than 200 GRT with either an
endorsement for towing vessels or accompanied by a completed TOAR.
x Mate of Towing Vessels (Harbor Assist) or (Limited) for vessels operating
within the restrictions on the credential.

The following route endorsements and authorities apply for service on towing vessels
NVIC 04-01:
x Oceans – a credential as Master or Mate (Pilot) of Towing Vessels endorsed
for Oceans authorizes service on Oceans and on the subordinate routes of
Near-Coastal and Great Lakes-Inland Waters (except Western Rivers)
without further endorsement.
x Near-Coastal – a credential as Master or Mate (Pilot) of Towing Vessels
endorsed for Near-Coastal waters authorizes service on near-coastal routes
and Great Lakes-Inland Waters (except Western Rivers) without further
endorsement.
x Great Lakes-Inland Waters – a credential as Master or Mate (Pilot) of Towing
Vessels endorsed for Great Lakes-Inland routes authorizes service on Great
Lakes-Inland routes only.

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 x Western Rivers – a credential as Master or Mate (Pilot) of Towing Vessels
endorsed for Western Rivers routes authorizes service on Western Rivers
routes only
x Limited – a credential as Master or Mate (Pilot) of Towing Vessels endorsed
for Limited route is limited to a local geographic area or special use.
x Harbor Assist – a credential as Master or Mate (Pilot) of Towing Vessels
endorsed as Harbor Assist is restricted to harbor towing vessels.
(Also see table on next page)
Note: An officer of towing vessels with an endorsement for Oceans, Near-
Coastal or Great Lakes-Inland Waters may operate a towing vessel in the
pilotage waters of the Lower Mississippi River if he or she meets one of
the following requirements from 46 CFR 15.812(b):
x Holds a First-Class Pilot’s credential for the route.
x If operating “light boat” or a tow of uninspected barges, has made 4
round trips through this route, as an observer, with at least one of
those trips in hours of darkness, and afterwards maintains at least
one round trip within the last 5 years.
x If operating a tow of tank barges, has made 12 round trips over this
route, as an observer, at least 3 of those trips during hours of
darkness, and afterwards maintains at least one round trip within
the last 5 years.
An officer who meets one of these requirements need not obtain an
endorsement for Western Rivers on his or her credential, but must
maintain evidence of having completed the required experience. 46 CFR
15.610(b), 46 CFR 15.812(b), and NVIC 04-01

If the UTV (of at least 8m/26ft or more) is equipped with radar, each credentialed Master
or Mate (Pilot) must hold an endorsement as radar observer. Their certificate of training
must be readily available to demonstrate that the endorsement is still valid. 46 CFR
15.815(c) and (d)

A credential is valid for a term of five years from the date of issuance. 46 CFR 10.205

The original credential shall be displayed in a conspicuous place on the vessel within 48
hours after employment on a vessel for which that credential is required. Having the
original credential readily available on board, but not posted is a reasonable alternative.
46 USC 7110

Each person required to hold a MMC shall also hold a valid Transportation Worker
Identification Credential (TWIC). 46 CFR 10.203(b) and 12.02-7

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 Master or Mate (Pilot) of Towing Vessels

Operational Geographic Area

You are Permitted to Sail with
each Endorsement
Oceans NC GL-IN WR
Oceans YES YES YES NO
Route
NC NO YES YES NO
Endorsement
GL-IN NO NO YES NO
WR NO NO NO YES

Note: NC – Near Coastal; GL-IN – Great Lakes-Inland Waters; WR

– Western Rivers

Watchstanding

UTV’s operating more than 12 hours in any 24-hour period require a second officer
holding a credential as Master, a credential as “Mate (Pilot) of towing vessels” or “Mate
(Pilot) of towing vessels, Limited”. The credential must be endorsed for the appropriate
route or a completed TOAR for that route must accompany the credential.

An officer may take charge of the deck watch on a vessel when leaving or immediately
after leaving port only if the officer has been off duty for at least 6 hours within the 12
hours immediately before the time of leaving. 46 USC 8104(a)

On a UTV (except a UTV operated only for fishing, fish processing, fish tender, or
engaged in salvage operations) operating on the Great Lakes, harbors of the Great
Lakes, and connecting or tributary waters between Gary, Indiana, Duluth, Minnesota,
Niagara Falls, New York, and Ogdensburg, New York, a credentialed individual or
seaman in the deck or engine department may not be required to work more than 8
hours in one day or permitted to work more than 15 hours in any 24-hour period, or
more than 36 hours in any 72-hour period, except in an emergency when life or property
are endangered. 46 USC 8104(c)

Except on UTV’s operating exclusively on Navigable Rivers and those under 100 gross
tons, all seamen including uncredentialed deckhands must possess merchant mariner
credential. 46 CFR 12.02-7(a)

A three watch system is required for UTV crew personnel when at sea on voyages
greater than 600 nm. 46 CFR 15.705(b)

On a towing vessel, an offshore supply vessel, or a barge to which this section applies,
that is engaged on a voyage of less than 600 miles, the licensed individuals and

13
crewmembers (except the coal passers, firemen, oilers, and water tenders) may be
divided, when at sea, into at least 2 watches. 46 USC 8104(g), 46 CFR 15.705(c)

A credentialed master or mate (pilot) operating a UTV that is at least 26 ft in length

measured from end to end over the deck (excluding sheer) may not work more than 12
hours in a consecutive 24-hour period except in an emergency. The Coast Guard
interprets this, in conjunction with other provisions of the law, to permit credentialed
masters or mates (pilots) serving as operators of towing vessels that are not subject to
the provisions of the Officers’ Competency Certificates Convention, 1936, to be divided
into two watches regardless of the length of the voyage. 46 CFR 15.705(d), 46 USC
8104(h)

46 USC 8304. Implementing the Officers’ Competency Certificates Convention,1936

(a) In this section, “high seas” means waters seaward of the Boundary Line.
(b) The Officers’ Competency Certificates Convention, 1936 (International Labor
Organization Draft Convention Numbered 53, on the minimum requirement of
professional capacity for masters and officers on board merchant vessels), as
ratified by the President on September 1, 1938, with understandings appended,
and this section apply to a documented vessel operating on the high seas
except-
(1) a public vessel
(2) a wooden vessel of primitive build, such as a dhow or junk
(3) a barge; and
(4) a vessel of less than 200 gross tons as measured under section14502 of this
title, or an alternate tonnage measured under section 14302 of this title as
prescribed by the Secretary under section 14104 of this title

46 USC 8702 applies to all UTV’s of at least 100 gross tons except a vessel operating
only on rivers and lakes (except the Great Lakes). At least 65 percent of the deck crew
on these vessels, excluding individuals serving as officers, must be able seaman. For
vessels permitted to maintain a two watch system (see 46 CFR 705(c)), the percentage
of able seaman may be reduced to 50 percent. 46 CFR 15.840 (a)

14
 Towing Vessel Work Hour Table for Officers & Crew

GT Route Voyage Work hour limits Note

Any GT Inland Any Length 12 hours 1, 2, 6

Less than 100 Oceans Less than 600nm 12 hours 1, 2, 6
Less than 100 Oceans More than 600nm 12 hours 1, 2, 6
Less than 100 GL Any Length 8/12/15 hours 3
More than 100 GL Any Length 8/12/15 hours 3, 4
100-200 Oceans Less than 600nm 12 hours 1, 4, 5, 6
100-200 Oceans More than 600nm 12 hours 1, 4, 6
More than 200 Oceans Less than 600nm 12 hours 4, 5, 6
More than 200 Oceans More than 600nm 8 hours 4, 6

Note:
1. 46 CFR 15.705(d) permits a 2 watch system on all towing vessels less than 200 GT
regardless of voyage length.

2. 46 USC 8104(b) states that licensed crewmembers on vessels less than 100 GT on
coastwise or oceans voyages are not required to work more than 12 hours in one day.

3. 46 USC 8104(c) allows crew members on GL towing vessels to work up to 15 hours in one
day.

4. 46 USC 8104(d) states that a licensed individual or seaman in the deck or engine
department may not be required (but can consent) to work more than 8 hours in one day
(on a vessel of more than 100 GT wen at sea).
5. 46 USC 8104(g) states that a voyage of less than 600nm, the licensed individuals and
crewmembers may be divided when at sea, into at least 2 watches.

6. 46 USC 8104(h) limits all licensed operators on towing vessels 26 ft or over to working no
more than 12 hours a day except in an emergency.

15
UTV’s on an International Voyage

U. S. flagged towing vessels operating on international voyages are subject to

application of international conventions and potential Port State Control oversight. In
general, towing vessels in excess of 500 gross tons (or ITC) on international voyages
need to comply with various aspects of SOLAS, ISPS, MARPOL and STCW. As towing
vessels are “uninspected” vessels under U. S. regulations, operators sailing
internationally are potentially challenged in demonstrating substantial compliance due to
the lack of the issuance of a Certificate of Inspection and other documentation.

SOLAS (IMO Res. A.890(21)) mandates the implementation of a three-watch system on

board. As such, a three-watch system is required unless the vessel has a Safe
Manning Document (SMD) that authorizes a different crewing level. Operators should
be aware that the document may require additional personnel for international voyages
that would not be required for domestic-only voyages. Vessels over 500 gross tons
need to carry an SMD and it is highly recommended for vessels under 500 gross tons.
The application of the three-watch system also applies to engineering watches for
vessels of more than 4,000 HP or 2982 KW.

Generally, on international voyages, all wheelhouse personnel are required to hold an

ocean endorsement on their credential. Additionally, if an engineer is required in the
SMD, that person(s) must hold an appropriate credential and credential. A helmsman
cannot stand as his own lookout. In accordance with STCW, all crew must have basic
safety training. 46 CFR 15.1105

The establishment of adequate watches is the responsibility of the vessel’s Master, not
the Coast Guard.

UTV’s can replace one or more persons while on a foreign voyage and outside the
jurisdiction of the United States. In order to meet manning requirements, UTV’s may
utilize non U. S. licensed and documented personnel, except for the crew positions of
Master and Radio Officer. 46 CFR 15.720

Operators are encouraged to contact their local OCMI for vessels that do not hold a
valid SMD prior to engaging on an international voyage to determine manning
requirements and obtain all applicable documents. This prudent action may prevent
costly delays resulting from Port State Control actions while the vessel is in foreign
waters.

Standards of Training, Certification and Watchkeeping

All officers and crew on seagoing vessels operating outside the boundary line must
satisfy STCW. The United States exempts mariners from STCW requirements if
serving on vessels of less than 200 gross tons sailing on near coastal domestic
voyages. A near coastal domestic voyage is one that begins and ends in a United

16
States port, does not touch at a foreign port or enter foreign waters, and is not more
than 200 miles from shore. 46 CFR 15.103(f)(2)

A Master of a vessel subject to STCW requirements must: ensure crewmembers have

obtained STCW certification; ensure observance of the principles concerning
watchkeeping set out in STCW regulation Section A – Chapters II, III and VIII of the
STCW Code; ensure observance of appropriate rest periods and work hours, and post
watch schedules where they are easily accessible; and ensure watch schedules take
into account rest requirements as well as port rotations and changes in the vessel’s
itinerary. Specific information on STCW is available online at www.uscg.mil/stcw/.

Pilotage

Under 46 CFR 15.812, certain vessels underway on the Navigable Waters of the United
States must be under the control of an individual licensed as a Federal First Class Pilot
or an individual “acting as” a Pilot. These individuals self-certify their qualifications for a
route. They are not issued a Pilot’s license or endorsement that describes the specific
waters where they are authorized to serve as a Pilot.

The requirements for “acting as” a Pilot should parallel the route requirements for
licensed First Class Pilots. A description of the route requirements for a licensed First
Class Pilot and “acting as” Pilot may be obtained from the OCMI(s) for the affected
route(s). It is the “acting as” Pilot’s responsibility to determine in advance whether
he/she meets the local pilotage requirements. This table summarizes pilotage
requirements for tank barges found in 46 CFR 15.812.

17
 Table 15.812(e)(2)
Designated areas of pilotage Nondesignated areas of pilotage
waters (routes for which First waters (between the three mile
Class Pilot’s licenses are line and the start of traditional
issued) pilotage routes)
Tank barges greater than 10,000 gross tons, First Class Pilot Master, mate or operator may
authorized by their Certificate of Inspection to serve as Pilot if the individual:
proceed beyond the Boundary Line, or 1. Is at least 21 years old.
operating on the Great Lakes. 2. Has an annual physical
1
exam.
3. Maintains current knowledge
2
of the waters to be navigated.
4. Has at least six months’
service in the deck department
on towing vessels engaged in
towing.
Tank barges 10,000 gross tons or less, First Class Pilot, or Master, Master, Mate, or Operator may
authorized by their Certificates of Inspection to Mate, or Operator may serve as serve as Pilot if the individual:
proceed beyond the Boundary Line, or Pilot if the individual: 1. Is at least 21 years old.
operating on the Great Lakes. 1. Is at least 21 years old. 2. Has an annual physical
2. Has an annual physical exam.1
1
exam. 3. Maintains current knowledge
3. Maintains current knowledge of the waters to be navigated.2
2
of the waters to be navigated. 4. Has at least six months’
4. Has at least six months’ service in the deck department
service in the deck department on towing vessels engaged in
on towing vessels engaged in towing.
towing.
5. Has 12 round trips over the
3
route.
Tank barges authorized by their Certificates of No pilotage requirement. No pilotage requirement.
Inspection for inland routes only (Lakes, Bays
and Sounds; Rivers); other than vessels
operating on the Great Lakes.

Note 1: The annual physical exam requirement does not apply to an individual who will
serve a Pilot of a tank barge of less than 1,600 gross tons.
Note 2: A minimum of one round trip within the past 60 months.
Note 3: If the route is to be traversed in darkness, three of the 12 round trips must be
made during darkness.

18
Drug and Alcohol Testing
Applicability

Any individual who is on board a UTV acting under the authority of a license or
merchant mariner’s document, whether or not the individual is a member of the vessel’s
crew; or is engaged or employed on board a UTV owned in the United States that is
required by law or regulation to engage, employ, or be operated by an individual holding
a license or merchant mariner’s document. 46 CFR 16.105

Pre-Employment Testing

No marine employer shall engage or employ any individual to serve as a crewmember

unless the individual passes a chemical test for dangerous drugs for that employer. An
employer may waive a pre-employment test if the individual provides satisfactory
evidence that he or she has passed a required chemical test for dangerous drugs within
the previous six months with no subsequent positive drug tests during the remainder of
the six-month period; or during the previous 185 days been subject to a random testing
program required by 46 CFR 16.230 for at least 60 days and did not fail or refuse to
participate in a chemical test for dangerous drugs required by this part. 46 CFR 16.210

Periodic Testing

An applicant for an original issuance or renewal of a license, raise in grade of a license,

an original issuance of a merchant mariner’s document (MMD), the first endorsement as
an able seaman, lifeboatman, qualified member of the engine department, or
tankerman, or a reissuance of an MMD with a new expiration date shall be required to
pass a chemical test for dangerous drugs. The test results must be completed and
dated not more than 185 days prior to submission of the application. 46 CFR 16.220(a)

Random Testing

An applicant need not submit evidence of passing a chemical test for dangerous drugs if
he or she provides satisfactory evidence that he or she has passed a chemical test for
dangerous drugs required by this part within the previous six months with no
subsequent positive chemical tests during the remainder of the 6-month period; or
during the previous 185 days been subject to a random testing program required by 46
CFR 16.230 for at least 60 days and did not fail or refuse to participate in a chemical
test for dangerous drugs required by this part. 46 CFR 16.220(c)

Marine employers shall establish programs for the chemical testing for dangerous drugs
on a random basis of crewmembers on uninspected vessels who are required by law or
regulation to hold a license issued by the Coast Guard in order to perform their duties
on the vessel; perform duties and functions directly related to the safe operation of the
vessel; perform the duties and functions of patrolmen or watchmen required by this
chapter; or, are specifically assigned the duties of warning, mustering, assembling,

19
assisting, or controlling the movement of passengers during emergencies. 46 CFR
16.230

The minimum annual percentage rate for random drug testing shall be 50 percent of
covered crewmembers (unless otherwise adjusted by Commandant as per 46 CFR
16.230(f)(1); refer to the Federal Register for the current minimum annual percentage
rate). The selection of crewmembers for random drug testing shall be made by a
scientifically valid method, such as a random number table or a computer-based
random number generator that is matched with crewmembers’ Social Security numbers,
payroll identification numbers, or other comparable identifying numbers. Under the
testing frequency and selection process used, each covered crewmember shall have an
equal chance of being tested each time selections are made and an employee’s chance
of selection shall continue to exist throughout his or her employment. 46 CFR 16.230

Serious Marine Incident Testing

Serious Marine Incident includes these events involving a vessel in commercial service:
(a) Any marine casualty or accident as defined in 46 CFR 4.03-1 which is required to be
reported to the Coast Guard and which results in any of the following:
(1) One or more deaths;
(2) An injury to a crewmember, passenger, or other person which requires
professional medical treatment beyond first aid, and, in the case of a person
employed on board a vessel in commercial service, which renders the individual
unfit to perform routine vessel duties;
(3) Damage to property in excess of $100,000;
(4) Actual or constructive total loss of any vessel subject to inspection under 46 USC
3301; or
(5) Actual or constructive total loss of any self-propelled vessel, not subject to
inspection under 46 USC 3301, of 100 gross tons or more.
(b) A discharge of oil of 10,000 gallons or more into the navigable waters of the United
States, as defined in 33 USC 1321, whether or not resulting from a marine casualty.
(c) A discharge of a reportable quantity of a hazardous substance into the navigable
waters of the United States, or a release of a reportable quantity of a hazardous
substance into the environment of the United States, whether or not resulting from a
marine casualty. 46 CFR 4.03-2

The marine employer shall ensure that all persons directly involved in a serious marine
incident are chemically tested for evidence of dangerous drugs and alcohol in
accordance with the requirements of 46 CFR 4.06. 46 CFR 16.240

At the time of occurrence of a marine casualty, a discharge of oil into the navigable
waters of the United States, a discharge of a hazardous substance into the navigable
waters of the United States, or a release of a hazardous substance into the environment
of the United States, the marine employer shall make a timely, good faith determination
as to whether the occurrence currently is, or is likely to become, a serious marine

20
incident. 46 CFR 4.06-1(a)
When a marine employer determines that a casualty or incident is, or is likely to
become, a serious marine incident, the marine employer shall take all practicable steps
to have each individual engaged or employed on board the vessel who is directly
involved in the incident chemically tested for evidence of drug and alcohol use as
required in this part. 46 CFR 4.06-1(b)

When a marine employer determines that a casualty or incident is, or is likely to

become, an SMI, the marine employer must ensure that the following alcohol and drug
testing is conducted:
(a) Alcohol testing.
(1) Alcohol testing must be conducted on each individual engaged or employed on
board the vessel who is directly involved in the SMI.
(i) The alcohol testing of each individual must be conducted within 2 hours of
when the SMI occurred, unless precluded by safety concerns directly
related to the incident.
(ii) If safety concerns directly related to the SMI prevent the alcohol testing from
being conducted within 2 hours of the occurrence of the incident, then
alcohol testing must be completed as soon as the safety concerns are
addressed.
(iii) Alcohol testing is not required to be conducted more than 8 hours after the
occurrence of the SMI.
(2) Alcohol-testing devices must be used according to the procedures specified by
the manufacturer of the testing device and by this part.
(3) If the alcohol testing required in paragraphs (a)(1)(i) and (a)(1)(ii) of this section
is not conducted, the marine employer must document on form CG-2692B the
reason why the testing was not conducted.
(4) The marine employer may use alcohol-testing results from tests conducted by
Coast Guard or local law enforcement personnel to satisfy the alcohol testing
requirements only if the alcohol testing meets all of the requirements of this part.
(b) Drug testing.
(1) Drug testing must be conducted on each individual engaged or employed on
board the vessel who is directly involved in the SMI.
(i) The collection of drug-test specimens of each individual must be conducted
within 32 hours of when the SMI occurred, unless precluded by safety
concerns directly related to the incident.
(ii) If safety concerns directly related to the SMI prevent the collection of drug-
test specimens from being conducted within 32 hours of the occurrence of
the incident, then the collection of drug-test specimens must be conducted
as soon as the safety concerns are addressed.
(2) If the drug-test specimens required in paragraphs (b)(1)(i) and (b)(1)(ii) of this
section were not collected, the marine employer must document on form CG-
2692B the reason why the specimens were not collected. 46 CFR 4.06-3

21
Reasonable Cause Testing

The marine employer shall require any crewmember that is reasonably suspected of
using a dangerous drug to be chemically tested for dangerous drugs. The marine
employer’s decision to test must be based on a reasonable and articulable belief that
the individual has used a dangerous drug based on direct observation of specific,
contemporaneous physical, behavioral, or performance indicators of probable use.
Where practicable, this belief should be based on the observation of the individual by
two persons in supervisory positions. When the marine employer requires testing of an
individual, the individual must be informed of that fact and directed to provide a urine
specimen as soon as practicable. 46 CFR 16.250

Records

Employers must maintain records of chemical tests as provided in 49 CFR 40.333 and
must make these records available to Coast Guard officials upon request. The records
shall be sufficient to satisfy the requirements of 46 CFR 16.210(b) and 16.220(c) of this
part; and identify the total number of individuals chemically tested annually for
dangerous drugs in each of the categories of testing required by this part including the
annual number of individuals failing chemical tests and the number and types of drugs
for which individuals tested positive. 46 CFR 16.260

Employee Assistance Program

The employer shall provide an Employee Assistance Program (EAP) for all
crewmembers. The employer may establish the EAP as a part of its internal personnel
services or may contract with an entity that will provide EAP services to a crewmember.
Each EAP must include education and training on drug use for crewmembers and the
employer’s management personnel.

Each EAP education program must include at least the following elements:
x Display and distribution of informational material;
x Display and distribution of a community service hot-line telephone number for
crewmember assistance; and
x Display and distribution of the employer’s policy regarding drug and alcohol use
in the workplace.

An EAP training program must be conducted for the employer’s crewmembers and
supervisory personnel. The training program must include at least the following
elements 46 CFR 16.401:
x The effects and consequences of drug and alcohol use on personal health,
safety, and work environment;
x The manifestations and behavioral cues that may indicate drug and alcohol use
and abuse; and

22
x Documentation of training given to crewmembers and supervisory personnel.
x Supervisory personnel must receive at least 60 minutes of training.

23
Marine Casualty Reporting
UTV’s Less Than Five Net Tons

For state registered UTV’s, a casualty or accident report must be submitted to the
reporting authority of the state who issued the state number, or to the state where the
casualty or accident occurred. 33 CFR 173.51, 173.55 and 173.59

UTV’s At Least Five Net Tons

(a) Immediately after the addressing of resultant safety concerns, the owner, agent,
master, operator, or person in charge, shall notify the nearest Sector Office
whenever a vessel is involved in a marine casualty consisting of—
(1) An unintended grounding, or an unintended strike of (allision with) a bridge;
(2) An intended grounding, or an intended strike of a bridge, that creates a hazard to
navigation, the environment, or the safety of a vessel, or that meets any criterion
of paragraphs (a)(3) through (a)(8);
(3) A loss of main propulsion, primary steering, or any associated component or
control system that reduces the maneuverability of the vessel;
(4) An occurrence materially and adversely affecting the vessel’s seaworthiness or
fitness for service or route, including but not limited to fire, flooding, or failure of
or damage to fixed fire-extinguishing systems, lifesaving equipment, auxiliary
power-generating equipment, or bilge-pumping systems;
(5) A loss of life;
(6) An injury that requires professional medical treatment (treatment beyond first aid)
and, if the person is engaged or employed on board a vessel in commercial
service, that renders the individual unfit to perform his or her routine duties; or
(7) An occurrence causing property-damage in excess of $25,000, this damage
including the cost of labor and material to restore the property to its condition
before the occurrence, but not including the cost of salvage, cleaning, gas-
freeing, drydocking, or demurrage.
(8) An occurrence involving significant harm to the environment as defined in 46
CFR 4.03-65.
(b) Notice given as required by 33 CFR 160.215 satisfies the requirement of this section
if the marine casualty involves a hazardous condition as defined by 33 CFR
160.204. 46 CFR 4.05-1. Also see page 62 “Hazardous Conditions”.

Note: Hazardous Condition means any condition that may adversely

affect the safety of any vessel, bridge, structure, or shore area or the
environmental quality of any port, harbor or Navigable Water of the United
States. It may, but need not, involve collision, allision, fire, explosion,
grounding, leaking, damage, injury or illness of a person on board, or
manning shortage. Whenever there is a hazardous condition either
aboard a vessel or caused by a vessel or its operation, the owner, agent,
master, operator, or person in charge shall immediately notify the nearest
Coast Guard Sector Office. Compliance with this section does not relieve
responsibility for the written report required by 46 CFR 4.05-10.

24
Written Report of a Marine Casualty

The owner, agent, master, operator, or person in charge shall, within five days, file a
written report of any marine casualty required to be reported under 46 CFR 4.05-1. This
written report is in addition to the immediate notice required by 46 CFR 4.05-1. This
written report must be delivered to a Coast Guard Sector Office. It must be provided on
Form CG-2692 (Report of Marine Accident, Injury or Death), supplemented as
necessary by appended Forms CG-2692A (Barge Addendum) and CG-2692B (Report
of Required Chemical Drug and Alcohol Testing Following a Serious Marine Incident). If
the written report is filed without delay after the occurrence of the marine casualty, it
suffices as the notice required by 46 CFR 4.05-1(a). 46 CFR 4.05-10

Note: Forms CG-2692 and CG-2692A may be found online as Adobe

documents at
http://homeport.uscg.mil/mycg/portal/ep/browse.do?channelId=-
18374&channelPage=/. Form CG-2692B is available online from many
sources; please do a browser search for the form number. These forms
are also included as Enclosure 2 to this Guidebook.

25
Security Plans Required by MTSA and the ISPS Code
General Policy Guidance

MTSA applicability for UTV’s is based on the MTSA status of barges being towed.
MTSA applies to every barge inspected under 46 CFR Subchapters D, I or O that
carries Certain Dangerous Cargoes (CDC) in bulk, as defined in 33 CFR 160.204; each
of these vessels must have an Vessel Security Plan (VSP) or an Alternative Security
Program (ASP), either of which must be approved. Specific guidance is found in NVIC
4-03, available online at http://www.uscg.mil/hq/cg5/nvic/nvic.asp. As of the publication
date of this Guidebook, there have been three formal changes to the NVIC; they are
posted with the original NVIC. These changes should be reviewed to make sure the
VSP and ASP are in compliance with current guidance. See also CG-543 Policy Letter
11-04 in Appendix C.

The ISPS Code applies to vessels on international voyages. Because MTSA includes
ISPS requirements, compliance with MTSA satisfies ISPS requirements for U.S. vessels
on an international voyage.

MTSA Application

All UTV’s greater than eight meters in registered length engaged in towing a barge or
barges subject to this part, except a towing vessel that temporarily assists another
vessel engaged in towing a barge or barges subject to this part; shifts a barge or barges
subject to this part at a facility or within a fleeting facility; assists sections of a tow
through a lock; or provides emergency assistance. 33 CFR 104.105(a)(11)

UTV’s subject to MTSA must also have a VSP or ASP, and the UTV is expected to
operate in compliance with the VSP or ASP at all times. The VSP or ASP may include
variable security measures to cover towing operations that don’t involve barges subject
to MTSA, but the VSP or ASP must apply at all times; it cannot be turned on and off. 33
CFR 104.120

VSPs and ASPs are submitted to and approved in writing by the Marine Safety Center.
Plan approval is valid for five years from the date of approval. 33 CFR 104.410

VSPs and ASPs shall have an initial verification upon plan approval, and verification
once in five years by the Coast Guard. See FAQ’s in Appendix B.

26
Marine Sanitation Device (MSD)
Applicability

UTV’s with installed toilet facilities operating on the Navigable Waters of the United
States. Note: “porta-potties” are not considered as installed toilet facilities.

General Requirements

No person may operate any vessel equipped with installed toilet facilities unless it is
equipped with an operable Type II or III MSD that has a label on it under 33 CFR 159.16
or that is certified under 33 CFR 159.12 or 159.12a. If the vessel is 19.7 meters (65 ft)
or less in length, it may be equipped with an operable Type I MSD that has a label on it
under 33 CFR 159.16 or that is certified under 33 CFR 159.12. 33 CFR 159.7(a)

Note: Type I and II MSDs reduce fecal coliform bacteria levels through
the injection of treatment chemicals. If the vessel does not have an
adequate stock of chemicals on board, these MSDs are not considered
operable.

Type I MSD means a device that, under the test conditions described in 33 CFR
159.123 and 159.125, produces an effluent having a fecal coliform bacteria count not
greater than 1,000 per 100 milliliters and no visible floating solids.

Type II MSD means a device that, under the test conditions described in 33 CFR
159.126 and 159.126a, produces an effluent having a fecal coliform bacteria count not
greater than 200 per 100 milliliters and suspended solids not greater than 150
milligrams per liter.

Type III MSD means a device that is designed to prevent the overboard discharge of
treated or untreated sewage or any waste derived from sewage.

Note: While some Type III MSDs use incineration to prevent the
discharge of untreated sewage, most are configured with a “Y” valve to
retain untreated sewage in a holding tank on board the vessel while
operating on the Navigable Waters of the United States. If the vessel’s
route does not routinely take it into coastal waters beyond the Navigable
Waters of the United States where untreated sewage can be legally
discharged, the installation of a “Y” valve-equipped Type III MSD is
inappropriate; these UTV’s must be equipped with an alternate means of
discharging untreated sewage from the holding tank to a shore-based
sewage treatment facility.

Note of caution: contact between petroleum products and chlorine tablets (required by
most type I and II MSD’s) may cause fires and explosions. Refer to manufacturer
instructions and its Material Safety Data Sheet for proper storage requirements.

27
State No Discharge Zones

Some states have established No Discharge Zones for Vessel Sewage. The EPA
maintains a current listing of these zones online at
http://www.epa.gov/owow/oceans/regulatory/vessel_sewage/vsdnozone.html. 40 CFR
140.4

Federal No Discharge Zones

When operating a vessel on a body of water where the discharge of treated or untreated
sewage is prohibited by the EPA under 40 CFR 140.3 or 140.4, the operator must
secure each Type I or Type II device in a manner which prevents discharge of treated or
untreated sewage. Acceptable methods of securing the device include closing the
seacock and removing the handle; padlocking the seacock in the closed position; using
a non-releasable wire-tie to hold the seacock in the closed position; or locking the door
to the space enclosing the toilets with a padlock or door handle key lock. 33 CFR
159.7(b)

When operating a vessel on a body of water where the discharge of untreated sewage
is prohibited by the Environmental Protection Agency under 40 CFR 140.3, the operator
must secure each Type III device in a manner which prevents discharge of sewage.
Acceptable methods of securing the device include closing each valve leading to an
overboard discharge and removing the handle; padlocking each valve leading to an
overboard discharge in the closed position; or using a non-releasable wire-tie to hold
each valve leading to an overboard discharge in the closed position. 33 CFR 159.7(c)

MSD Placard

Each device must have a placard suitable for posting on which is printed the operating
instructions, safety precautions, and warnings pertinent to the device. The size of the
letters printed on the placard must be one-eighth of an inch or larger. 33 CFR 159.59

28
Pollution Prevention
Applicability

All UTV’s operating on the Navigable Waters of the United States.

General Requirements

No person may intentionally drain oil or hazardous

materials from any source into the bilge of a vessel. 33
CFR 155.770

UTV’s 26 ft or longer must have a placard posted in each

machinery space, or at the bilge and ballast pump control
station. The placard must include the statement shown in
this example: 33 CFR 155.450

Bilge Slops on Non-Oceangoing UTV’s

Non-oceangoing UTV’s may not operate in the Navigable Waters of the United States
unless they have the capacity to retain on board all oily mixtures and are equipped to
discharge those oily mixtures to a reception facility. UTV’s may retain oily mixtures
onboard in the ship's bilges; an oil residue (sludge) tank is not required in accordance
with 33 CFR 155.330(b). Non-oceangoing UTV’s of 100 gross tons and above with
main or auxiliary machinery spaces may not operate in the Navigable Waters of the
United States unless the UTV has at least one pump installed to discharge oily mixtures
through a fixed piping system to a reception facility; the piping system has at least one
outlet that is accessible from the weather deck; each outlet has a shore connection that
is compatible with reception facilities in the ship's area of operation; and the ship has a
stop valve for each outlet. This requirement does not apply to a UTV that has approved
oily-water separating equipment for the processing of oily mixtures from bilges. See
FAQ on pumping, piping and discharge requirements in Appendix B. 33 CFR 155.410

Bilge Slops on Oceangoing UTV’s

Oceangoing UTV’s of less than 400 gross tons may not operate unless it either has the
capacity to retain on board all oily mixtures and is equipped to discharge these oily
mixtures to a reception facility; or has approved oily-water separating equipment for
processing oily mixtures from bilges and discharges into the sea according to 33 CFR
151.10. An oceangoing UTV of less than 400 gross tons may retain all oily mixtures on
board in the ship's bilges; an oil residue (sludge) tank is not required in accordance with
33 CFR 155.350(b). Oceangoing UTV’s of 100 gross tons and above but less than 400
gross tons with main or auxiliary machinery spaces may not operate unless the UTV
has at least one pump installed to discharge oily mixtures through a fixed piping system
to a reception facility and the piping system required by this section has at least one
outlet accessible from the weather deck. The ship must have a means to stop each
pump that is used to discharge oily mixtures near the discharge outlet on the weather

29
deck; and the ship must have a stop valve installed for each outlet required by this
section.
For a ship on an international voyage, the outlet required by this section must have a
shore connection that meets the specifications in 33 CFR 155.430, or the ship has at
least one adapter that meets the specifications in 33 CFR 155.430 and fits the required
outlets. For a ship not on an international voyage, the outlet required by this section
has a shore connection that is compatible with reception facilities in the ship's area of
operation. This requirement does not apply to a ship that has approved oily-water
separating equipment for the processing of oily mixtures from bilges or fuel oil tank
ballast. 33 CFR 155.420

Fuel Oil and Bulk Lubricating Oil Discharge Containment

A ship of 300 gross tons or more constructed after June 30, 1974 must have a fixed
container or enclosed deck area under or around each fuel oil or bulk lubricating oil tank
vent, overflow, and fill pipe that for a ship of 300 or more but less than 1600 gross tons
has a capacity of at least one-half barrel; and for a ship of 1600 or more gross tons has
a capacity of one barrel. A ship of 100 gross tons or more constructed before July 1,
1974 and a ship of 100 or more but less than 300 gross tons constructed after June 30,
1974 must meet the above requirements or, during oil transfer operations, equip each
fuel oil or bulk lubricating oil tank vent, overflow, and fill pipe with a portable container of
at least a 5 U.S. gallon capacity or, if the ship has a fill fitting for which containment is
impractical, use an automatic back pressure shut-off nozzle. 33 CFR 155.320

Oil Transfer Hoses

Each hose assembly used for transferring oil or hazardous material must meet the
following requirements:

(a) The minimum design burst pressure for each hose assembly must be at least
four times the sum of the pressure of the relief valve setting (or four times the
maximum pump pressure when no relief valve is installed) plus the static head
pressure of the transfer system at the point where the hose is installed.
(b) The maximum allowable working pressure (MAWP) for each hose assembly
must be more than the sum of the pressure of the relief valve setting (or the
maximum pump pressure when no relief valve is installed) plus the static head
pressure of the transfer system, at the point where the hose is installed.
(c) Each nonmetallic hose must be usable for oil or hazardous material service.
(d) Each hose assembly must either have:
(1) Full threaded connections;
(2) Flanges that meet standard B16.5, Steel Pipe Flanges and Flange
Fittings, or standard B.16.24, Brass or Bronze Pipe Flanges, of the
American National Standards Institute (ANSI); or
(3) Quick-disconnect couplings that meet ASTM F 1122 (incorporated by
reference, see 33 CFR 154.106).
(e) Each hose must be marked with one of the following:

30
 (1) The name of each product for which the hose may be used; or
(2) For oil products, the words ``OIL SERVICE''; or
(f) Each hose also must be marked with the following, except that the information
required by paragraphs (f)(2) and (3) of this section need not be marked on the
hose if it is recorded in the hose records of the vessel or facility, and the hose is
marked to identify it with that information:
(1) Maximum allowable working pressure;
(2) Date of manufacture; and
(3) Date of the latest test required by 33 CFR 156.170.
(g) The hose burst pressure and the pressure used for the test required by 33 CFR
156.170 of this chapter must not be marked on the hose and must be recorded
elsewhere at the facility as described in paragraph (f) of this section.
(h) Each hose used to transfer fuel to a vessel that has a fill pipe for which
containment cannot practically be provided must be equipped with an automatic
back pressure shutoff nozzle. 33 CFR 154.500

Oil Transfer Procedures

The Person-In-Charge of any transfer of oil requiring a Declaration of Inspection must

hold a valid license issued under 46 CFR Part 10 authorizing service as a master, mate,
pilot, engineer, or operator aboard that vessel, or holds a valid merchant mariner's
document endorsed as Tankerman-PIC, or carries a letter satisfying the requirements of
33 CFR 155.715 and designating him or her as a PIC, unless equivalent evidence is
immediately available aboard the vessel or at his or her place of employment. 33 CFR
155.710

UTV’s with a capacity of 250 or more barrels (10,500 gallons) of oil shall provide
transfer procedures that meet the requirements of 33 CFR Parts 155 and 156 for
transferring oil to or from the vessel, and from tank to tank within the vessel. The
procedures must be permanently posted or available at a place where the procedures
can be easily seen and used by members of the crew when engaged in transfer
operations, and must be followed during transfer operations. 33 CFR 155.720, 33 CFR
155.750 and 155.740

Written records must be kept available of the name of each person currently designated
as PIC of transfer operations, the date and result of the most recent tests and
inspections, the hose information if not marked on the hose, and declarations of
inspection for transfer operations completed during the most recent month. 33 CFR
154.500, 155.820, 156.150(f), and 156.170

Certificate of Financial Responsibility

UTV’s over 300 gross tons are required to have Certificates of Financial Responsibility
(COFR). 33 CFR 138.10

Note 1: 33 CFR Part 138 has been extensively revised by a Final Rule

31
 published in the Federal Register on 9/17/2008. The text of this Final Rule
is available at https://npfc.uscg.mil/cofr/default.aspx.
Note 2: The Coast Guard no longer issues COFRs. Operators can apply
for and obtain verification of coverage online at the above web site.
Verification of coverage is also available to Coast Guard enforcement
personnel in the MISLE document records.

If the vessel owner and operator are not the same, the operator must ensure that the
original or copy of the demise charter-party is maintained on board the vessel and made
available to the CG upon request. The demise charter-party may be substituted by a
written document on the owner’s letterhead, signed by the vessel owner, which
specifically identifies the vessel operator named on the COFR. 33 CFR 138.100

Vessel Response Plan

UTV’s carrying oil as a secondary cargo shall have an approved Vessel Response Plan
divided into sections described in 33 CFR 155.1030, and a geographic-specific
appendix for each COTP zone the vessel operates in. 33 CFR 155.1045

UTV’s over 400 ITC (or gross registered tons if no ITC tonnage assigned) or a fuel
capacity of over 2,500 barrels must have a response plan approved by the Coast
Guard. NVIC 01-05 and 01-05 Change 1

See 33 CFR 155.1065 for VRP submission and approval procedures.

Vessel General Permit (VGP)

For information on VGP, see CG-543 Policy Letter 11-01 in Appendix C and FAQ in
Appendix B.

MARPOL ANNEX VI (Air Pollution)

The Environmental Protection Agency (EPA) has published regulations in 49 CFR 94 to

limit emissions from marine diesel engines manufactured on or after 1/1/2004 or vessels
equipped with marine diesel engines constructed on or after that date, rated over 37
kilowatts (50 horsepower).

The International Maritime Organization (IMO) adopted Annex VI on 9/27/1997 to limit

air pollution from ships. It applies to UTV’s equipped with marine diesel engines rated
over 130 kilowatts (175 horsepower). Annex VI establishes limits on Nitrogen Oxides
(NOx) for new engines installed on a vessel constructed on or after 1/1/2000, and for
existing engines that undergo a major conversion after that date. Annex VI requires
UTV’s over 400 ITC (or gross registered tons if no ITC tonnage assigned) on a foreign
voyage to have an International Air Pollution Prevention (IAPP) Certificate. On
10/10/2008, IMO adopted Resolution MEPC.176(58), which revised MARPOL Annex VI
with an effective date of 7/1/2010. Additional information is available online at

32
http://www.imo.org/Conventions/contents.asp?doc_id=678&topic_id=258#11.

Also see CG-543 Policy Letter 09-01 in Appendix C.

Ballast Water Management for UTV’s voyaging beyond the Exclusive Economic Zone

UTV’s, operating in the Great Lakes or the Hudson River north of the George
Washington Bridge, equipped with ballast tanks must retain any ballast water on board
or use an alternative environmentally sound method of ballast water management that
has been submitted to and approved by the Coast Guard prior to the voyage.

Ballast Water Management for other UTV’s

This guidance does not apply to UTV’s equipped with ballast tanks that operate
exclusively within one COTP Zone and uptake and discharge ballast only within that
one COTP Zone.

UTV’s equipped with ballast tanks must avoid the discharge or uptake of ballast water in
areas within or that may directly affect marine sanctuaries, marine preserves, marine
parks or coral reefs. They must also minimize or avoid uptake of ballast water in these
areas and situations:

x Areas known to have infestations or populations of harmful organisms and

pathogens (toxic algae blooms, etc.);
x Areas near sewage outfalls;
x Areas near dredging operations;
x Areas where tidal flushing is known to be poor or times when a tidal stream is
known to be more turbid;
x In darkness when bottom-dwelling organisms may rise up in the water column;
x Where propellers may stir up the sediment; and
x Areas with pods of whales, convergence zones, and boundaries of major
currents.

Ballast tanks must be cleaned regularly to remove sediments. Tanks must be cleaned
in mid-ocean, under controlled conditions in port, or at dry dock. Dispose of sediments
in accordance with local, State, and Federal regulations.

UTV’s equipped with ballast tanks may elect to retain ballast on board or use an
alternative environmentally sound method of ballast water management that has been
submitted to and approved by the Coast Guard prior to the voyage. If the alternative
environmentally sound method of ballast water management in inoperative, the vessel
may discharge only the amount of ballast water operationally necessary to ensure the
safety of the vessel.

Note: Many UTV’s on Western Rivers routes use treated city water
supplies for ballast uptake. Under most circumstances, the discharge of
treated city water should be considered an alternative environmentally
33
 sound method of ballast water management.

There are mandatory ballast water reporting and recordkeeping requirements for UTV’s
equipped with ballast tanks. See 33 CFR 151.2041 through 151.2045 for more details.
Also see Ballast Water NVIC 07-04 for more guidance on the TVNCOE’s website at
http://www.uscg.mil/hq/cg5/TVNCOE/NVICs.asp.

Garbage Pollution Prevention

No person on board any ship may discharge garbage into the Navigable Waters of the
United States. 33 CFR 151.63

Waste Management Plans

Oceangoing UTV’s of 40 ft or more in length, or

equipped with a galley and berthing, must have a
written Waste Management Plan. The plan must
provide for the discharge of garbage by means that
meet Annex V of MARPOL 73/78, and 33 CFR 151.51
through 151.77; describes procedures for collecting,
processing, storing, and discharging garbage; and designates the person who is in
charge of carrying out the plan. 33 CFR 151.57(a)(1)

Garbage Placards

Each UTV 26 ft or more in length must have one or more placards meeting the
requirements of this section displayed in prominent locations and in sufficient numbers
so that they can be read by the crew. Each placard must be at least nine inches wide
by four inches high, made of a durable material, and lettered with letters at least 1/8
inch high containing the text shown in this example. 33 CFR 151.59

Recordkeeping Requirements

Oceangoing UTV’s of 400 gross tons and above must maintain a written record of
garbage discharge or disposal operations. See 33 CFR 151.55 for detailed information.

34
Navigation Safety Equipment
Applicability

33 CFR 164.70 through 164.82 applies to UTV’s 12 meters (39.4 ft) or more in length
operating in the Navigable Waters of the United States other than the Saint Lawrence
Seaway. UTV’s are exempt from the requirements of 33 CFR 164.72 if 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; used solely for assistance towing or pollution response; or holds a written
exemption from the Captain of the Port (COTP) for a specified route. 33 CFR 164.01

The COTP shall determine the qualification and extent of a limited geographic area.

Marine Radars

The Radio Technical Commission for Maritime Services (RTCM) has published
standards to specify marine radar systems. RTCM Paper71-95/SC112-STD, published
in 1995, applies to UTV’s less than 300 gross tons, and RTCM Paper191-93/SC112-X,
published in 1993, applies to UTV’s of 300 gross tons or larger. Since 8/2/1997, 33
CFR 164.72(a)(1) has required all new marine radars installed on UTV’s to meet the
RTCM standards.

Compliance with RTCM standards is difficult to verify. What follows is a summary of

features found on marine radars in compliance with RTCM recommended standards:

x For UTV’s less than 300 gross tons, range scales of 0.25, 0.5, 0.75/0.8, 1.5, 3.0,
6.0, 12.0, and 24.0 NM. For vessels 300 or more but less than 1600 gross tons,
range scales of .05 -.08 (minimum), 1.5, 3.0, 6.0, 12.0, and 24.0 NM.
Note: Most UTV’s on Western Rivers routes use range scales in
statute miles instead of nautical miles.
x Display: A minimum display size of 10” diagonal/diameter for LCD and
minimum 9" diagonal/diameter for CRT displays, with a means of plotting
target track history (echo trails, etc.), fixed electronic range rings, and a
variable range marker (VRM) with numeric readout (there are no minimum
display size for inland vessels).
x Heading Indicator: Indicated electronically from own ship to edge of display
x Bearing Measurement: Electronic Bearing Line (EBL) able to quickly obtain the
bearing of any object whose echo appears on the display.
x Discrimination: Requires a rotating array (antenna) to meet this requirement.
Most dome type arrays do not comply with this minimum size requirement.
x Tuning: A means must be provided to correct tuning of the equipment
x Anti-Clutter: Suitable means to suppress unwanted echoes

35
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.

Magnetic Compass or Swing Meter

If the UTV engages in towing exclusively on Western Rivers, either an illuminated

swing-meter or an illuminated card-type magnetic steering compass readable from the
UTV's main steering station. UTV’s operating on other routes must have an illuminated
card-type magnetic steering compass readable from the UTV's main steering station.

Echo Depth Sounding Device

An echo depth-sounding device readable from the vessel's main steering station, unless
the vessel engages in towing exclusively on Western Rivers. District Eight Policy Letter
02-2006 (see Appendix C) expands the Western River exemption to include Inland
Rivers (as defined by Inland Navigation Rules 3(o)).

Electronic Position-Fixing Device

An electronic position-fixing device, such as the Global Positioning System (GPS) as

required by 33 CFR 164.41, if the vessel engages in towing seaward of Navigable
Waters of the United States or more than three nautical miles from shore on the Great
Lakes.

Automated Identification Systems

The following UTV’s must have a properly installed, operational, type approved AIS:
x UTV’s of 65 ft or more in length on an international voyage. 33 CFR 164.46(a)(1)
x UTVs of 26 ft or more in length and more than 600 horsepower when operating
within the monitoring area of a Vessel Traffic Service (VTS) or Vessel Movement
Reporting System (VMRS) listed in table 33 CFR 161.12(c). 33 CFR
164.46(a)(3)

Note: The Coast Guard’s Navigation Center posts current AIS requirements
online at http://navcen.uscg.gov/?pageName=AISCarriageReqmts

Charts & Maps

UTV’s must carry marine charts or maps of the areas to be transited, published by the
National Ocean Service (NOS), the ACOE, or a river authority. The charts or maps
must be of a large enough scale and have enough detail to make safe navigation of the
areas possible. The charts or maps must be either current editions or currently

36
corrected editions, if the vessel engages in towing exclusively on Navigable Waters of
the United States, including Western Rivers; or currently corrected editions, if the vessel
engages in towing seaward of Navigable Waters of the United States or more than three
nautical miles from shore on the Great Lakes.

Note: For this section, current edition means the most recent published
version of a publication, chart or map. Currently corrected means
corrected with changes contained in all Notice to Mariners published by
the National Imagery and Mapping Agency, or an equivalent foreign
government publication, reasonably available to the vessel and that is
applicable to the vessel’s transit.

The charts or maps may be 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, be of large
enough scale, and have enough detail to make safe navigation of the areas possible,
and must be currently corrected. 33 CFR 164.72

General Publications

UTV’s must carry a currently corrected edition of, or an applicable currently corrected
extract from, each of the following publications for the area to be transited.

If the vessel is engaged in towing exclusively on Western Rivers, a U.S. Coast Guard
Light List; 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 River-current tables published by the ACOE or a river authority, if
available.

If the UTV is engaged other than in towing exclusively on Western Rivers, a Coast
Guard Light List; Notices to Mariners published by the National Imagery and Mapping
Agency, or LNMs published by the Coast Guard; tidal-current tables published by
private entities using data provided by the National Ocean Service (part of National
Oceanographic and Atmospheric Administration), or river-current tables published by
the ACOE or a river authority; tide tables published by private entities using data
provided by the NOS; and a U.S. Coast Pilot. 33 CFR 164.72

Also see CG-543 Policy Letter 10-05 for guidance on electronic navigation publications
Appendix C.

Vessel Traffic System Rules

Each VTS User shall carry on board and maintain for ready reference a copy of the VTS
Rules. Some of these rules are contained in the applicable U.S. Coast Pilot. 33 CFR
161.4

37
Equipment Maintenance, Failure and Reporting

The owner, master, or operator of each UTV shall maintain operative the navigational-
safety equipment required by 33 CFR 164.72.

If any of the navigational-safety equipment required by 33 CFR 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. The failure shall be entered in the log or
other record carried on board the UTV. 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.

The owner, master, or operator of each UTV whose equipment is inoperative or

otherwise impaired while the vessel is operating within a Vessel Traffic Service (VTS)
Area shall report the fact. 33 CFR 164.82

Each user of a VTS shall report to the Vessel Traffic Center as soon as practicable: 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 (where required), automatic dependent surveillance equipment, or
navigational lighting; 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
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.
33 CFR 161.12(d)(6)

The owner, master, or operator of each UTV unable to repair within 96 hours an
inoperative required marine radar shall 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 33 CFR 164.72(a), does not necessitate either a deviation
or an authorization.

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. The
COTP, upon receiving even a spoken request, may grant a deviation and an
authorization from any of the provisions of 33 CFR 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. 33 CFR 164.82

38
Communications Equipment
Radiotelephone

UTV’s of 26 ft or over in length, while underway on the Navigable Waters of the United
States, must have two radiotelephones on board capable of operation from its
navigational bridge, and capable of transmitting and receiving on the frequency or
frequencies within the 156-162 MHz band using the classes of emissions designated by
the FCC for the exchange of navigational information. The radiotelephones must be
capable of transmitting and receiving on VHF FM channel 13 (156.65 MHz) while also
maintaining a continuous listening watch on the International Distress and Calling
Channel, VHF FM Channel 16 (156.800). See also FAQ on Bridge-to-Bridge
Certificate in Appendix B.

Note 1: A single VHF-FM radio capable of scanning or sequential

monitoring (“dual watch” capability) will not meet the requirements for two
radios.

While transiting any of the following waters, UTV’s must have on board a
radiotelephone capable of transmitting and receiving on VHF FM channel 67 (156.375
MHz): The Lower Mississippi River from the territorial sea boundary, and within either
the Southwest Pass safety fairway or the South Pass safety fairway specified in 33 CFR
166.200, to mile 242.4 AHP (Above Head of Passes) near Baton Rouge; the Mississippi
River-Gulf Outlet from the territorial sea boundary, and within the Mississippi River-Gulf
outlet Safety Fairway specified in 33 CFR 166.200, to that channel's junction with the
Inner Harbor Navigation Canal; and the full length of the Inner Harbor Navigation Canal
from its junction with the Mississippi River to that canal's entry to Lake Pontchartrain at
the New Seabrook vehicular bridge.

UTV’s transiting any waters within a Vessel Traffic Service area must have on board a
radiotelephone capable of transmitting and receiving on the VTS frequency in Table
161.12(c) (VTS and VMRS Centers, Call Signs/MMSI, Designated Frequencies, and
Monitoring Areas). UTV’s may use the radiotelephone normally used to maintain the
listening watch on VHF FM Channel 16; a third radiotelephone is not required.

Digital Selective Calling (DSC)

Since 1999, the FCC (Federal Communications Commission) began requiring new fixed
mount radiotelephones introduced in the U.S. to be equipped with the Digital Selective
Calling feature. DSC is part of a global upgrade in maritime distress communications.
DSC radios allow mariners to make ship-to-ship private calls and the DSC distress
channel is currently being monitored by commercial ships. Minimally, DSC radios are
equipped with single-button emergency transmission capability.

The new DSC radios have to be registered to work properly in emergency situations.
They are also encoded with a unique nine digit FCC identification number that allows
the ship-to-ship calling feature. This unique number called a Maritime Mobile Service

39
Identity or MMSI, is much like your cell phone number. Once the radio is registered with
the FCC, that information and your boat's information is entered in the Coast Guard's
national distress database.

The major advantage of the DSC radio is its ability to send an automatic "mayday" that
identifies the vessel and also, when connected to a LORAN or GPS, can send the
vessel’s location. The DSC radio operates much like an EPIRB that sends encoded
"maydays" directly to satellites. The DSC radio will also continue sending the
emergency signal if the skipper is disabled.

The Safety of Life at Sea (SOLAS) Convention requires all passenger ships and most
other ships 300 gross tons and larger on international voyages, including all cargo
ships, to carry DSC-equipped radios. 47 CFR 80.1065

While not required by regulation, the Coast Guard strongly recommends that every
other UTV having a DSC-equipped radiotelephone obtain an MMSI and program it into
their DSC-equipped radiotelephone. Review your radiotelephone’s operating
instructions and manual for programming instructions. Be sure to update the MMSI
registration data if important vessel, owner or operator information changes.

FCC Ships Station License

Radio stations in the maritime service must be licensed by FCC individually or by fleet.
Licenses will normally be issued for a term of ten years from the date of original
issuance, or renewal. 47 CFR 80.13 and 80.25

Operator Requirements of the Bridge-To-Bridge Act

UTV’s subject to the Bridge-to-Bridge Act must have on board a radio operator who
holds a restricted radiotelephone operator permit or higher class license. See FCC
guidance, FCC Public Notice DA 09-658 dated March 23, 2009, for expiration dates.
47 CFR 80.163

Station Logs

The radiotelephone licensee and radio operator shall maintain a radio log. 33 CFR Part
26 contains the regulations that implement the Vessel Bridge-to-Bridge Radiotelephone
Act. In accordance with (IAW) 33 CFR 26.03, “Every towing vessel of 26 ft or over in
length while navigating…must have a radiotelephone on board capable of operation
from its navigational bridge.” 47 CFR 80.409(e) requires ship radiotelephone logs/log
entries for vessels that “…are compulsorily equipped for radiotelephony…”
You can find details regarding applicable radiotelephone log entries in 47 CFR 409(f).
Taking into account the vessel’s route and service, not all of the log requirements will be
applicable to all vessels (i.e. inland towing vessels will not have GMDSS, SARTS, etc.).
See FAQ on radio logs in Appendix B. 47 CFR 80.409(f)(3) requires radiotelephony
stations subject to the Bridge-to-Bridge Act to record:

40
1) A summary of all distress and urgency communications affecting the station's own
ship, all distress alerts relayed by the station's own ship, and all distress call
acknowledgements and other communications received from search and rescue
authorities.
2) A weekly entry that:
a. The proper functioning of digital selective calling (DSC) equipment has been
verified by actual communications or a test call;
b. The portable survival craft radio gear and radar transponders have been
tested; and
c. The EPIRBs have been inspected.
3) An entry at least once every thirty days that the batteries or other reserve power
sources have been checked and are functioning properly.
4) The time of any inadvertent transmissions of distress, urgency and safety signals
including the time and method of cancellation.
5) Results of inspections and tests of compulsorily fitted lifeboat radio equipment;
6) A daily statement about the condition of the required radiotelephone equipment, as
determined by either normal communication or test communication.
IAW 47 CFR 80.409(f)(2), vessels subject to the Great Lakes Agreement must make
two additional record entries:
1) At the beginning of each watch, the Officer of the Navigational Watch, or GMDSS
Operator on watch, if one is provided, shall ensure that the navigation receiver is
functioning properly and is interconnected to all GMDSS alerting devices which do
not have integral navigation receivers, including: VHF DSC, MF DSC, satellite
EPIRB and HF DSC or INMARSAT SES. On a ship without integral or directly
connected navigation receiver input to GMDSS equipment, the Officer of the
Navigational Watch, or GMDSS Operator on watch, shall update the embedded
position in each equipment. An appropriate log entry of these actions shall be made.
2) A GMDSS radio log entry shall be made whenever GMDSS equipment is exchanged
or replaced (ensuring that ship MMSI identifiers are properly updated in the
replacement equipment), when major repairs to GMDSS equipment are
accomplished, and when annual GMDSS inspections are conducted.

If the radio station is required to be inspected additional log entries are required per 47
CFR 80.409(f)(1) or 80.490(f)(2) as applicable.
IAW 47 CFR 80.409(a)(1), the log “…must be kept in an orderly manner.” and “…may
be kept electronically or in writing."

Radiotelephone Installation Required for Vessels on the Great Lakes

The Agreement Between the United States of America and Canada for Promotion of

41
Safety on the Great Lakes by Means of Radio, 1973, applies to vessels of all countries
when navigated on the Great Lakes. The Great Lakes Radio Agreement (GLRA)
defines the Great Lakes as “all waters of Lakes Ontario, Erie, Huron (including Georgian
Bay), Michigan, Superior, their connecting and tributary waters and the River St.
Lawrence as far east as the lower exit of the St. Lambert Lock at Montreal in the
Province of Quebec, Canada,” but does not include such of the connecting and tributary
waters as may be specified in the Technical Regulations. The Technical Regulations do
not include any connecting and tributary waters except the St. Mary's River, the St. Clair
River, Lake St. Clair, the Detroit River and the Welland Canal. 47 CFR 80.951

The GLRA applies to every UTV engaged in towing another vessel or floating object,
except where the maximum length of the UTV, measured from end to end over the deck
exclusive of sheer, is less than 8 meters (26 ft) and the length or breadth of the tow,
exclusive of the towing line, is less than 20 meters (65.5 ft); where the towing vessel
and tow are located within a booming ground (an area in which logs are confined); or
where the tow has been undertaken in an emergency and neither the towing vessel nor
the tow can comply with this part.

UTV’s subject to the GLRA must have a minimum of two VHF-FM radiotelephone
installations as prescribed by 33 CFR 26 and 47 CFR 80.955, 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.

The second VHF installation must be electrically separate from the first VHF installation.
However, both may be connected t the main power supply provided one installation can
be operated from a separate power supply located as high as practicable on the vessel.

UTV’s subject to the GLRA must have on board an officer or member of the crew who
holds a marine radio operator permit or higher class license. 47 CFR 80.161

Each U.S. flag vessel subject to the Great Lakes Agreement must have an inspection of
the required radiotelephone installation at least once every 13 months. This inspection
must be made while the vessel is in active service or within not more than one month
before the date on which it is placed in service. An inspection and certification of a ship
subject to the Great Lakes Agreement must be made by a technician holding one of the
following: a General Radiotelephone Operator License, a GMDSS Radio Maintainer's
License, a Second Class Radiotelegraph Operator's Certificate, or a First Class
Radiotelegraph Operator's Certificate. Additionally, the technician must not be the
vessel's owner, operator, master, or an employee of any of them. The results of the
inspection must be recorded in the ship's radiotelephone log. 47 CFR 80.953

42
Navigation Underway
UTV Navigation Underway

The owner, master, or operator of each vessel towing shall ensure that each person
directing and controlling the movement of the vessel (33 CFR 164.78):

x Understands the arrangement of the tow and the effects of maneuvering on the
vessel towing and on the vessel, barge, or object being towed;
x Can fix the position of the vessel using installed navigational equipment, aids to
navigation, geographic reference-points, and hydrographic contours;
x 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.);
x Evaluates the danger of each closing visual or radar contact;
x 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;
x Knows the speed and direction of the current, and the set, drift, and tidal state for
the area to be transited;
x Proceeds at a safe speed taking into account the weather, visibility, density of
traffic, draft of tow, possibility of wake damage, speed and direction of the
current, and local speed-limits; and
x Monitors the voyage plan required by 33 CFR 164.80(c).

Note: The voyage planning requirements applies to UTV’s where any part
of the intended voyage is seaward of the baseline (i.e., the shoreward
boundary) of the Territorial Sea of the United States.

The owner, master, or operator of each vessel towing shall ensure that the following
tests and inspections are conducted and that the results are entered in the log or other
record carried on board:

43
Less than 1600 GT (33 CFR 164.80) 1600 GT or more (33 CFR 164.25)

Before vessel embarks on a voyage of more No more than 12hrs before entering or getting
than 24hrs or when each new Master/operator underway on navigable waters.
assumes command.

ƒ Steering System ƒ Primary & Secondary Steering Gear

ƒ Navigational Equipment ƒ All internal vessel control communications

& vessel control alarms

ƒ Communications ƒ Standby or Emergency Generator

ƒ Navigation Lights (& Searchlight) ƒ Storage Batteries (emergency lighting &

power systems)

ƒ Terminal Gear ƒ Main Propulsion Machinery

ƒ Propulsion Systems ƒ Navigational Equipment 33 CFR

164.80(b)(1)

ƒ Terminal Gear 33 CFR 164.80(b)(2)

44
Navigation Lights and Sound Signals
Applicability

All UTV’s at anchor or underway from sunset to sunrise, or in or near areas of restricted
visibility.

General Information

UTV’s 12 meters (39.4 ft) long or longer shall carry a current copy of the Inland
Navigation Rules when on the Inland Waters of the United States and on the Canadian
waters of the Great Lakes to the extent that there is no conflict with Canadian law. All
Inland (INLD) and International (INTL) Rules are also available online at
http://www.navcen.uscg.gov/mwv/navrules/rotr_online.htm. 33 CFR 88.05

46 CFR 25.10 establishes specific standards for navigation light fixtures and light bulbs
for UTVs built on or after November 7, 2002. These standards include a requirement
for the navigation light to be certified by a laboratory listed by the Coast Guard to the
standards of ABYC A-16, or an equivalent.

Llights that have been tested and certified by a Coast Guard accepted independent
laboratory to ABYC A-16 or UL 1104 standards indicate the lights meet NAV Rule 22
(visibility requirements) and the Annex I (positioning and technical details of lights).
Modification of navigation light fixture base(s) to accept household incandescent or
fluorescent bulbs will void the certification and will not be accepted by Coast Guard.

Navigation lights on UTVs built prior to November 7, 2002 are not required to meet the
ABYC A-16 standard. However, unless exempted under NAV Rule 38, they should
meet the requirements of Rule 22 and the technical details of Annex I of the NAV Rules.
When non-certified light fixtures or light bulbs need to be replaced they do not have to
be replaced with certified light fixtures or light bulbs. Original equipment may be
replaced in kind – see Federal Register Volume 66 page 55087.

NAV Rule 38 exempts inland UTVs less than 20 meters (65.5 ft) in length built prior to
December 24, 1980 from complying with Rule 22 and Annex I of the NAV Rules. CG-
543 Policy letter 11-02 (see Appendix C) provides guidance for navigation lights on
UTVs less than 20 meters in length while operating on inland waters.

NAV Rule 21 provides definitions describing the different types of navigation lights.
Masthead lights shall be white and visible ahead across an unbroken arc of 225
degrees across the horizon, 112.5 degrees on either side of the centerline. The red and
green sidelights, on the port and starboard sides respectively, shall be visible from right
ahead across an unbroken arc of 112.5 degrees across the horizon. The white
sternlight shall be placed at or near the stern showing light astern across an unbroken
arc of 135 degrees across the horizon, 67.5 degrees on either side of the centerline.
The yellow towing light will have the same characteristics as the sternlight. The
positioning and spacing of navigation lights are specified in Annex I of the Rules.

45
 Note: The following extract from the NAVRULES is not all inclusive.
Mariners should refer to the specific rules to verify full compliance.

Navigation Light, Underway but Not Engaged in Towing INLD and INTL Rule 23

For application of NAV Rules, a UTV underway but not engaged in towing is considered
to simply be a power driven vessel and should display lights in accordance with Rule
23. The UTV shall exhibit a masthead light forward; a second masthead light abaft and
higher than the forward one (a vessel less than 50 meters (164 ft) in length shall not be
obliged to exhibit such light but may do so); red and green sidelights; and a sternlight.
Visibility of lights must comply with Rule 22.

Navigation Lights and Shapes, Towing Astern INLD and INTL Rule 24(a)

In addition to the navigation lights required by Rule 23, UTV’s towing astern shall exhibit
a second white masthead light above the first. If the overall length of the tow exceeds
200 meters (656 ft), a third white masthead light shall be exhibited above the other
masthead lights.

UTV’s towing astern shall exhibit a yellow towing light, having the same characteristics
as the stern light, placed vertically above the stern light.

When the length of the tow exceeds 200 meters, UTV’s must display a diamond shape
where it can best be seen.

Navigation Lights and Shapes, Pushing Ahead or Towing Alongside INLD Rule 24(c)

UTV’s pushing ahead or towing alongside, except in the case of a composite unit, shall
exhibit two masthead lights in a vertical line, port and starboard sidelights, and two
towing lights in a vertical line.

Note: Under INLD Rule 24(i), the white masthead lights are not required
on UTV’s engaged in towing when operating on Western Rivers above the
Huey P. Long Bridge across the Lower Mississippi River, and the waters
specified in 33 CFR 89.27. For additional information, see “Waters
Specified By The Secretary” at the back of the Inland Rules.

Navigation Lights and Shapes, Pushing Ahead Or Towing Alongside INTL Rule 24(c)

UTV’s pushing ahead or towing alongside, except in the case of a composite unit, shall
exhibit two masthead lights in a vertical line, port and starboard sidelights, and a
sternlight.

46
Composite Units INLD and INTL Rule 24(b)

When a pushing vessel and a vessel being pushed ahead are rigidly connected in a
composite unit they shall be regarded as a power-driven vessel and exhibit the lights
prescribed in Rule 23.

Vessels or Objects Being Towed Astern INLD and INTL Rule 24(e)

Shall exhibit sidelights, a sternlight and when the length of the tow exceeds 200 meters,
a diamond shape where it can best be seen.

Vessels Being Towed Alongside INLD Rule 24(f)

When more than one vessel is being towed alongside as a group, the group shall be
lighted as a single vessel.

The vessel or group shall exhibit sidelights at the forward end, a sternlight, and a
special flashing light. The special flashing light is a yellow light flashing at regular
intervals at a frequency of 50 to 70 flashes per minute, placed as far forward and as
close to the centerline as possible. The special flashing light must show an unbroken
light over an arc of the horizon of not less than 180 degrees and not more than 225
degrees, and be fixed to show from right ahead to abeam and no more than 22.5
degrees abaft the beam on either side of the vessel.

When vessels are towed alongside on both sides of the UTV, shall exhibit a sternlight
on the stern of the outboard vessel on each side of the UTV, a single set of sidelights as
far forward and as far outboard as is practicable, and a single special flashing light.

Vessels Being Towed Alongside INTL Rule 24(f)

When more than one vessel is being towed alongside as a group, the group shall be
lighted as a single vessel.

The vessel or group shall exhibit sidelights at the forward end, and a sternlight

Sound Signals INLD Rule 33 and Annex III

Sound Signals Under Inland Rules INLD Rule 33 and Annex III, 33 CFR 86.23

A UTV of less than 12 meters in length must have some means of making an efficient
sound signal. A UTV of 12 meters or more in length shall be provided with a whistle
and a bell. A UTV of 100 meters or more shall also be provided with a gong.

Note: For UTV’s 12 to less than 20 meters in length, the diameter of the
bell must be at least 200 mm (7.9 inches). For UTV’s of 20 meters or

47
 more in length, the diameter of the bell must be at least 300 mm (11.8
inches).
Note 2: Whistle range:

Length of Vessel m(ft) Audibility Range (nm)

200 (656.2) or more 2
75 (246) but less than 200 (656.2) 1.5
20 (65.6) but less than 75 (246) 1.0
12 (39.4) but less than 20 (65.6) 0.5

Sound Signals INTL Rule 33 and Annex III

A UTV of less than 12 meters in length must have some means of making an efficient
sound signal. A UTV of 12 meters or more in length shall be provided with a whistle. A
UTV of 20 meters or more in length shall also be provided with a bell. A UTV of 100
meters or more shall also be provided with a gong.

Note 1: For UTV’s of 20 meters or more in length, the diameter of the bell
must be at least 300 mm (11.8 inches).
Note 2: Whistle range:

Length of Vessel m(ft) Audibility Range (nm)

200 (656.2) or more 2
75 (246) but less than 200 (656.2) 1.5
20 (65.6) but less than 75 (246) 1.0
Less than 20 (65.6) 0.5

48
Lifesaving Equipment
Applicability

All UTV’s.

Life Preservers and Other Lifesaving Equipment Required

Insufficient or unserviceable lifesaving equipment may create a hazardous condition

and warrant control of vessel operations through COTP Order. Excess equipment, if
carried, must be made serviceable and correctly stowed or removed from the vessel.
See CG-543 Policy Letter 10-06 in Appendix C.

UTV’s less than 40 ft in length must have at least one CG-approved life preserver (Type
I PFD), buoyant vest (Type II PFD), or marine buoyant device intended to be worn
(Type III PFD) of a suitable size for each person on board. Each UTV 40 ft in length or
longer must have at least one CG-approved life preserver (Type I PFD) of a suitable
size for each person on board.

Life preservers are required for all persons carried on board the vessel. If the vessel is
used to carry additional persons (i.e. crew transfers) then there must be enough life
preservers for those additional persons.

UTV’s may substitute a CG-approved immersion suit for a required life preserver,
buoyant vest, or marine buoyant device. If immersion suits are carried, they should be
inspected and tested using NVIC 01-08.

A CG-approved commercial hybrid PFD may be substituted for a life preserver, buoyant
vest, or marine buoyant device if it is used in accordance with the conditions marked on
the PFD and in the owner's manual; labeled for use on commercial vessels; and in the
case of a Type V commercial hybrid PFD, worn when the vessel is underway and the
intended wearer is not within an enclosed space. 46 CFR 25.25-5

Kapok and fibrous glass life preservers that do not have plastic-covered pad inserts are
not acceptable. See NVIC 2-63 for more information.

Each vessel 26 ft in length or longer must have at least one approved ring life buoy
approved under 46 CFR 160.050.

Lifesaving Equipment Storage and Condition

Lifesaving equipment designed to be worn must be readily accessible. The ring life
buoy must be immediately available. All required lifesaving equipment must be in
serviceable condition. 46 CFR 25.25-9 and 25.25-11

49
Personal Flotation Device (PFD) Lights

This section applies to UTV’s that engage in ocean, coastwise, or Great Lakes voyages.
Each immersion suit, each life preserver, or marine buoyant device intended to be worn,
and each buoyant vest must have a personal flotation device light that is approved
under 46 CFR 161.012. PFD lights must be securely attached to the front shoulder
area of the PFD.

If a personal flotation device light has a non-replaceable power source, the light must be
replaced on or before the expiration date of the power source. If the light has a
replaceable power source, the power source must be replaced on or before its
expiration date. 46 CFR 25.25-13

Retroreflective Material for PFDs

Each PFD carried on a vessel must have Type I retroreflective material that is approved
under 46 CFR 164.018. Each item required to have retroreflective material must have
at least 200 sq. cm (31 sq. in.) of material attached to its front side, at least 200 sq. cm
of material on its back side, and, if the item is reversible, at least 200 sq. cm of material
on each of its reversible sides. The material attached on each side must be divided
equally between the upper quadrants of the side, and the material in each quadrant
must be attached as closely as possible to the shoulder area. 46 CFR 25.25-15

Work Vests

Work vests are not required to be onboard a UTV. When work vests are found on
board, the work vests are required to meet the following criteria:
x Buoyant work vests carried under the permissive authority of this subpart shall be
of an approved type, and shall be constructed, listed, and labeled in accordance
with subpart 46 CFR 160.053. 46 CFR 26.30-1
x Approved buoyant work vests are considered to be items of safety apparel and
may be carried aboard vessels to be worn by crew members when working near
or over the water under favorable working conditions. 46 CFR 26.30-5
x When carried, approved buoyant work vests shall not be accepted in lieu of any
portion of the required number of approved lifesaving appliances required.
x The approved buoyant work vests shall be stowed separately from the regular
stowage of required lifesaving equipment. 46 CFR 26.30-10

In accordance with CG-543 Policy Letter 10-06 (see appendix C) type II or type III
PFD’s may be used in lieu of Type V work vests.

50
Inflatable Liferafts

Currently UTV’s are not required to have life rafts on board. Some UTVs that engage in
ocean, coastwise or Great lakes voyages have life rafts buoyant apparatus or life floats
onboard. If the vessel is equipped with these lifesaving appliances they must be
examined for proper type, use and stowage. Each life saving appliance should be
visually examined externally to ensure that they are in good working order and ready for
immediate use.

The following should be used as a guide to examine the life rafts:

x Launching instructions posted.
x Stowage
x Annual service dates.
x Hydro release service dates
x Proper weak link
x Float free
x Markings
x Capacities

Except for external examination of the container and stowage of the equipment, these
life rafts should be inspected and tested only at one of the inflatable life raft
manufacturer's approved servicing facilities at intervals not exceeding 12 months.

Emergency Position Indicating Radio Beacon (EPIRB)

Carriage requirements:
Category I Category I or II Category I or II
UTV 36ft in length or more UTV less than 36ft in UTV 36ft or more in length
that operates on the high length which has a builder’s
seas or beyond 3 miles certification that the vessel
from the coastline of the is constructed with
Great Lakes sufficient inherently
buoyant material to keep
the flooded vessel afloat

Category I 406MHz EPIRB’s are designed to float-free and activate automatically,

therefore it must be stowed so that it will float free if the vessel sinks. Category II
406MHz EPIRB are designed for manual activation, so it must be stowed in a readily
accessible location at or near the principal steering station.

The EPIRB is required to be tested immediately after installation and at least once each
month thereafter (except for an EPIRB installed in a CG approved inflatable liferaft that
is tested annually during the liferaft servcing). The test must be conducted in
accordance with the manufacturer’s instructions. If the EPIRB is not operating, then it
must be repaired or replaced with an operating EPIRB.

51
The battery of the EPIRB must be replaced immediately after the EPIRB is used (except
for testing) and before the battery’s expiration date.

The EPIRB should be registered with the National Oceanographic Atmospheric

Administration (NOAA).

For more information, go to http://www.navcen.uscg.gov/?pageName=mtEpirb

52
Fire Fighting Equipment
Applicability

All UTV’s, except those used solely for any of the following services or any combination
of these services:

x Within a limited geographic area, such as a fleeting-area for barges or a

commercial facility, and used for restricted service, such as making up or
breaking up larger tows;
x For harbor-assist;
x For assistance towing as defined by 46 CFR 10.104;
x For response to emergency or pollution;
x Exempted by the Captain of the Port (COTP) in writing.

Insufficient or unserviceable fire prevention and suppression equipment may create a

hazardous condition and may warrant control of vessel operations through COTP Order.
Excess equipment, if carried, should not create a hazardous condition if not serviceable;
it must be made serviceable and correctly stowed or removed from the vessel. For
more information on excess equipment, see CG-543 Policy Letter 10-06 in Appendix C.

General

Where equipment in this subpart is required to be of an approved type, the equipment

requires the specific approval of the Commandant. Such approvals are published in the
Federal Register, and are contained in Coast Guard publication COMDTINST M16714.3
(Series), Equipment Lists; approval information is also available online at
www.uscg.mil/hq/cg5/cg5214/mra.asp. All hand portable fire extinguishers,
semiportable fire extinguishing systems, and fixed fire extinguishing systems shall be of
the ``B'' type; i.e., suitable for extinguishing fires involving flammable liquids, greases,
etc. Also see FAQ on halon 1301, portable fire extinguishers without markings, and
maintenance and inspections required for portable fire extinguishers in Appendix B. 46
CFR 25.30-5

46 CFR 162.028 and 162.039 are the approval specifications for portable and semi-
portable fire extinguishers, respectively, contain the basic approval requirements. These
specifications require the extinguishers to meet certain minimum criteria, and to be
listed and labeled by a Coast Guard recognized independent testing laboratory as
"Marine Type," and "USCG Approved." Coast Guard approved extinguishers are also
marked with symbols indicating type and size designation, such as "Type B, Size I."

Navigation and Vessel Circular (NVIC) NO. 13-86 “Use of Underwriters Laboratories
(UL) Listed Fire Extinguishers” gives guidance on allowing UL as the approved testing
laboratory for marine type fire extinguishers.

NVIC NO. 13-86: http://www.uscg.mil/hq/cg5/nvic/pdf/1986/n13-86.pdf

53
Here is the website for UL online approval directory:
http://database.ul.com/cgi-bin/XYV/template/LISEXT/1FRAME/index.html

Marine-type portable fire extinguishers are normally rated based upon the type of fire
(A, B, C, or D) and extinguisher size (Roman numeral I through V). Examples of the
sizes for some of the typical hand portable fire extinguishers and semi-portable fire
extinguishing systems appear in Table 25.30-10(c)

Classification Foam (gal) Carbon Dioxide (lbs) Dry Chemical (lbs)

B-I 1.25 4 2

B-II 2.5 15 10

B-III 12 35 20

B-IV 20 50 30

B-V 40 100 50
Table 25.30-10(c)

When a fixed fire-extinguishing system is installed, it must be a type approved or

accepted by the Lifesaving and Fire Safety Division, Commandant (CG-5214) or the
Commanding Officer, U.S. Coast Guard Marine Safety Center. If the system is a
carbon-dioxide type, then it must be designed and installed in accordance with 46 CFR
76.15. 46 CFR 25.30-15. Also see FAQ on liquid level indicators in Appendix B.

The regulations permit the use of any one of three types of fixed fire-extinguishing
systems. By allowing a choice among the three, towing vessel operators are able to
select a form of protection that is best suited to their vessels. Acceptable systems are:
approved total flooding carbon dioxide systems designed in accordance with 46 CFR
76.15; clean agent systems such as FM-200 or Inergen that are USCG type approved;
and approved water mist systems that are designed in accordance with the Marine
chapter of NFPA 750. The water mist system requirements have been specially
formulated for towing vessels and are based on the use of a local application network of
nozzles with a self-contained 10 minute supply of water.

Existing fixed fire extinguishing systems may be used to satisfy the requirement for a
fixed suppression system, if the operator can demonstrate that the system has been
designed and maintained in accordance with USCG approval criteria. Certification by a
Registered Professional Engineer or by a classification society that the system meets
appropriate design criteria is one acceptable method of demonstrating compliance.

The following website can be used to verify a fixed fire extinguishing system is listed as
an approved Coast Guard system:
http://cgmix.uscg.mil/equipment/equipmentsearch.aspx

54
Required Equipment

Towing vessels on inland service, and on ocean or coastal service whose

construction was contracted for before August 27, 2003 must carry: (46 CFR 27.303)

Minimum number of
B-V semi-portable Fixed fire
portable fire
fire extinguishing extinguishing system
extinguishers AND OR
system to protect installed to protect
required by 46 CFR
engine room engine room
25.30

Towing vessels in ocean or coastal service whose construction was contracted for on
or after August 27, 2003 must carry: (46 CFR 27.305)

Minimum number of
B-V semi-portable Fixed fire
portable fire
fire extinguishing extinguishing system
extinguishers AND AND
system to protect installed to protect
required by 46 CFR
engine room engine room
25.30

Portable Fire Extinguishers Required by 46 CFR 25.30

UTV’s 65 ft or less in length shall carry at least the minimum number of hand portable
fire extinguishers set forth in Table 25.30-20(a)(1), except that UTV’s less than 26 ft in
length, propelled by outboard motors and not carrying passengers for hire, need not
carry such portable fire extinguishers if the construction of such vessels will not permit
the entrapment of explosive or flammable gases or vapors.

Minimum number of B-1 hand portable fire extinguishers

required1
Length, ft
No fixed fire extinguishing Fixed fire extinguishing
system in machinery space system in machinery space

Under 16 1 0
16 and over, but under 26 1 0
26 and over, but under 40 2 1
40 and over, but not over 65 3 2
Table 25.30-20(a)(1)
1
One B-II hand portable fire extinguisher may be substituted for two B-I hand portable fire extinguishers.

55
UTV’s more than 65 ft in length shall carry at least the minimum number of hand
portable fire extinguishers set forth in Table 25.30-20(b)(1).

Gross Tonnage Minimum Number of B-II Hand Portable Fire

Extinguishers
Over Not Over
--- 50 1
50 100 2
100 500 3
500 1000 6
1000 --- 8
Table 25.30-20(b)(1)

In addition to the hand portable fire extinguishers required by Table 25.30-20(b)(1), the
following fire-extinguishing equipment shall be fitted in the machinery space:

x One Type B-II hand portable fire extinguisher shall be carried for each 1,000
brake horsepower of the main engines or fraction thereof. However, not more
than 6 such extinguishers need be carried.
x If an approved semiportable fire extinguisher has wheels and is not required by
this section, it must be securely stowed when not in use to prevent it from rolling
out of control under heavy sea conditions.

Fixed Fire Pumps, Fire Mains, Hoses and Nozzles

UTV’s must have either a self-priming, power-driven, fixed fire-pump, a fire main, and
hoses and nozzles; or a portable pump, and hoses and nozzles.
The fixed fire-pump must be capable of delivering water simultaneously from the two
highest hydrants, or from both branches of the fitting if the highest hydrant has a
Siamese fitting, at a pitot-tube pressure of at least 344 kPa (50 psi) and a flow rate of at
least 300 lpm (80 gpm); and being energized remotely from a safe place outside the
engine room and from the pump. All valves necessary for the operation of the fire main
must be kept in the open position or must be capable of operation from the same place
where the remote fire pump control is located.

The fire main must have a sufficient number of fire hydrants with attached hose to reach
any part of the machinery space using a single length of fire hose. The hose must be
lined commercial fire-hose, at least 40mm (1.5 inches) in diameter, 15 meters (50 ft) in
length, and fitted with a nozzle made of corrosion-resistant material capable of providing
a solid stream and a spray pattern. 46 CFR 27.301

Portable Fire Pumps, Hoses and Nozzles

The portable fire pump must be self-priming and power-driven, with a minimum capacity
56
of at least 300 lpm (80 gpm) at a discharge gauge pressure of not less than 414 kPa (60
psi), measured at the pump discharge. You must stow the pump with its hose and
nozzle outside of the machinery space.

A sufficient amount of lined commercial fire hose at least 40mm (1.5 inches) in diameter
and 15 meters (50 ft) in length, immediately available to attach to it so that a stream of
water will reach any part of the vessel; and a nozzle made of corrosion-resistant
material capable of providing a solid stream and a spray pattern. 46 CFR 27.301

57
Fire Prevention Equipment
General Alarm Systems

UTV’s must be fitted with a general alarm that has a contact-maker at the operating
station that can notify persons on board in the event of an emergency; is capable of
notifying persons in any accommodation, work space, and the engine room; and has
installed, in the engine room and any other area where background noise makes a
general alarm hard to hear, a supplemental flashing red light that is identified with a sign
that reads:

Attention General Alarm--When Alarm Sounds or Flashes Go to Your Station.

UTV’s may use a public-address (PA) system or other means of alerting all persons on
the vessel instead of a general alarm, if the system is capable of notifying persons in
any accommodation, work space, and the engine room; can be activated from the
operating station; and includes the supplemental flashing red light and sign described
above.

Fire Detection Systems

UTV’s must have a fire-detection system installed on your vessel to detect engine-room
fires. Any owner of a vessel whose construction was contracted for before January 18,
2000, may use an existing engine-room-monitoring system (with fire-detection
capability) instead of a fire-detection system, if the monitoring system is operable and
complies with this section.

Each detector, each control panel, and each fire alarm must be approved under 46 CFR
161.002 or listed by an independent testing laboratory; except that, if you use an
existing engine-room-monitoring system (with fire-detection capability), each detector
must be listed by an independent testing laboratory; the system is installed, tested, and
maintained in line with the manufacturer's design manual; and the system is arranged
and installed so a fire in the engine room automatically sets off alarms on a control
panel at the operating station.

The control panel must include a power-available light; both an audible alarm to notify
crew at the operating station of fire and visible alarms to identify the zone or zones of
origin of the fire; a means to silence the audible alarm while maintaining indication by
the visible alarms; a circuit-fault detector test-switch; and labels for all switches and
indicator lights, identifying their functions.

The system must draw power from two sources, switchover from the primary source to
the secondary source being either manual or automatic.

The system serves no other purpose, unless it is an engine-room-monitoring system

(with fire detection capability) installed on a vessel whose construction was contracted
for before January 18, 2000.

58
The system is certified by a Registered Professional Engineer (holds a license from
their state’s licensure board), or by a recognized (under 46 CFR 8) classification society
to comply with the above. Also see FAQ on Hillersafe fire detection system, excess
equipment, and “replacement in kind” in Appendix B. 46 CFR 27.203

Internal Communications Systems

UTV’s must be fitted with a communication system between the engine room and the
operating station that consists of either fixed or portable equipment, such as a sound-
powered telephone, portable radios, or other reliable method of voice communication,
with a main or reserve power supply that is independent of the electrical system on your
towing vessel; and provides two-way voice communication and calling between the
operating station and either the engine room or a location immediately adjacent to an
exit from the engine room.

Twin-screw vessels with operating-station control for both engines are not required to
have internal communication systems.

When the operating-station's engine controls and the access to the engine room are
within 3 meters (10 ft) of each other and allow unobstructed visual contact between
them, direct voice communication is acceptable instead of a communication system. 46
CFR 27.205

Tests and Maintenance of Equipment

All required fire prevention and suppression equipment must be tested and maintained
in accordance with the attached nameplate or manufacturer’s approved design manual.
46 CFR 27.100(d)

The general alarm (or public address system) must be tested at least once each week.
46 CFR 27.201(a)(4)

Required monthly drills must include the testing of all alarm and detection systems. 46
CFR 27.209(c)(3)

Firefighting Drills and Instruction

The master or person in charge of a UTV must ensure that each crewmember
participates in drills and receives instruction at least once each month. The instruction
may coincide with the drills, but need not. You must ensure that all crewmembers are
familiar with their fire-fighting duties, and, specifically, with the following contingencies:

x Fighting a fire in the engine room and elsewhere on board the vessel, including
how to operate all of the fire-extinguishing equipment on board the vessel; stop
any mechanical ventilation system for the engine room and effectively seal all

59
 natural openings to the space to prevent leakage of the extinguishing agent; and
operate the fuel shut-off for the engine room.
x Activating the general alarm.
x Reporting inoperative alarm systems and fire-detection systems.
x Putting on a fireman's outfit and a self-contained breathing apparatus, if the
vessel is so equipped.

The master or person in charge of a vessel may substitute the viewing of video training
materials concerning at least the contingencies listed above, followed by a discussion
led by someone familiar with these contingencies. This instruction may occur either on
board or off the vessel.

Drills must take place on board the vessel as if there were an actual emergency. They
must include the participation by all crewmembers; breaking out and using, or
simulating the use of, emergency equipment; testing of all alarm and detection systems;
and putting on protective clothing (by at least one person), if the vessel is so equipped.

The master or person in charge of a vessel must ensure that each crewmember who
has not participated in the required drills, and received the instruction, receives a safety
orientation within 24 hours of reporting for duty. The safety orientation must cover the
particular contingencies listed above. 46 CFR 27.209

Fuel Shutoff Valves for UTV Fuel Systems

To stop the flow of fuel in the event of a break in the fuel line, UTV’s must have a
positive, remote fuel-shut-off valve fitted on any fuel line that supplies fuel directly to an
engine or generator. The valve must be near the source of supply (for instance, at the
day tank, storage tank, or fuel-distribution manifold). Furthermore, it must be operable
from a safe place outside the space where the valve is installed. Each remote valve
control should be marked in clearly legible letters, at least 25 millimeters (1 inch) high,
indicating the purpose of the valve and the way to operate it. See also FAQ on location
of remote fuel shut-off valves in Appendix B. 46 CFR 27.207

Fuel Systems on UTV’s Contracted for on or after 1/18/2000

The vessel must not incorporate or carry portable fuel systems, including portable tanks
and related fuel lines and accessories, except when used for outboard engines or when
permanently attached to portable equipment such as portable bilge pumps or fire
pumps. The design, construction, and stowage of outboard engine portable tanks and
related fuel lines and accessories must comply with ABYC H-25. 46 CFR 147

UTV’s may not use fuel other than bunker C or diesel, except for outboard engines, or
where otherwise accepted by Commandant (CG-5214), the Lifesaving and Fire Safety
Division. An installation that uses bunker C, heavy fuel oil (HFO), or any fuel that
requires pre-heating, must comply with subchapter F of this chapter.

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Each integral fuel tank must have a vent that connects to the highest point of the tank,
discharges on a weather deck through a bend of 180 degrees, and is fitted with a 30-by-
30-mesh corrosion-resistant flame screen. Vents from two or more tanks may combine
in a system that discharges on a weather deck. The net cross-sectional area of the vent
pipe for the tank must be not less than 312.3 square millimeters (0.484 square inches)
for any tank filled by gravity; or not less than that of the fill pipe for any tank filled under
pressure.

With two exceptions, each fuel line must be seamless and made of steel, annealed
copper, nickel-copper, or copper-nickel with a wall thickness of not less than 0.9
millimeters (0.035 inch).

Exception 1: Aluminum piping is acceptable on an aluminum-hull vessel if

it is installed outside the engine room and is at least Schedule 80 in
thickness.

Exception 2: Nonmetallic flexible hose is acceptable if it is used in lengths

of not more than 0.76 meters (30 inches); is visible and easily accessible;
does not penetrate a watertight bulkhead; and is fabricated with an inner
tube and a cover of synthetic rubber or other suitable material reinforced
with wire braid. If the hose is designed for use with compression fittings, it
must be fitted with suitable, corrosion-resistant, compression fittings, or
fittings compliant with SAE J1475. If the hose is designed for use with
clamps, two clamps must be installed at each end of the hose. Clamps
must not rely on spring tension and must be installed beyond the bead or
flare or over the serrations of the mating spud, pipe, or hose fitting. Hose
complying with SAE J1475 and nonmetallic flexible hose complying with
SAE J1942 are also acceptable.

A towing vessel of less than 24 meters (79 ft) in length may comply with any of the
following standards for fuel systems rather than with those above: ABYC H-33, Chapter
5 of NFPA 302, or 33 CFR Subchapter S (Boating Safety). 46 CFR 27.211

Ventilation

All motorboats or motor vessels, the construction or decking over of which is

commenced after April 25, 1940, and which use fuel having a flashpoint of 110 degrees
Fahrenheit or less, shall have at least two ventilator ducts, fitted with cowls or their
equivalent, for the efficient removal of explosive or flammable gases from the bilges of
every engine and fuel tank compartment. 46 CFR 25.40-1

There shall be at least one exhaust duct installed so as to extend from the open
atmosphere to the lower portion of the bilge and at least one intake duct installed so as
to extend to a point at least midway to the bilge or at least below the level of the
carburetor air intake.

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The cowls shall be located and trimmed for maximum effectiveness and in such a
manner so as to prevent displaced fumes from being recirculated.

Backfire Flame Control

Every gasoline engine installed in a motorboat or motor vessel after April 25, 1940,
except outboard motors, shall be equipped with an acceptable means of backfire flame
control. 46 CFR 25.35-1

Installations made before November 19, 1952, need not meet the detailed requirements
of this subpart and may be continued in use as long as they are serviceable and in good
condition. Replacements shall meet the applicable conditions in this section.

Installations consisting of backfire flame arresters bearing basic Approval Nos. 162.015
or 162.041 or engine air and fuel induction systems bearing basic Approval Nos.
162.015 or 162.042 may be continued in use as long as they are serviceable and in
good condition. New installations or replacements must meet applicable requirements of
subpart 58.10 of this chapter.

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Towline & Terminal Gear Equipment
Applicability

UTV’s 12 meters (39.4 ft) or over in length operating in the Navigable Waters of the
United States other than the Saint Lawrence Seaway. 33 CFR 164.01(b)

Towline & Terminal Gear for Towing Astern

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: The size and material of each towline must be appropriate for the
horsepower or bollard pull of the vessel; the static loads and dynamic loads expected
during the intended service; the sea conditions expected during the intended service;
exposure to the marine environment and any chemicals used or carried on board the
vessel; the temperatures of normal stowage and service on board the vessel; for the
likelihood of mechanical damage, and compatible with associated navigational-safety
equipment. 33 CFR 164.74(a)(1)

Each towline as rigged must be free of knots; spliced with a thimble, or have a poured
socket at its end; and 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.
33 CFR 164.74(a)(2)

The condition of each towline must be monitored through the keeping on board the
towing vessel or in company files a record of the towline's initial minimum breaking
strength as determined by the manufacturer, by a classification (“class”) society
authorized in 33 CFR 157.04, or by a tensile test that meets API Specification 9A,
Specification for Wire Rope, Section 3; ASTM D4268 (incorporated by reference, see 33
CFR 164.03), Standard Test Method for Testing Fiber Ropes; or Cordage Institute CIA
3, Standard Test Methods for Fiber Rope Including Standard Terminations.

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 a record of each retest of the towline's minimum
breaking strength as determined by a class society authorized in 33 CFR 157.04 or by a
tensile test that meets API Specification 9A, Section 3; ASTM D 4268 (incorporated by
reference, see 33 CFR 164.03) or Cordage Institute CIA 3,Standard Test Methods.

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).

Evaluating the serviceability of the whole towline or any part of the towline, and

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removing the whole or part from service either as recommended by the manufacturer or
a class society authorized in 33 CFR 157.04 or in accordance with a replacement
schedule developed by the owner, master, or operator that accounts for at least the
nautical miles on, or time in service of, the towline; operating conditions experienced by
the towline; history of loading of the towline; surface condition, including corrosion and
discoloration, of the towline; amount of visible damage to the towline; amount of
material deterioration indicated by measurements of diameter and, if applicable,
measurements of lay extension of the towline; and 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 keeping on board the towing vessel or in
company files 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.
See NVIC 5-92 for additional guidance. 33 CFR 164.74(a)(3)

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: the material and size of the terminal gear are appropriate for the strength and
anticipated loading of the towline and for the environment; each connection is secured
by at least one nut with at least one cotter pin or other means of preventing its failure;
the lead of the towline is appropriate to prevent sharp bends in the towline from fairlead
blocks, chocks, or tackle; there is a mechanical or non-mechanical method that does
not endanger operating personnel but easily releases the towline; and the towline is
protected from abrasion or chafing by chafing gear, lagging, or other means. 33 CFR
164.74(b)

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 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. 33 CFR 164.74(b)(6)

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 are appropriate for the
vessel's horsepower and the arrangement of the tow; are frequently inspected; and
remain serviceable. 33 CFR 164.76

Visual Inspections

The following tests and inspections of gear must occur before the vessel embarks on a
voyage of more than 24 hours or when each new master or operator assumes
command: Visual inspection of tackle; of connections of bridle and towing pendant, if
applicable; of chafing gear; and of the winch brake, if installed. 33 CFR 164.80(a)(5)

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Hazardous Conditions
Federal regulations do not include provisions for termination of UTV operations, and the
preferred course of action is the use of COTP authority under 33 CFR 160.113. COTP
Orders are often issued when a hazardous condition is discovered aboard a vessel.

Hazardous Condition means any condition that may adversely affect the safety of any
vessel, bridge, structure, or shore area or the environmental quality of any port, harbor
or Navigable Water of the United States. It may, but need not, involve collision, allision,
fire, explosion, grounding, leaking, damage, injury or illness of a person on board, or
manning shortage. 33 CFR 160.204

Examples of hazardous conditions that may warrant COTP evaluation are listed below.
This list is not all-inclusive; good judgment is critical. If you observe a hazardous
condition, contact the Sector Command Center for guidance immediately.

x Insufficient or unserviceable lifesaving equipment

x Insufficient communications – radiotelephones or AIS transponders inoperative
x Improper manning – unlicensed Master, insufficient route, second/third licensed
Master/Mate absent (if required); insufficient number of Able Seamen or Ordinary
Seamen required for route and length of voyage (where required)
x Expired/invalid Certificate of Documentation (COD)
x Insufficient of unserviceable fire protection equipment – improper fire
extinguishers, or malfunctioning fire detection/alarm system
x Inadequate/improper navigation lights
x Negligent operations – excessive speed, restricted visibility, restricted
maneuverability
x Intoxicated or impaired operation – Blood Alcohol Content above 0.04%
x Load line certificate expired/invalid/submerged – if required
x Improper material condition – bare, jury-rigged or dead-end electrical wires, open
switch or breaker box covers, missing guards on rotating equipment, excessive
wastage on structural frames/plating, missing hatch/door closures or gaskets,
loss of watertight integrity or leaking
x Fuel system deterioration – leaking pipes/valves, high pressure fuel spray, fuel
suction from open containers
x Steering system deterioration – hydraulic leakage, excessive play in bushings, or
control failure
x Mandatory navigational safety equipment – not reporting failures or malfunctions
of propulsion machinery, steering gear, radar, gyrocompass, echo depth
sounding device (not required for Western Rivers routes), automatic identification
system or navigation lights
x Failure to properly maintain pressure vessels (i.e. air receivers, etc) – gross
deterioration of metal, missing or illegible data plate, missing or inoperable safety
relief valve, and improper welding repairs

65
Appendix A – Form CG-2692, CG-2692A, CG-2692B

These forms can be downloaded from the following weblink:

http://www.uscg.mil/hq/cg5/TVNCOE/Toolbag.asp

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67
68
69
70
71
72
73
74
Appendix B – Frequently Asked Questions (FAQ)
These FAQ’s (with hyperlinks) are also available on the TVNCOE website at
http://www.uscg.mil/hq/cg5/TVNCOE/FAQS.asp .

The information on the TVNCOE website is frequently updated; please check the
website for the most current information.

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Q: Does an inspected towing vessel have to complete an Inspection for
Certification and a UTV examination in order to be issued a UTV decal?

No. An inspected towing vessel does not need to undergo a UTV Exam on top of the
Inspection for Certification to receive the UTV decal. The UTV decal should be issued to
the vessel by virtue of the fact that it is in compliance with a higher standard (46
Subchapter I) than the uninspected regulations (46 CFR Subchapter C). Issuing a UTV
decal to an inspected towing vessel, just like with small passenger vessels, allows
operational units to quickly determine if the vessel is in regulatory compliance especially
if the vessel’s uninspected/inspected status is not readily apparent.

Guidance for issuing a UTV decal to inspected towing vessels:

1. The decal expiration date shall match the expiration of the COI.
2. Because the decal expires with the COI it is not required to be added to the MISLE
certificates.
3. The COI is the authoritative document onboard, not the decal.
4. Posting of the decal shall be in accordance with current guidance. "Decal Placement:
After issuing a decal, inform the operator that the decal must be displayed in clear view
on the starboard superstructure of the pilothouse. (The decal may be displayed in a
window in this location as long as the display does not obstruct the operator's view.)"

Q. What date should I use as the issue date for the Towing Vessel Examination
Decal?

The issue date for the Towing Vessel Examination Decal is the date the decal is issued.
The decal is valid for three (3) years from the issue date. Here are a few scenarios for
clarification:

1. You complete a UTV examination with no disqualifying deficiencies noted and you
issue a decal to the vessel. The decal issue date would be the same as the date of the
examination.
2. You complete a UTV examination and disqualifying deficiencies were noted. The
deficiencies were corrected before you completed the examination; you have
documented the deficiencies as corrected and issued the decal. The decal issue date
would be the same as the date of the examination.
3. You complete a UTV examination and disqualifying deficiencies were noted.
Corrective action cannot be completed before the conclusion of the examination. You
document the discrepancies and do not issue the decal. A few weeks later the company
calls and indicates the discrepancies have been corrected. You complete a discrepancy
follow-up visit (def check), clear the discrepancies and issue the decal. The decal issue
date would be the same as the date of the discrepancy follow-up visit – the day the
decal was issued.
4. Another port completes a UTV examination and disqualifying deficiencies were noted.
Corrective action could not be completed before the conclusion of the examination. The
examination was documented with outstanding discrepancies and a decal was not

76
issued. At the end of the examination the owner/operator indicated they wanted to have
the discrepancies cleared in your port and your OCMI agreed to this arrangement. A
few weeks later the vessel is in your port and the company contacts you and indicates
the discrepancies have been corrected. You complete a discrepancy follow-up visit (def
check), clear the discrepancies and issue the decal. The decal issue date would be the
same as the date of your discrepancy follow-up visit.

Q. If MTSA regulations are applicable to an uninspected towing vessel

(UTV)…how often must the UTV undergo a MTSA verification?

A minimum of once in five years.

Guidance for conducting MTSA verifications can be found in Navigation and Vessel
Inspection Circular (NVIC) No. 04-03. Some confusion regarding the verification cycle
may exist due to conflicting information contained in NVIC 04-03, the USCG
Uninspected Towing Vessel Examination form (UTV Form 001(6/09)) and the USCG
Requirements for Uninspected Towing Vessels guidebook. Section 3.B in enclosure 2 to
NVIC 04-03 states “Uninspected vessels must undergo verification, initially, at least
once every five years, and based on risk at other times….” Paragraph 8.7.3 in enclosure
8 to NVIC 04-03 states “After initial verification, uninspected vessels must be verified at
least twice every five years.” The UTV examination form and the UTV guidebook also
indicate MTSA verifications should be completed twice in five years.

Due to the ambiguous nature of NVIC 04-03 (different timeframes in separate

enclosures), CG-544 and CG-543 decided to require the minimum frequency stated in
NVIC 04-03 – once in five years. Once in five years is a minimum verification cycle. The
COTP may increase the number of MTSA verifications if warranted by operation risks.

Q. What towing vessels are required to have a Bridge to Bridge Certificate?

All towing vessels as defined in 33 CFR 26.03, unless exempted by the Great Lakes
Agreement or Communications Act of 1934 as explained below:

33 CFR 26.09 exempts all towing vessels navigating on those waters governed by
navigation rules for the Great Lakes and their connecting and tributary waters. They
must follow the Great Lakes Agreement.

47 USC 352 (Communications Act of 1934) exempts a ship navigating solely on any
bays, sounds, rivers, or protected waters within the jurisdiction of the United States, or
to a ship leaving or attempting to leave any harbor or port of the United States for a
voyage solely on any bays, sounds, rivers, or protected waters within the jurisdiction of
the United States from having to have a Bridge to Bridge Certificate. This means all
towing vessels operating in the above routes are exempt from the requirements to have
the vessel’s radiotelephone inspected and issued a Bridge to Bridge Certificate.

77
All towing vessels over 26 ft operating on other than the above routes will have their
bridge to bridge radiotelephone stations inspected pursuant to the requirements of Parts
II and III of Title III of the 1934 Communications Act. 47 CFR 80.59 states the FCC will
not normally conduct the required inspections of ships subject to the inspection
requirements of the Communications Act or the Safety Convention. Nothing in this
section prohibits Commission inspectors from inspecting ships. The mandatory
inspection of U. S. vessels must be conducted by an FCC-licensed technician holding
an FCC General Radiotelephone Operator License, GMDSS Radio Maintainer's
License, Second Class Radiotelegraph Operator's Certificate, or First Class
Radiotelegraph Operator's Certificate. 47 CFR 80.1005 states that ships subject to the
Bridge to Bridge Act may, in lieu of an endorsed certificate, certify compliance in the
station log required by section 47 CFR 80.409(f).

47 CFR 80.953 states that each U. S. flag vessel subject to the Great Lakes Agreement
must have an inspection of the required radiotelephone installation at least once every
13 months. An inspection and certification of a ship subject to the Great Lakes
Agreement must be made by a technician holding one of the following: a General
Radiotelephone Operator License, a GMDSS Radio Maintainer’s License, a Second
Class Radiotelegraph Operator’s Certificate, or a First Class Radiotelegraph Operator’s
Certificate. Additionally, the technician must not be the vessel’s owner, operator, master
or an employee of any of them.

Q. Are towing vessels required to maintain a radio log?

Yes, if the vessel is subject to the Vessel Bridge to Bridge Radiotelephone Act or the
Great Lakes Agreement.

33 CFR Part 26 contains the regulations that implement the Vessel Bridge to Bridge
Radiotelephone Act. In accordance with (IAW) 33 CFR 26.03, “Every towing vessel of
26 ft or over in length while navigating…must have a radiotelephone on board capable
of operation from its navigational bridge.” Towing vessels which require a
radiotelephone IAW 33 CFR 26.03 meet the definition of a compulsory ship IAW 47
CFR 80.5 which is, “Any ship which is required to be equipped with radio
telecommunication equipment in order to comply with the radio or radio-navigation
provisions of a treaty or statute to which the vessel is subject.” 47 CFR 80.409(e)
requires ship radiotelephone logs/log entries for vessels that “…are compulsorily
equipped for radiotelephony…”

You can find details regarding applicable radiotelephone log entries in 47 CFR 409(f).
Taking into account the vessel’s route and service, not all of the log requirements will be
applicable to all vessels (i.e. inland towing vessels will not have GMDSS, SARTS, etc.).
47 CFR 409(f)(3) states “Radiotelephony stations subject to the Bridge-to-Bridge Act
must record entries indicated by paragraphs (e) (1), (5), (6), (7), (11) and (12) of this
section.” Those record entries are:

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(1) A summary of all distress and urgency communications affecting the station's own
ship, all distress alerts relayed by the station's own ship, and all distress call
acknowledgements and other communications received from search and rescue
authorities.
(5) A weekly entry that:
(i) The proper functioning of digital selective calling (DSC) equipment has been
verified by actual
communications or a test call;
(ii) The portable survival craft radio gear and radar transponders have been tested;
and
(iii) The EPIRBs have been inspected.
(6) An entry at least once every thirty days that the batteries or other reserve power
sources have been checked and are functioning properly.
(7) The time of any inadvertent transmissions of distress, urgency and safety signals
including the time and method of cancellation.
(11) Results of inspections and tests of compulsorily fitted lifeboat radio equipment;
(12) A daily statement about the condition of the required radiotelephone equipment, as
determined by either normal communication or test communication;

47 CFR 80.409(f)(2) states, " Radiotelephony stations subject to the Great Lakes
Agreement and the Bridge-to-Bridge Act must record entries indicated by paragraphs
(e) (1), (5), (6), (7), (8), (9), (11) and (12) of this section." IAW 47 CFR 80.409(f)(2),
vessels subject to the Great Lakes Agreement must make two additional record entries:

8) At the beginning of each watch, the Officer of the Navigational Watch, or GMDSS
Operator on watch, if one is provided, shall ensure that the navigation receiver is
functioning properly and is interconnected to all GMDSS alerting devices which do not
have integral navigation receivers, including: VHF DSC, MF DSC, satellite EPIRB and
HF DSC or INMARSAT SES. On a ship without integral or directly connected navigation
receiver input to GMDSS equipment, the Officer of the Navigational Watch, or GMDSS
Operator on watch, shall update the embedded position in each equipment. An
appropriate log entry of these actions shall be made.
(9) A GMDSS radio log entry shall be made whenever GMDSS equipment is exchanged
or replaced (ensuring that ship MMSI identifiers are properly updated in the replacement
equipment), when major repairs to GMDSS equipment are accomplished, and when
annual GMDSS inspections are conducted.

If the radio station is required to be inspected additional log entries are required per 47
CFR 80.409(f)(1) or 80.490(f)(2) as applicable.

IAW 47 CFR 409(a)(1), the log “…must be kept in an orderly manner.” and “…may be
kept electronically or in writing."

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Q. Will the Coast Guard verify compliance with Vessel General Permit (VGP)
requirements during Industry Initiated Exams on Uninspected Towing Vessels
(UTV)?

Not at this time. Although, a Memorandum of Understanding (MOU) between the

Environmental Protection Agency (EPA) and the USCG allows the USCG to evaluate
vessel compliance with EPA’s VGP requirements and also to share observations with
the EPA, the thrust of this policy is verification of VGP matters for inspected vessels.
Therefore, while UTV’s must comply with applicable VGP items, the USCG will not
evaluate compliance with VGP requirements during routine exams (e.g., Industry
Initiated Exams). It is important that the vessel owners/operators understand the
applicable requirements and also that the USCG will likely engage in verification
activities with UTV’s at some future date. Further information can be found on the EPA’s
webpage and from the USCG’s policy letter CG-543 11-01.

Q. What are the pumping, piping and discharge requirements for ocean or non-
ocean going vessels, and what if the owner/operator feel requirements cannot be
satisfied?

33 CFR 155.420 requires that oceangoing ships between 100 gross tons and 400
gross tons (fitted with main or auxiliary machinery spaces) have at least one pump
installed to discharge oily mixtures through a fixed piping system to a reception facility.
The same requirement applies to non-oceangoing ships of 100 gross tons or more (a
pump with fixed piping). In this case, oceangoing means operated at any time seaward
of the outermost boundary of the territorial sea of the U.S. (see 33 CFR 151.05 & 33
CFR 2.22)

An oceangoing ship (between 100 gross tons and 400 gross tons) that has approved
oily-water separating equipment does not need the pump or piping; this also applies to
the non-oceangoing ship (of 100 gross tons or more) that has oily-water separating
equipment onboard.

The above regulation requires that the defined vessel(s) be equipped with fixed piping
and one pump installed to discharge oily mixtures to a reception facility. Utilization of the
system is not required. Therefore, the company is permitted to use an alternative means
to remove oily mixtures from the vessel(s).

EXEMPTION: As provided for by 33 CFR 155.130, companies can submit in writing an

exemption request to Commandant, via a local Captain of the Port or Officer in Charge,
Marine Inspection, regarding the pump/piping requirement. In accordance with 33 CFR
130 (a)(2)(i-iii) The exemption must meet one of the following conditions: Compliance
with a specific requirement is economically or physically impractical; no alternative
procedures, methods, or equipment standards exist that would provide an equivalent
level of protection from pollution; and the likelihood of discharge occurring as a result of
the exemption is minimal.

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EXTENSION: As provided for by CG-543 Policy Letter 10-02 (see Appendix C),
companies can request an extension to obtain additional time to comply with the
pump/piping requirement.

Q: Is the B-III semi-portable fire extinguishing system listed in 46 CFR 25.30-

20(2)(ii) required on an uninspected towing vessel?

The B-III is not required per 47 CFR 27.303(a) and 46 CFR 27.305(a).

46 CFR Part 27 contains the regulations for provisions of fire protection and fire
suppression equipment on towing vessels.

46 CFR 27.303 states that towing vessels in inland service and towing vessels in ocean
or coastal service whose construction was contracted for before August 27, 2003 must
carry both the minimum number of hand portable fire extinguishers required by subpart
25.30 of this part and, by April 29, 2005, either an approved B-V semi-portable fire
extinguishing system to protect the engine room or a fixed fire extinguishing system
installed to protect the engine room of the vessel.

46 CFR 27.305 states that towing vessels in ocean or coastal service whose
construction was contracted for on or after August 27, 2003 must carry the minimum
number of hand portable fire extinguishers required by subpart 25.30 of this part, an
approved B-V semi-portable fire extinguishing system to protect the engine room, and a
fixed fire-extinguishing system to protect the engine room. This section does not apply
to any towing vessel pushing a barge ahead, or hauling a barge alongside, when the
barge’s coastwise or Great Lakes route is restricted (as indicated on the certificate of
inspection), so that the barge may operate “in fair weather only, within 12 miles of
shore,” or with words of that effect.

As stated above 46 CFR 27.303(a) and 46 CFR 27.305(a)(1) refer to subpart 25.30 for
the minimum number of hand portable fire extinguishers required, but do not refer to
subpart 25.30 for a B-III semi-portable fire extinguishing system. 46 CFR 25.30-10(c)
states that sizes I and II are hand-portable fire extinguishers. 46 CFR 25.30-10(c) states
sizes III, IV, and V are semi-portable fire extinguishers.

On June 18, 2004 the final rule was published adding 46 CFR 27.303 and 46 CFR
27.305 to 46 CFR Part 27 Towing Vessel regulations. Prior to this the B-III fire
extinguishing system was required.

Q: What do I do if during an UTV examination I find out the fire suppression

company used liquid level indicators rather than weighing the CO2 cylinders
while conducting the annual servicing of the vessel’s fixed CO2 system?

National Fire Protection Association (NFPA) standard 12 /4.8.4.1 states all high
pressure cylinders shall be weighed. The Coast Guard and NFPA require CO2 cylinders
to be weighed to verify the cylinder contains the proper amount of CO2. Using liquid

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level indicators is not an acceptable alternative to weighing CO2 cylinders. If you come
across this situation, explain to the towing vessel representative that the Coast Guard
does not recognize the use of liquid level indicators and request they have the fire
suppression company weigh the CO2 cylinders at the next annual servicing.

Note: There was a Navigation and Vessel Inspection Circular (NVIC) No. 8-73
(Alternate means of determining the weight of CO2 in fire extinguishing systems) that
did allow the use of liquid level indicators in lieu of weighing the CO2 cylinders however,
the NVIC has been cancelled.

Q: Can Halon 1301 be used as a firefighting suppression agent on an uninspected

towing vessel?

46 CFR 27.100 defines fixed fire-extinguishing systems as:

1. A carbon-dioxide system that satisfies 46 CFR subpart 76.15 and is approved by

the Commandant;
2. A manually-operated clean-agent system that satisfies the National Fire
Protection Association (NFPA) Standard 2001 (incorporated by reference in Sec.
27.102) and is approved by the Commandant; or
3. A manually-operated water-mist system that satisfies NFPA Standard 750
(incorporated by reference in Sec. 27.102) and is approved by the Commandant.

While some "clean agents" are listed in the National Fire Protection Association (NFPA)
Standard 2001 (incorporated by reference in Sec. 27.102) Halon 1301 is not.

The Lifesaving and Fire Safety Division's (CG-5214) website indicates that the
production of Halon 1301 fire fighting agent was terminated effective January 1, 1994,
and the installation of new Halon systems on SOLAS ships is prohibited. However,
existing systems may be retained if in good and serviceable condition. The best
reference to use for a Halon 1301 systems is NVIC 06-72 Change 1.

National Fire Protection Association (NFPA) 12A (Standard on Halon 1301 Fire
Extinguishing Systems) should be used as guidance to assist with conducting
inspections and maintenance on existing fixed Halon fire extinguishing systems.

Q. What do I do if I find a Hillersafe fire detection system during a UTV

examination?

The Coast Guard is aware that Hillersafe fire detection systems are installed on UTVs
and the systems are not currently approved IAW 46 CFR 27.203(a). Hiller Systems Inc.
is currently going through the testing/approval process for the Hillersafe system. Do not
issue a requirement to remove the system.

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During the course of the UTV examination, ensure the system is operating properly IAW
the manufacturer’s specifications. Once you are satisfied with the systems functionality
enter an inspection note in MISLE per CG-5431 Marine Inspection Notice 01-10.

CG-5431 Marine Inspection Notice 01-10 indicates a towing vessel decal should not be
issued if the vessel has a Hillersafe system. After reconsideration CG-5431 has decided
towing vessels with installed Hillersafe fire detection systems may be issued a decal as
long as other disqualifying conditions do not exist aboard the vessel.

Q. What fire detection systems can be considered “Excess Equipment” under

Policy Letter 10-06?

The engine room fire detection system is required by 46 CFR 27.203 and therefore is
not considered excess equipment under Policy Letter 10-06. However, if a vessel has
additional fire detection systems in other spaces of the vessel, they may be considered
“Excess Equipment” if they meet the requirements contained in paragraph 5-c of the
Policy Letter.

In accordance with CG-543 Policy Letter 10-06 (5-c), existing fire detection systems and
equipment that are carried and designated by the operator as “excess” are exempt from
46 CFR 27.203 (c) through (g) provided it (the equipment) is listed by an independent
testing laboratory and is designed, installed, tested, and maintained in accordance with
the equipment manufacturer’s recommendations and relevant NFPA standard(s).

As an example, a vessel that is fitted with the required engine room fire detection
system might also have a galley fire detection system. In this case, the galley system
may be considered excess if it does not meet the requirements of 46 CFR 27.203 but
does fall within the guidelines set forth in CG-543 Policy Letter 10-06.

Q: What are the requirements for the location of the remote fuel shut-off valves?

The fuel shut off valves should be located near the source of the fuel supply. This
means near the storage tank, day tank or fuel distributions manifold.

46 CFR 27.207 states that to stop the flow of fuel in the event of a break in the fuel line,
you must have a positive, remote fuel-shut-off valve fitted on any fuel line that supplies
fuel directly to an engine or generator. The valve must be near the source of supply (for
instance, at the day tank, storage tank, or fuel-distribution manifold). Furthermore, it
must be operable from a safe place outside the space where the valve is installed. Each
remote valve control should be marked in clearly legible letters, at least 25 millimeters
(1 inch) high, indicating the purpose of the valve and the way to operate it.

This requirement, derived from the final rule, states that any fuel line subject to internal
head pressure from the fuel tank must be provided with a remotely operable fuel shut-
off valve. The intent is to require a means to stop the main supply of fuel to the engine
room during a fire. Coast Guard data shows that failure of fuel lines and flexible hoses

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are among the leading causes of fires in engine rooms on towing vessels. Fuel leaking
and spraying from gravity tanks significantly increases the magnitude of these fires and
makes these fires almost impossible to extinguish without outside assistance.

Only a fuel line directly supplying an engine (or generator) needs a remotely operable
positive shut-off valve.

The shut-off valves should be installed as follows:

1. If you have a day tank supplying fuel, install the shut-off valve at the day tank;
2. If you have a fuel-distribution manifold only (no day tank), install the shut-off
valve in the single fuel supply line after (downstream of) the manifold; or
3. If you have a fuel tank directly supplying an engine or a generator, without the
use of a day tank, a storage tank, or a fuel-distribution manifold, install the shut-
off valve at the fuel tank.

Fuel shut-off valves have been found located at the end of the fuel piping before the fuel
hose which is connected to the engine. Sometimes these fuel shut off valves are over
30 ft away from the fuel tank. The vessel owner/operators are calling these valves
engine shutdowns. The location of these engine shutdown valves does not meet the
intent of 46 CFR 27.207. The vessel owner/operator may continue to use the engine
shutdown valves but they must also install fuel shut-off valves at the proper locations.

During the towing vessel examination the Coast Guard examiner should verify the
proper location of the fuel shut-off valves and witness the vessel’s representative
conducting an operational test from the remote location to verify the fuel shut-off valves
close properly. A number of towing vessels have the fuel shut-off valves located in the
vessel’s fuel tanks. During construction of towing vessels some shipyards installed
these fuel shut-off valves in the fuel tanks and installed a reach rod to open and close
the valve from the main deck. The examiner should have the vessel’s representative
close and open the fuel shut-off valve using the reach rod to verify that the valve is
functioning properly.

The regulations do not specify an allowable distance between the shutoff valve and the
storage tank, day tank or fuel distribution manifold. On some towing vessels, this
distance should be minimized to reduce the chances of fire damage to attached piping.
If it is necessary to locate the valve away from the storage tank, day tank or fuel
distribution manifold, then the owner/operator will have to demonstrate that an
equivalent level of protection can be provided. 46 CFR 24.15-1 gives the Commandant
the authority to accept in substitution an alternative arrangement and grant an
equivalency.

An example of an equivalent protection would be to install extra-heavy schedule 80

piping with all welded connections between the shutoff valve and the fuel tank. If the
towing vessel owner/operator wants to request for an equivalency they should submit

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their request through their local Coast Guard office. Some towing vessel
owners/operators have requested equivalency for their fuel valve locations and have
been granted approvals. Equivalency approvals can be granted for specific vessels or a
company’s fleet of vessels. An approved equivalency cannot be utilized by other
companies. Each towing vessel company must obtain their own equivalency approvals
as outlined in 46 CFR 24.15.

Q. What is the policy for CO2 or Dry Chemical portable or semi-portable fire
extinguishers found onboard towing vessels that have no markings or proof they
meet UL or Coast Guard standards?

If the vessel representative wants to keep the extinguisher(s) in service onboard the
vessel, he/she will have to prove it is UL or CG approved. If the vessel representative is
unable to provide proof the extinguisher(s) is an approved type, it will need to be
replaced with an approved extinguisher(s).

46 CFR 25.30-5(b) requires all hand portable and semiportable fire extinguishers on
board UTVs to be an approved type (i.e. Coast Guard approved). Navigation and
Vessel Inspection Circular (NVIC) No. 13-86 provides guidance for accepting certain UL
listed extinguishers as meeting the carriage requirements for approved extinguishers for
commercial vessels. Design specifications for portable fire extinguishers can be found in
46 CFR 162.028. Design specifications for semiportable fire extinguishers can be found
in 46 CFR 162.039.

For vessels contracted for prior to November 19, 1952 see 46 CFR 25.30-90 for
possible acceptance of existing equipment that have no markings or proof they meet UL
or Coast Guard standards.

Q. Where can I find information on maintenance and inspections required for

portable fire extinguishers?

National Fire Protection Association (NFPA) 10 Standard for Portable Fire

Extinguishers. You may obtain a copy of NFPA 10 through their website at
www.nfpa.org.

IAW 46 CFR 27.100(d), the owner of a towing vessel is required to”…test and maintain
all the equipment required by this part in accordance with the attached nameplate or
manufacturer’s approved design manual.” All USCG/UL approved portable fire
extinguishers will have a statement on the label indicating the extinguisher is to be
inspected and maintained IAW NFPA 10. NFPA 10 chapter 7 is guidance for inspection,
maintenance, and recharging of portable fire extinguishers. NFPA 10 chapter 8 is
guidance for hydrostatic testing of portable fire extinguishers.

Q. How long can deficiencies (discrepancies) issued during an industry initiated

examination remain open before a new UTV examination will be required?

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As a general rule, a maximum of ninety (90) days can be allowed at the local level
before the UTV examination will have to be completely redone. Typically, the time given
to correct deficiencies issued during an UTV examination should be a much shorter
timeframe (i.e. 30 days or less). The 90 day time limit at the local level is to allow the
COTP the ability to work with the owner/operator if extenuating issues exist (i.e. a part
needs to be ordered/delivered).

Q: What does the term “replacement in kind” mean and what is the significance
of the term?

Components (parts) of a vessel’s system wear out and/or become outdated over time
necessitating replacement. When replacing a component in a Coast Guard type
approved or certified system on a vessel it should be a “replacement in kind” which
means it meets the specifications and functionality of the original component and the
installation does not require modifications to other system components. If replacement
in kind components are not used then the type approval and/or the system certification
may become invalid.

For example, fire detection systems on UTVs should be both type approved and
certified as complying with the requirements in 46 CFR 27.203 by a Registered
Professional Engineer or a recognized classification society. If the fire control panel for
the system needed to be replaced and the approval number for the replacement panel
matched the original panel, you can consider it to be a replacement in kind. If the
system is a laboratory listed system, as permitted in the regulations, and the panel is
made by the same manufacturer, the manufacturer states that new panel is designed to
be a drop-in replacement for the old panel, and there are no changes in wiring to and/or
from the panel, then you can consider it a replacement in kind. A letter from the
manufacturer, not a vendor, would be good objective evidence that the new panel was a
replacement in kind. This could also be addressed in the manufacturer's design manual
for the system or updated parts listing. If there are any changes to the system design
(i.e. power demands, wiring, etc.) or compatibility issues with other components (i.e.
detectors), then it should not be considered a replacement in kind and verification of
type approval and recertification by a Registered Professional Engineer or a recognized
classification society should be required.

Appendix C – CG Policy Letters

Due to space limitations, only the first page of each policy letter is included in the
following pages. For the complete listing, please go to the TVNCOE website at
http://www.uscg.mil/hq/cg5/TVNCOE/PolicyLetters.asp.

CG-543 Policy Letter 11-04, dated April 13, 2011

Compliance Verification of Alternative Security Programs for MTSA Regulated Vessels
and Facilities

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CG-543 Policy Letter 11-02, dated February 28, 2011
Guidelines for Acceptance of Perko Navigational Light Fixtures on Uninspected
Commercial Vessels

CG-543 Policy Letter 11-01, dated February 11, 2011

Guidelines for Coast Guard Evaluations of Compliance with the U.S. Environmental
Protection Agency’s (EPA) Vessel General Permit (VGP) for Discharges Incidental to
the normal Operations of Vessels

CG-543 Policy Letter 10-06, dated December 28, 2010

Carriage of Lifesaving and Firefighting Equipment on Board Uninspected Towing
Vessels in Excess of Subchapter C Requirements

CG-543 Policy Letter 10-05, dated November 26, 2010

Electronic Navigation Publications Onboard U.S. Vessels

CG-543 Policy Letter 10-02, dated March 11, 2010

Existing Systems and Equipment on Uninspected Towing Vessels

CG-543 Policy Letter 09-01, dated February 4, 2009

Guidelines for Ensuring Compliance with Annex VI to the International Convention for
the Prevention of Pollution from Ships (MARPOL) 73/78; Prevention of Air Pollution
from Ships

D8(dp) Policy Letter 02-2006, dated June 26, 2006

Exemption for Towing Vessels on Inland Waters from Carrying Echo Depth-Sounding
Devices

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Appendix D – Appeals, Exemptions and Equivalency Process Guide
There are certain times during an examination, inspection or boarding (or other times
such as plan review, 3rd party audits, and self-discovery) of a commercial vessel when
there will be a point of non-agreement between the owner/operator and the Coast
Guard Examiner, Marine Inspector, or Boarding Officer as to the applicability, intent, or
application of certain regulations to a certain vessel. When this occurs, there are
several avenues available to the vessel owner/operator that can be used to bring the
issue to an equitable resolution. In other words, there are several prescribed processes
(appeals, exemptions, equivalencies) included in the regulations that are designed to
bring additional levels and granularity of review to bear on the issue to make sure that a
correct determination is made. This helps to ensure that the best, most reasonable and
most valid determination is decided upon prior to a vessel owner/operator having to
invest resources such as time and money to resolve a vessel issue or deficiency.

This process guide is provided to assist Coast Guard members and industry
representatives in navigating through the process of submitting alternatives to meeting
prescribed standards as allowed by the Code of Federal Regulations.

This guide is available on the TVNCOE website at

http://www.uscg.mil/hq/cg5/TVNCOE/ExemptionsAppealsEquivalencies.asp

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Appendix E – Towing Vessel National Center of Expertise (TVNCOE)
Who We Are

The TVNCOE was formally established on May 22, 2010 in Paducah, KY as a means to
improve and enhance CG’s technical expertise on the subject matter of commercial
towing vessels. The staff is made up of 4 civilian subject matter experts and 3 active
duty members. Paducah was chosen as the home of TVNCOE because it is the hub of
inland water towing vessel industry, which is roughly 75% of the total towing vessels
nationwide.

What We Do

The TVNCOE serves as the repository of towing vessel information, develops and
deploy courses specific to towing vessel exams and inspections, assist field units with
examinations/inspections and investigation of towing vessel cases (of novel or high
profile nature), and provides guidance to field units and industry with respect to
regulations, policies, and technical knowledge. The staff participates in various industry
functions such as TSAC meetings, AWO meetings, tradeshow conferences, CG-
industry workgroups, and CG industry days. The TVNCOE plays a key role in ensuring
consistency of the implementation of the Towing Vessel Bridging Program thru
development and instruction of UTV Examiner courses and being an active participant
in the development of policies and resolution of issues.

How We Can Help You

The 4 civilian staff members have been given geographical assignments to serve as
customer service representatives to both CG and industry members. They are available
Monday thru Friday during business hours to answer any question or guide thru any
process. The TVNCOE is also maintains the highly comprehensive CG website for
towing vessels. The information on the website is frequently updated and contains all
the information you need for towing vessels: course information, policies, guidance,
safety alerts, regulations, FAQ’s, exam checklist and guidebook, outreach materials,
and contact information.

Website: http://www.uscg.mil/tvncoe
Main Phone: 270-444-7715
Customer Service Representatives:
Ext. 206 West Coast
Ext. 204 Western Rivers & Great Lakes
Ext. 205 East Coast
Ext. 203 Gulf Coast

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