[Federal Register Volume 59, Number 33 (Thursday, February 17, 1994)] [Unknown Section] [Page 0] From the Federal Register Online via the Government Publishing Office [www.gpo.gov] [FR Doc No: 94-3519] [[Page Unknown]] [Federal Register: February 17, 1994] _______________________________________________________________________ Part VI Department of Transportation _______________________________________________________________________ Coast Guard _______________________________________________________________________ 46 CFR Part 25 Emergency Position Indicating Radio Beacons and Visual Distress Signals for Uninspected Vessels; Proposed Rule DEPARTMENT OF TRANSPORTATION Coast Guard 46 CFR Part 25 [CGD 87-016b] RIN 2115-AC69 Emergency Position Indicating Radio Beacons and Visual Distress Signals for Uninspected Vessels AGENCY: Coast Guard, DOT. ACTION: Supplemental notice of proposed rulemaking. ----------------------------------------------------------------------- SUMMARY: The Coast Guard proposes to amend the uninspected vessel regulations by requiring an emergency position indicating radio beacon (EPIRB) on certain uninspected passenger vessels and uninspected vessels engaged as vessel assistance towing vessels. The proposed EPIRB requirement would apply to these vessels operating more than 3 nautical miles from the coastline or more than 4.8 Km (3 statute miles) from the coastline of the Great Lakes. However, under specific circumstances, these vessels would be exempt from this proposed EPIRB requirement. The Coast Guard also proposes requiring visual distress signals on all uninspected vessels, not presently required to carry them, when operating in coastal waters. The ``EPIRB's on Uninspected Vessels Requirements Act'' amended the shipping laws of the United States by requiring uninspected commercial vessels to carry alerting and locating devices, including EPIRBs, as prescribed by regulations. By implementing this law, the regulations will provide improved search and rescue assistance during emergency situations, thereby reducing the potential for the loss of life and property. DATES: Comments must be received on or before June 17, 1994. ADDRESSES: Comments may be mailed to the Executive Secretary, Marine Safety Council (G-LRA-2/3406) (CGD 87-016b), U.S. Coast Guard Headquarters, 2100 Second St. SW, Washington, DC 20593-0001, or may be delivered to Room 3406 at the above address between 8 a.m. and 3 p.m., Monday through Friday, except Federal holidays. The telephone number is (202) 267-1477. The Executive Secretary maintains the public docket for this rulemaking. Comments will become part of this docket and will be available for inspection or copying at Room 3406, U.S. Coast Guard Headquarters. FOR FURTHER INFORMATION CONTACT: ENS. Stephen H. Ober, Survival Systems Branch, (202) 267-1444. Normal office hours are from 8 a.m. to 4 p.m. Monday through Friday, except federal holidays. SUPPLEMENTARY INFORMATION: Request for Comments The Coast Guard encourages interested persons to participate in this rulemaking by submitting written data, views, or arguments to the Coast Guard. Persons submitting comments should include their name and address, identify the rulemaking (CGD 87-016b) and the specific section of this proposal to which each comment applies, and give a reason for each comment. Persons requesting acknowledgement of receipt of their comments should enclose a stamped, self-addressed postcard or envelope. The Coast Guard will consider all comments received during the comment period. It may change this proposal in view of the comments. The Coast Guard plans no pubic hearing.Persons may request a public hearing by writing to the Marine Safety Council at the address under ADDRESSES. If it determines that the opportunity for oral presentations will aid this rulemaking, the Coast Guard will hold a pubic hearing at a time and place announced by a later notice in the Federal Register. Drafting Information The principal persons involved in drafting these regulations are Mr. Robert L. Markle and ENS. Stephen H. Ober, Office of Marine Safety, Security and Environmental Protection, and Mr. Nicholas E. Grasselli, Project Counsel, Office of Chief Counsel. Regulatory History On April 19, 1990, the Coast Guard published a notice of proposed rulemaking (NPRM) entitled ``Emergency Position Indicating Radio Beacons for Uninspected Vessels; (CGD 87-016a) in the Federal Register (55 FR 14922). The Coast Guard received 125 letters commenting on the NPRM. A public hearing was not requested and one was not held. On March 10, 1993, the Coast Guard published a final rule requiring EPIRBs on certain uninspected vessels, excluding uninspected passenger vessels and vessel assistance towing vessels (58 FR 13364). The preamble of that final rule sated that an additional supplemental notice of proposed rulemaking (SNPRM) would propose new EPIRB regulations and visual distress signal requirements for uninspected vessels not presently required to carry them. Uninspected passenger vessels are those vessels carrying 6 or less passengers for hire and are commonly known as ``charterboats.'' Background and Purpose Public Law 100-540, known as the ``EPIRB's On Uninspected Vessels Requirements Act'' (102 Stat. 2719, October 28, 1988), amended 46 U.S.C. 4102 by requiring uninspected commercial vessels operating on the high seas and on the Great Lakes 4.8 Km (3 statute miles) from the coastline and beyond to carry alerting and locating equipment, including EPIRBs, as prescribed by regulation. Consistent with this law, this SNPRM proposes EPIRB requirements for uninspected passenger vessels and vessel assistance towing vessels, and proposes the carriage of visual distress signals for certain uninspected vessels not currently required to carry them. In response to the comments received to the NPRM of April 19, 1990 suggesting that EPIRBs were not needed on uninspected passenger vessels and vessel assistance towing vessels, the Coast Guard conducted a detailed study of the available casualty record for uninspected passenger vessels. A copy of this study entitled ``Uninspected Passenger Vessel Casualties'' is available for review and copying in the docket at the location identified in the ADDRESSES section near the beginning of this notice. Discussion of Comments In response to the NPRM of April 19, 1990, the Coast Guard received comments from charterboat operators, interested parties from the Great Lakes, various charterboat associations on the Great Lakes, New England charterboat captains, New England Charterboat associations, and charterboat captains in Florida. Additional comments were received from a publication serving the charterboat industry, and an association representing charterboat operators. The Coast Guard also received comments from the Radio Technical Commission for Maritime Services (RTCM), the National Transportation Safety Board (NTSB), a maritime hull and cargo surveyors corporation, and from interested parties that did not identify their affiliation. Some comments supported the rule as written, expressing the view that safety of charterboat operations and their passengers would be greatly increased and would reduce search and rescue costs. Other comments from charterboat interests expressed opposition to the proposed rule. The primary objections to the proposed requirement were: (1) The price of the EPIR and the ability of the EPIRB to operate in the marine environment; (2) the actual need for the EPIRB; and (3) the type of EPIRB. (1) The price of the EPIRB and the ability of the EPIRB to operate in the marine environment: The cost of the 406 MHz Satellite EPIRB has been dropping steadily since its introduction. The current advertised price of Satellite EPIRBs averages around $1350. This is one-half the estimated cost used in the NPRM dated April 19, 1990, and confirms the prediction stated in the NPRM that prices would fall. The Coast Guard expects that the cost of the EPIRBs will continue to fall as a result of the combination of bulk purchase orders through associations and marketplace response to keener competition. The Coast Guard recognizes that exposure to the marine environment can be extremely detrimental, especially to electronic equipment. With this in mind, the Radio Technical Commission for Maritime Services (RTCM) developed a standard for the manufacture of the 406 MHz Satellite EPIRB. This standard incorporates rigorous environmental tests that include long term exposure to salt, fog, and extreme vibrations. These tests were developed to ensure that the 406 MHz Satellite EPIRB will provide successful service throughout its expected life. The Federal Communications Center requires U.S. type accepted 406 MHz satellite EPIRBs to meet the RTCM standards. (2) The actual need for an EPIRB: In response to the comments that EPIRBs were not needed on uninspected passenger vessels and vessel assistance towing vessels, the Coast Guard conducted a detailed study of the available casualty record for uninspected passenger vessels. A copy of this study entitled ``Uninspected Passenger Vessel Casualties'' is available for review and copying in the docket at the location identified in the ADDRESSES section near the beginning of this notice. The casualty study revealed that although there are a significant number of accidents involving charterboats with deaths resulting, only a few lives would have been saved if these vessels were required to carry EPIRBs. This is because help usually came in one of two ways. One source of assistance has come from other nearby vessels which saw that a vessel was in distress. The other frequent means of obtaining assistance came from the use of a radio, used either to summon the Coast Guard or a nearby vessel. The Coast Guard disagrees that EPIRBs are not needed on uninspected passenger vessels and vessel assistance towing vessels. However, as a result of the study, the Coast Guard believes that the uninspected passenger vessels in need of EPIRBs are primarily those that operate: (1) At night; (2) out of sight of other vessels; or (3) out of radio range to call for assistance. (3) The type of EPIRB: The comments to the NPRM suggested allowing the carriage of a Category 2, 406 MHz Satellite EPIRB for a boat manufactured under the level flotation requirements of 33 CFR Part 183. The comment expressed an opinion that the construction of a vessel with level flotation defeats the design operation of the Category 1 EPIRB. The Coast Guard is proposing to adopt the recommendation made in these comments. The Category 1, 406 MHz Satellite EPIRB is a fully automatic, float-free device. It is mounted on the outside of a vessel in a manner so that if a vessel sinks quickly, or unexpectedly, the device will float free, activate, and alert authorities of the distress. The Category 2 406 MHz Satellite EPIRB is manually operated, manually launched, and depends upon a person on the vessel to launch the device. ' The Coast Guard requirement for level flotation construction in 33 CFR Part 183 applies only to recreational vessels 6.06 meters (20 ft) in length and under. When a vessel of greater than 6.06 meters (20 ft) in length is manufactured with enough flotation material to keep the boat afloat, this must be substantiated by a certification by the manufacturer that the construction of the vessel includes inherently buoyant material which will prevent the vessel from sinking. Discussion of Proposed Amendments Due to information obtained from the casualty study and comments received from the NPRM, the Coast Guard reconsidered the EPIRB proposals for uninspected passenger vessels and vessel assistance towing vessels. The uninspected passenger vessels that are affected by this proposed rule are mostly charterboats. These boats typically make day fishing trips with six or fewer paying passengers on board. The statutory language requires manned uninspected vessels to carry an EPIRB. The legislative history clearly indicates that Congress intended the EPIRB requirement to apply to manned uninspected vessels including tug boats, towing vessels, offshore supply vessels, oceanographic research vessels, and passenger vessels carrying 6 or less passengers. Consistent with the legislative history, the Coast Guard believes that applying the EPIRB requirement to manned barges is unnecessary since these vessels can not operate without the assistance of another vessel required to carry an EPIRB. Therefore, the Coast Guard proposes that this rule apply to self-propelled uninspected vessels. The proposed rules would make 406 MHz satellite EPIRBs generally required on uninspected passenger vessels and vessel assistance towing vessels operating more than 3 nautical miles from the coastline or more than 4.8 km (3 statute miles) from the coastline of the Great Lakes, subject to the exceptions discussed below. These are the same areas in which EPIRBs are required on other uninspected commercial vessels. However, the Coast Guard believes that virtually all uninspected passenger vessels operating on these waters are charterboats, and that the proposed exemption conditions would probably exempt most charterboats from the EPIRB requirement. An uninspected vessel and vessel assistance towing vessel would be exempt from the rule between one hour before sunrise and one hour before sunset if the vessel: (1) Operates between 3 and 20 miles from shore and is equipped with an operable VHF radio capable of transmitting and receiving on channels 6, 13, 16, and 22A and operates within the VHF radio range of at least 1 VHF coast station (same as sea area A1 as defined in 47 CFR 80.1069) or (2) When operating more than 20 miles from shore the vessel must be ``in company'' with at least one other vessel at all times and the vessels are equipped with an operable VHF radio capable of transmitting and receiving on channels 6, 13, 16, and 22A. The Coast Guard's proposal for a one hour before sunrise to one hour before sunset exemption criterion is intended to incorporate, in principle, the recommendation from the charterboat operators to exempt vessels on voyages of less than 12 hours duration. The proposed rule would allow day trips to get underway before sunrise. If trouble developed early in a trip, search and rescue operations would still be able to take place in daylight. The proposed rule would also require boats without EPIRBs to be within 3 nautical miles of shore (4.8 Km/3 statute miles on the Great Lakes) at least one hour before sunset. The Coast Guard is proposing to define the term ``in company'' to mean 2 or more vessels operating together in the same area, remaining within visual and VHF radio contact, by predetermined agreement prior to getting underway, for the purpose of ensuring mutual safety. The condition to have a VHF radio and operate within range of a coast station recognizes the importance radio plays in summoning assistance from the Coast Guard or other vessels. The specified channels are those most likely to be needed in a search and rescue operation. However, in an accident involving a sudden capsizing or sinking, or one that quickly results in a loss of power, an operator who chooses to comply with the regulation by carrying a VHF radio may still be unable to summon help if out of sight of other vessels. One way of dealing with a possible rapid loss of a vessel's power is to require an emergency battery that is not part of the vessel's main power system. The Coast Guard is specifically interested in receiving comments addressing a requirement that to be eligible for the EPIRB exemption, uninspected passenger vessels be required to have a VHF radio that can be operated using an emergency battery that is not part of the vessel's main power system. Comments are invited on the practicality of such an arrangement and whether this should be an additional condition of the final rule. If the battery-powered operation is considered feasible, should a minimum operating period be specified? Additionally, the Coast Guard is considering requiring uninspected vessels and vessel assistance towing vessels that operate beyond 20 nautical miles from shore to have a 406 MHz satellite EPIRB. The Coast Guard specifically requests comments on the practicality of such an arrangement and whether this should be an additional condition of the final rule. This notice also proposes requiring all uninspected commercial vessels to carry the same visual distress signals now required to be carried on commercial fishing vessels in 46 CFR 28.145. For vessels operating in coastal waters within 3 miles of the coastline, the requirements would be the same as the visual distress signals now required on recreational boats in 33 CFR part 175 subchapter C. Vessels operating beyond 3 miles from the coastline would be required to have brighter and longer-burning flares. The casualty study shows that being seen by another vessel is a primary way in which assistance is obtained. Flares and other visual distress signals are recognized by mariners as signals indicating that assistance is required, so they play an important role where rescue depends on visual detection. The Coast Guard believes that most uninspected passenger vessels and vessel assistance towing vessels already carry visual distress signals since those signals are now required whenever such a vessel is operated as a recreational boat in coastal waters. These flares can be bought for about $20. Therefore, the cost of this requirement would be minimal. As proposed in this SNPRM, all vessels less than 11 meters (36 feet) in length and vessels of any length with positive flotation could meet the EPIRB requirement by carrying either an installed Category 1 406 MHz Satellite EPIRB or a readily accessible Category 2 (manual) 406 Satellite EPIRB mounted at or near the principal steering station of the vessel. For purposes of this regulation, length is defined as the length listed on a vessel's Certificate of Documentation or Certificate of Number. Regulatory Evaluation This proposal is not significant regulatory action under Executive Order 12866 and is not significant under the Department of Transportation Regulatory Policies and Procedures (44 FR 11040; February 26, 1979). A draft Regulatory Evaluation is available in the docket for inspection or copying where indicated under ADDRESSES. The specific number of vessels that would be affected by a regulation requiring EPIRBs on uninspected passenger vessels and assistance towing vessels is difficult to determine. The largest group of these vessels are charterboats, most of which make day fishing trips, but some are involved in overnight trips. Others operate as dive boats, excursion boats, parasail boats, vessel towing assistance vessels, water taxis, and other services. Those over five net tons are documented by the Coast Guard, and major accidents involving these vessels are required to be reported to the Coast Guard. Smaller boats are state numbered, are difficult to distinguish from recreational boats, and are often not captured in the Coast Guard's data on commercial vessels. Furthermore, the number of uninspected passenger vessels is constantly changing since a boat used as a charterboat one day may be used for the owner's recreational purposes on another day. When operating as a charterboat, the boat comes under the regulations for uninspected commercial vessels in 46 CFR subchapter C. When used strictly for recreational purposes with no paying passengers on board, the boat comes under the regulations in 33 CFR subchapter S. Although there are about 65,000 persons licensed to operate uninspected passenger vessels in the U.S., the Coast Guard believes that less than half of these licensed persons are actively employed as vessel operators. This proposed rule would only apply to those vessels that operate more than 3 nautical miles from the coastline or more than 3 statutory miles from the coastline of the Great Lakes. Consistent with a comment received to the NPRM, the Coast Guard believes that approximately 12,000 charterboats would be affected by this proposed rule. EPIRB regulations would only affect those vessels operating more than 3 nautical miles from the coastline or more than 4.8 Km (3 statute miles) from the coastline of the Great Lakes. Therefore, if half of the uninspected vessels operate in rivers, inland lakes, bays, or sounds, or within 4.8 Km (3 statute miles) of the coastline of the Great Lakes, about 15,000 uninspected passenger vessels would remain as being potentially affected by an EPIRB rule under the authority in 46 U.S.C. 4102(e). This number is fairly consistent with an estimate by the association of charterboat operators in one of its letters, that 12,000 charterboats would be affected by the rules proposed in the NPRM. Coast Guard used the association's 12,000 vessel estimate in assessing the potential effects of the rules proposed in this notice. The draft evaluation uses a cost estimate of $1350 for Category 1 406 MHz Satellite EPIRBs, and $1150 for Category 2 406 MHz Satellite EPIRBS. A set of visual distress signals would cost most vessels about $20. The draft Evaluation estimates that about 1200 charterboats would not qualify for the EPIRB carriage exemption, and would have to purchase a 406 MGz Satellite EPIRB. It also estimates that another 1200 vessels would have to purchase VHF-FM marine radios at $400 each in order to qualify for the EPIRB exemption within Sea Area A1. In addition, an estimated 8500 uninspected vessels would be required to carry visual distress signals for the first time. The estimated present value cost of the proposed regulations to the industry, is about $3 million over 10 years. The number of lives that may be saved through mandatory EPIRB and visual distress signal requirements cannot be accurately predicted. However, economic research indicates that $2.5 million per statistical life saved is a reasonable estimate of people's willingness to pay for safety. The saving of only two lives in ten years would justify the cost of these rules. In addition to the saving of lives, primary benefits of the regulations include more timely notification to the authorities that a casualty has occurred and more accurate identification of the object of the search and the search area, which should contribute to large savings of money for the Coast Guard and other organizations involved in a search. This rule, in effect, shifts some of the cost burden for search and rescue from the Coast Guard to owners and operators of uninspected vessels. Many unsuccessful searches for overdue vessels have cost millions of dollars before being abandoned. In contrast, a number of searches for pleasure, charter, and fishing vessels have been expedited by EPIRBs carried voluntarily. The savings to the government as a result of elimination or significant reduction of only three or four large-scale searches would justify the cost of these rules, even without considering the lives that may be saved by more timely location of vessels in distress. Small Entities Under the Regulatory Flexibility Act (5 U.S.C. 601 et seq.), the Coast Guard must consider whether this proposal will have a significant economic impact on a substantial number of small entities. ``Small entities'' include independently owned and operated small businesses that are not dominant in their field and that otherwise qualify as ``small business concerns'' under section 3 of the Small Business Act (15 U.S.C. 632). Generally, uninspected vessel operators are considered to be small entities. They are typically not part of large diversified corporations, and generally own no more than one or two vessels. When compared to the potential cost associated with the loss of a vessel and/or human life or lives, and in comparison to the cost of most associated equipment necessary to properly and safely operate most of these vessels, the Coast Guard believes the cost of an $1150 to $1350 EPIRB is not considered significant. Therefore, the Coast Guard certifies under 5 U.S.C. 605(b) that this proposal, if adopted, will not have a significant economic impact on a substantial number of small entities. If, however, you think that your business qualifies as a small entity and that this proposal will have a significant economic impact on your business, please submit a comment (see ADDRESSES) explaining why you think your business qualifies and in what way and to what degree this proposal will economically affect your business. Collection of Information This proposed rule contains no collection of information requirements under the Paperwork Reduction Act (44 U.S.C. 3501 et seq.). Federalism The Coast Guard has analyzed this proposal in accordance with the principles and criteria contained in Executive Order 12612, and determined that this proposal does not have sufficient federalism implications to warrant the preparation of a Federalism assessment. This notice proposes amending the regulations for uninspected commercial vessels, by requiring certain vessels to carry EPIRBs and visual distress signals. The proposed rule would apply to certain vessels operating in coastal waters, on the high seas, and on the Great Lakes. Since this rule affects specific vessels both inside and outside of state waters, the Coast Guard intends to preempt State action addressing the same subject matter. Environment The Coast Guard considered the environmental impact of this proposal and concluded that under section 2.B.2 of Commandant Instruction M16475.1B, this proposal is categorically excluded from further environmental documentation. This proposal is made to enhance the safety of personnel at sea, as well as improving the effectiveness of search and rescue, and is expected to have no environmental impact. A Categorical Exclusion Determination is available in the docket for examination and copying where indicated under ADDRESSES. List of Subjects in 46 CFR Part 25 Fire prevention, Incorporation by reference, Marine safety, Reporting and recordkeeping requirements. For the reasons set out in the preamble, the Coast Guard proposes to amend 46 CFR part 25 as follows: PART 25--REQUIREMENTS 1. The authority citation for part 25 would continue to read as follows: Authority: 33 U.S.C. 1903(b); 46 U.S.C. 2103, 3306, and 4302; 49 CFR 1.46. 2. By amending 25.26-1 to add a definition for ``vessel assistance towing vessel'' and ``in company'' in the appropriate alphabetical order, revising the definition of ``uninspected passenger vessel'', and removing the NOTE following the definition of ``uninspected passenger vessel'', to read as follows: Sec. 25.26-1 Definitions. In company means 2 or more vessels operating together in the same area, remaining within visual and VHF radio contact by predetermined agreement prior to getting underway, for the purpose of ensuring mutual safety. * * * * * Uninspected passenger vessel means a vessel engaged in the carriage of passengers for hire, and which is not inspected by the Coast Guard under any other 46 CFR subchapter. Vessel assistance towing vessel means a vessel engaged in providing non-emergency assistance to boaters, and which is not inspected by the Coast Guard under any other 46 CFR subchapter. 3. By revising paragraphs (b)(3) and (c)(2) of Sec. 25.26-5 to read as follows: Sec. 25.26-5 Commercial fishing industry vessels. * * * * * (b) * * * (3) Until February 1, 1998, a 121.5/243.0 MHz EPIRB meeting Sec. 25.26-30(a). (c) * * * (2) Until February 1, 1998, a 121.5/243.0 MHz EPIRB meeting Sec. 25.26-30(a). 4. By revising Sec. 25.26-10 to read as follows: Sec. 25.26-10 Uninspected passenger vessels and vessel assistance towing vessels. (a) After (one year after date of publication of the final rule in the Federal Register), each owner or operator of an uninspected passenger vessel or vessel assistance towing vessel 11 meters (36 feet) or more in length, shall ensure that the vessel does not operate more than 3 nautical miles from the coastline or more than 4.8 Km (3 statute miles) from the coastline of the Great Lakes, except as provided for in paragraphs (b) and (c) of this section, unless it has on board-- (1) A float-free, automatically activated Category 1 406 MHz EPIRB stowed in a manner so that it will float free if the vessel sinks; or (2) Until August 1, 1998, a 121.5/243.0 MHz EPIRB meeting Sec. 25.26-30(b) of this subpart. (b) After (one year after date of publication of the final rule in the Federal Register), the owner or operator of an uninspected passenger vessel or assistance towing vessel less than 11 meters (36 feet) in length, or an uninspected passenger vessel or assistance towing vessel 11 meters (36 feet) or more in length which has a builder's certification that the vessel is constructed with inherently buoyant material to keep the flooded vessel afloat, shall ensure that the vessel does not operate 3 nautical miles from the coastline or beyond 4.8 Km (3 statute miles) from the coastline of the Great Lakes, except as provided for in paragraph (c) of this section, unless it has-- (1) A manually activated Category 2 406 MHz EPIRB installed in a readily accessible location at or near the principal steering station; or (2) A float-free, automatically activated Category 1 406 MHz EPIRB installed in a readily accessible location at or near the principal steering station; or (3) A float-free, automatically activated Category 1 406 MHz EPIRB installed in a manner so that it will float free if the vessel capsizes or sinks; or (4) Until August 1, 1998, a 121.5/243.0 MHz EPIRB meeting Sec. 25.26-30(b) of this subpart. (c) A vessel identified in paragraphs (a) and (b) is not required to carry an EPIRB between one hour before sunrise and one hour before sunset if it-- (1) Operates between 3 and 20 minutes from shore and is equipped with an operable VHF radio capable of transmitting and receiving on channels 6, 13, 16, and 22A and operates within the VHF radio range of at least 1 VHF coast station (same as sea area A1 as defined in 47 CFR 80.1069) or (2) Operates more than 20 miles from shore ``in company'' with at least one other vessel at all times and each vessel is equipped with an operable VHF radio capable of transmitting and receiving on channels 6, 13, 16, and 22A. 5. By revising the section heading and paragraphs (a) introductory text, (a)(2), (b) introductory text and (b)(3) of Sec. 25.26-20 to read as follows: Sec. 25.26-20 Other self-propelled uninspected commercial vessels. (a) After March 10, 1994, the owner or operator of a self-propelled uninspected commercial vessel 11 meters (36 feet) or more in length, other than a vessel under Sec. 25.26-5 or Sec. 25.26-10 or under paragraph (b) of this section shall ensure that the vessel does not operate more than 3 nautical miles from the coastline or more than 4.8 Km (3 statute miles) from the coastline of the Great Lakes unless it has on board-- (1) * * * (2) Until February 1, 1998, a 121.5/243.0 MHz EPIRB meeting Sec. 25.26-30(a) of this subpart. (b) After March 10, 1994, the owner or operator of a self-propelled uninspected commercial vessel 11 meters (36 feet) or more in length, or 11 meters (36 feet) or more in length which has a builder's certification that the vessel is constructed with sufficient inherently buoyant material to keep the flooded vessel afloat, shall ensure that the vessel does not operate more than 3 nautical miles from the coastline or more than 4.8 Km (3 statute miles) from the coastline of the Great Lakes, unless it has installed in a readily accessible location at or near the principal steering station-- (1) * * * (2) * * * (3) Until February 1, 1998, a 121.5/243.0 MHz EPIRB meeting Sec. 25.26-30(a) of this subpart. 6. By revising Sec. 25.26-30 to read as follows: Sec. 25.26-30 121.5/243.0 MHz EPIRBs. (a) A 121.5/243.0 MHz EPIRB manufactured after October 1, 1988, may be used to meet certain requirements of Sec. 25.26-5 and Sec. 25.26-20, if the EPIRB is operable and was installed on the vessel on or before April 26, 1993. The EPIRB must be a Class A EPIRB, or a Class B EPIRB which is watertight, self-buoyant, and stable in a floating position to properly transmit a distress signal. (b) A 121.5/243.0 MHz EPIRB manufactured after October 1, 1988, may be used to meet the requirements of Sec. 25.26-10 of this part, if the EPIRB is operable and was installed on the vessel on or before [date 45 days after date of publication in the Federal Register of the final rule]. The EPIRB must be a Class A EPIRB, or a Class B EPIRB which is watertight, self-buoyant, and stable in a floating position to properly transmit a distress signal. 7. By adding a new Subpart 25.27 to read as follows: Subpart 25.27--Distress Signals Sec. 25.27-1 Definitions. 25.27-5 Visual distress signals. Subpart 25.27--Distress Signals Sec. 25.27-1 Definitions. As used in this subpart: Coastal waters means coastal waters as defined in 33 CFR 175.105. Sec. 25.27-5 Visual distress signals. Except for a commercial fishing industry vessel required to carry distress signals under Sec. 28.145 of this chapter, after (one year after date of publication of the final rule in the Federal Register, each self-propelled uninspected vessel must be equipped with the distress signals specified in table 25.27-5. Table 25.27-5.--Visual Distress Signals ------------------------------------------------------------------------ Area Devices required ------------------------------------------------------------------------ Ocean, more than 50 miles from 3 parachute flares, approval series coastline. 160.136; plus 6 hand flares, approval series 160.121; plus 3 smoke signals, approval series 160.122. Ocean, 3 miles--50 miles from 3 parachute flares, approval series coastline; or more than 4.8 Km (3 160.136 or 160.036; plus statute miles) from the coastline 6 hand flares, approval series of the Great Lakes. 160.121 or 160.021; plus 3 smoke signals, approval series 160.122, 160.022, or 160.037. Coastal waters, excluding the Great Night visual distress signals Lakes; or within 4.8 Km (3 statute consisting of one electric miles) of the coastline of the distress light, approval series Great Lakes. 161.013 or 3 approved flares; plus Day visual distress signals consisting of one distress flag, approval series 160.072, or 3 approved flares, or 3 approved smoke signals.\1\ ------------------------------------------------------------------------ \1\If flares are carried, the same 3 flares may be counted toward meeting both the day and night requirement. Dated: November 23, 1993. A.E. Henn, Rear Admiral, U.S. Coast Guard, Chief, Office of Marine Safety, Security and Environmental Protection. [FR Doc. 94-3519 Filed 2-16-94; 8:45 am] BILLING CODE 4910-14-M