U.S. Department of

Homeland Security

United States

Coast Guard

Boating Safety Circular 84

July 2004

Inside:

Belt Pack Inflatable PFD Tests (1) ............................... 4

Belt Pack Inflatable PFD Tests (2) ............................... 6

Factory Visit Program ................................................... 8

Recall Campaigns ......................................................... 8

Final Rule: Country of Origin Codes and HINs ......... 17
2 Boating Safety Circular
Boating Safety Circular 3
4 Boating Safety Circular

Belt pack inflatable life jackets are the hippest new thing in boating safety, giving boaters a cutting-edge option for staying out of

harm’s way while on the water. Compact and

clever, these life jackets will charm the

topsiders off the boater who’s got to have the

absolute latest in boating gear, while their

safety side will pique the curiosity of even the

most stoic mariner.

Just like that adorable puppy in the pet

store window that catches your eye, belt

packs will steal your affection. But are these

diminutive little PFDs really as lovable and

loyal as they look? In Foundation Findings #37, we set out to find everything there was to know about

these new models. In this issue, Part I of our two-part

article, we’ll tell you all

about the care and

feeding of your

belt pack inflatable. In Part II,

we’ll take our testing to the water and

tell you how it feels to

wear one in real-life conditions.

The Latest Litter

In order to check out the latest in belt

pack technology, we scoured boat store

shelves and the Internet for U.S. Coast

Guard-approved inflatable belt pack models.

We came up with seven including two from

SoSpenders, three from Stearns, one from

Mustang, and one from SeaPro. For this article, we created a short-hand name for each

unit that includes the manufacturer name and

cylinder size (for instance, the Stearns Inflatabelt Max Manual Belt Pack is simply the

Stearns 25).

Talk about evolving technology: After conducting these tests last fall, we learned almost immediately that two readily-available

models were being discontinued, and new

versions were already on the way but not yet

available for testing. With new models rapidly hitting the market, we decided to focus

this article on qualities to look for in a belt

pack, rather than the best or worst models.

A Walk Around the Park

With seven models in hand, we started our

three-tiered test. We began with a repacking

exercise for four boaters who were interested

in, but not knowledgeable about, belt packs.

In a quiet room, one by one, they were given

a fully inflated jacket and were asked to read

each unit’s instructions for three minutes.

To simulate conditions out on a boat, they

read only the instructions attached to the

jacket, not the entire user’s manual. Each of

the testers repacked the jackets in a different order, to ensure fairness.

Each tester deflated their jacket, rearmed it with a CO2 cartridge, and

repacked it into the pouch while

a knowledgeable staff member observed. Finally, at

the end of repacking,

each tester put the

unit around their

waist, imagined they

were

jumping

into stormy

seas, then

pulled the jerk

cord and hoped for

the best.

We were curious about

the quality of the instructions

and were eager to know if regular boaters could master rearming

a n d repacking. We also wanted to address an unanticipated piece of information

we ran across: that a large majority of people

we talked to — experienced boaters and staff

members included — had never inflated their

own inflatable life jackets. Surprised? So were

we, but more on that later.

Paper Training

Our testers found little uniformity with the

instructions, even among jackets from the

same manufacturer. Across the board, instructions with pictures were a favorite. In particular, the SoSpenders 16 and 38 models

had simple and clear pictograms, however,

the testers were disappointed when the pictures did not exactly match the way the units

looked when folded. On all but one jacket,

the Mustang 33, the rearming instructions

were placed separately from the repacking

instructions, which was difficult to follow. In

addition to having written instructions, the

Mustang 33 and Stearns Auto 33 got high

marks for the dotted lines right on the life

jacket bladder that said “Fold here.”

Because of the nearly ubiquitous small print

and poor organization of the attached directions, we concluded that a belt pack owner’s

first experience with the instructions should

definitely be in a stable well-lit room at home,

rather than a rolling galley table midway

through a cruise.

Obedience Issues

Our testers spent anywhere from five to

25 minutes repacking and rearming the jackets. By far, most frustrating for testers was

simply trying to squeeze every hint of air out

of the bladder before attempting to get it back

into its pouch. Most models were intricately

folded and required fastidious attention to the

instructions.

Rearming the jacket with CO2, which would

seem to be the most difficult part actually

proved to be the easiest. All testers successfully rearmed each jacket, though in two of

our 28 repackings, the lever attached to the

jerk cord was not set correctly and accidentally pierced the cylinder, instantly inflating the

jacket.

One reason the testers were so successful in rearming could be the relative consistency of rearming mechanisms. On all inflatable life jackets, to show if a jacket is ready

to inflate, a red and green color coding system is in place. Essentially red means stop

and green means go. To show this, almost all

models require you to install a green plastic

“pin” into part of the lever arm during rearming. About the size of an earring, this pin is

easy to lose or break. The pin comes with

the CO2 cylinder as part of your jacket’s specific “rearming kit.”

On most models, the rearming mechanism

is hidden inside the belt pack. However, we

loved the extra safety of the SoSpenders 16

and Stearns 16 models in which a clear plastic window showed the cylinder and consefoundation findings

Number 37

How Much is that Belt Pack

in the Window?

Testers take seven belt pack inflatables for a walk in the park

By Joni Sralla Turken

Originally published by the BoatU.S. Foundation in BoatUS Magazine, January 2004
Boating Safety Circular 5

quently the green pin that indicates the unit

is ready. The SeaPro 25 went further by having the cylinder assembly on the outside of

the pack for excellent viewing, but we felt uncomfortable about it being exposed where the

cord could accidentally get caught on something. Another great safety feature of this

model is its rearming mechanism that shows

readiness by green automatically appearing

in a small window (as opposed to remembering to insert the pin) when you screw the

cylinder in all the way.

When it came time to take that deep breath

and imagine going overboard, all our testers’

life jackets inflated when the jerk cord was

pulled — except one. In this case, the tester

had run out of patience while repacking the

SoSpenders 38 and had simply forced the

bladder into the pouch. After it failed to inflate during testing, she freed the bladder from

the pouch manually and the jerk cord worked

fine.

Old Dog, New Tricks?

After going through the rearming and repacking exercise, several testers commented

that wearing an inflatable belt pack without

going through this process — or supplying

one to an unknowing guest — was just plain

dumb. And you know what? We did feel dumb,

since many of us had to admit we had never

actually inflated our own life jackets. Gulp.

Why hadn’t we inflated our jackets? The

main reason, we decided, was the high cost

of CO2 cylinders. We concluded that the cost

of testing the unit — at least once — should

be factored into the cost of owning the jacket.

In lieu of that, remember that every jacket

can be inflated orally either to test the jacket

onshore or to inflate it in an emergency.

A Big Commitment

Having the coolest, most current technology will get you nowhere if you don’t understand the animal you’ve brought home. To

become a good owner, we cannot stress

enough that you must spend time reading the

user’s manual. Then, practice rearming and

repacking. You’ll feel better wearing the belt

pack if you understand how it works. Additionally, we strongly suggest you buy a couple

of spare rearming kits when you purchase

the unit.

For those up to the commitment, we found

belt packs offer an economic, easy-to-wear

life jacket for cruising, sailing, kayaking, or

dinghying around in warmer, inland waters.

A belt pack can be a perfect transition into

safer boating, especially for the boater who

simply isn’t in the habit of wearing a life jacket.

For even more information on our two-part

Foundation Findings on belt pack inflatables,

please visit www.BoatUS.com/foundation.

The BoatU.S. Foundation is a national nonprofit 501(c)(3) organization primarily supported by donations from individuals and

grants.

 Model SoSpenders Stearns Sea Pro Stearns Mustang Survival Stearns Inflata-belt SoSpenders

16 Gram Multipurpose Marine Swimmer Inflatabelt Max Airforce Inflatable Max Automatic/ World Class

Scout Belt Pack Inflatabelt-Lite Safety Belt Manual Belt Pack + Pouch PDF Manual Belt Pack Belt Pack +

Manual

Shorthand Name SoSpenders 16 Stearns 16 Sea Pro 25 Stearns 25 Mustang 33 Stearns Auto 33 SoSpenders 38

Cylinder Gram Weight 16 Grams 16 Grams 25 Grams 25 Grams 33 Grams 33 Grams 38 Grams

Belt Pack MSRP $59.99 $59.99 $139.95 $69.99 $80.00* $95.99 $69.99

Rearming Kit MSRP $9.99 $9.99 $25.00 for 3 $13.99 $15.00* $21.99 $16.99

Dimensions of Pack 10 x 3.5 x 2.25” 24.5 x 3.5 x 2” 16.5 x 2.75 x 2.25” 9.5 x 4.75 x 2.5” 8 x 4.25 x 2.5” 10.5 x 4.75 x 3.25” 8.5 x 5.55 x 3”

L x H x W

Overall Pack Weight 13.4 oz 12.8 oz 17.4 oz 17.0 oz 19.6 oz 22.0 oz 21.8 oz

Rearming and Repacking Test Ratings

Speed of Repack 4 1 6 3 2 5 7

Rating 1=fastest; 7=slowest

Ease of Repack 3 1 4 1 2 3 5

Rating 1=easiest; 7=hardest

A belt pack’s low profile means it doesn’t

interfere with tasks around the boat.

+ Discontinued * No MSRP available, average price
6 Boating Safety Circular

In Part I of this series, we introduced you

to some of the smallest, most high-tech life

jackets on the market: belt pack inflatables.

We took these products home, repacked and

rearmed them, and treated them like our own.

Now, in Part II, we’ve taken these life savers

to the water and put them to the test.

Proving Ground

For our testing, we used seven of the most

current U.S. Coast Guard-approved belt pack

inflatable models from a variety of manufacturers, including six manual inflation models

and one automatic.

First, we asked five testers of various body

types to wear each of the jackets uninflated

for 30 minutes as they went about their daily

tasks. Each jacket definitely met its claim of

being compact and easy to forget. But while

The victims’ first task in the water was to

yank the cord to inflate the jacket. The Stearns

Auto 33 eliminates the first of these steps by

automatically inflating when immersed. (For

this article we created a short-hand name for

each unit that includes the manufacturer’s

name and cylinder size. Full names of products can be found in the chart at right). Then

came “secondary donning,” or pulling the jackets over their heads. After donning the jackets, the victims felt they had to make additional adjustments to make the unit fit comfortably in about a third of the cases. We found

that snugging the belt very tight around your

waist so it was comfortable out of the water

made it fit too tightly once you were in the

water. One test subject, a large male, had

difficulty tying the under-chin straps on some

jackets, and preferred the buckle snaps on

In the turn test, we were thrilled to find that

the inflated belt packs turned an “unconscious” victim up from a face-down position

in almost every single test — much more often than a typical Type II or Type III foam life

jacket. This was one of the most impressive

life-saving discoveries of our testing.

Feelings of Safety and Comfort

When we asked our victims how safe they

felt in each jacket, there were three jackets

that got perfect five-star ratings from all

testers: the Stearns 25, Mustang 33, and

SoSpenders 38. The Mustang 33 in particular had a unique square shape that kept victims’ faces an average of 6.9 inches above

the water—the highest freeboard tested. All

the other jackets had freeboard ranging from

5 to 5.7 inches.

foundation findings

Number 38

Belt Pack Inflatables

Take the Plunge

wearing a belt pack around a boat is one

thing, wearing it in the water is quite another.

Belt pack models: report for duty!

Field Exercises

In a static swimming pool, four “victims”

tried on each of the inflated belt packs. Here,

we made measurements on the jackets’ fit

while in the water and asked the victims to

perform a series of tests. We also asked them

subjective questions about how they felt in

the jackets. Second, we visited a local wave

pool to try out the personal flotation devices

(PFDs) in choppier conditions of two- to fourfoot seas. Belt pack inflatables are intended

for inland waters where help isn’t too far away,

so we wanted to see how the jackets would

feel and behave during a relatively short time

in the water.

the Stearns 25. Another victim commented

that he needed more instructions right on the

jacket where he could see them while he was

in the water.

All agreed on this point: an uninflated belt

pack would be of little use to an unconscious

victim, and even an injured boater could be

in real trouble since this process does take

some strength and coordination. Trying out

the life jacket ahead of time, in a pool if possible, is the best way to build competence in

donning the jacket in a pressure situation.

We also asked the victims to try to swim in

the jackets. We found that because the jackets were specifically designed to flip a person onto his or her back, swimming on your

stomach was very difficult, so kicking on your

back was the best way to get around.

But feeling safe in the water did not necessarily mean feeling comfortable. For example, the Mustang 33 strained the neck of

one tester, and made it hard for others to

swim. The extra oral inflator on the

The life jacket bladder on a manual belt pack inflatable is stored in a small pouch around your waist. When needed, you

pull a cord and the jacket inflates, like on the SoSpenders 16 above. After that, you must pull the unit over your head and

make adjustments to the straps. On some boaters a little air might need to be released for the jacket to fit comfortably; in

some cases, it may need to be added. This additional work is called “secondary donning.”

All the jackets met their claims of

being compact and easy to wear

around the boat, plus they’re a cool,

safe alternative on a hot day

By Joni Sralla Turken

Originally published by the BoatU.S. Foundation in BoatUS Magazine, March 2004
Boating Safety Circular 7

SoSpenders 38 poked some victims in the chest.

The Sea Pro 25 was most popular for the feeling

of comfort in the water, mainly because of the intuitive position of a strap adjustment tab in the center of the jacket. The innovative design of the

Stearns 16 made it the least popular choice for a

long stretch in the water, since the neck strap dug

painfully into the necks of the victims.

The Debrief

While a belt pack is not going to be the only life

jacket on our boat or in our closet, we feel strongly

that it fills an important niche for boaters. Belt packs

offer boaters a less expensive inflatable and a less

bulky option for specific types of inland boating

where you don’t expect huge seas or dramatic

Belt Pack Inflatable Test Results

weather, and where you expect help to arrive fairly

quickly.

But remember, these inflatables are different

from the average Type II or III foam life jackets

that are most common to boating. They fit different, they act different, they need more maintenance, and their owners need to inflate them and

get familiar with how they work well before an emergency.

So which jacket is best? Our answer: the one

you will wear! Think about your boating lifestyle,

check out the chart, and take the plunge!

For even more information on our two-part Foundation Findings on belt pack inflatables, please visit

www.BoatUS.com/foundation.

The BoatU.S. Foundation is a national nonprofit

501(c)(3) organization. Our work is primarily supported by donations from individuals and grants.

To obtain these results, we asked our testers a series of subjective questions, including:

How safe do you feel in this jacket while in the water? How comfortable is it to wear around

the boat? and How comfortable do you feel in the water?

SoSpenders 16

Stearns 16

Sea Pro 25

Stearns 25

Mustang 33

Stearns Auto 33

SoSpenders 38

All inflatables can be blown up orally, but the

two 16 gram models we tested can also be

orally inflated up to 22 grams during

secondary donning.

On the Stearns 16 the flotation is located in a

pillow shape over your belly. A strap then goes

around your neck to hold your head up.

SoSpenders 16 Gram Scout Belt Pack

16 Gram Cylinder Unit: $59.99 Rearm Kit: $9.99

Sense of Security D E

Wearability DDDE

In-Water Comfort DDD

Stearns Multipurpose Inflata-Belt Lite-Manual

16 Gram Cylinder Unit: $59.99 Rearm Kit: $9.99

Sense of Security D E

Wearability DDDDE

In-Water Comfort DDD

Sea Pro Marine Swimmer Safety Belt

25 Gram Cylinder Unit: $139.99 Rearm Kit: $25.00 (3 pack)

Sense of Security DDDDE

Wearability DDDE

In-Water Comfort DDDDE

Stearns Inflata-Belt Max Manual Belt Pack

25 Gram Cylinder Unit: $69.99 Rearm Kit: $13.99

Sense of Security DDDDD

Wearability DDDE

In-Water Comfort DDDD

Mustang Survival Airforce Inflatable Pouch PFD

33 Gram Cylinder Unit: $80.00 Rearm Kit: $15.00

Sense of Security DDDDD

Wearability DDDD

In-Water Comfort DDDE

Stearns Inflata-Belt Max Auto/Manual Belt Pack

33 Gram Cylinder Unit: $95.99 Rearm Kit: $21.99

Sense of Security DDDDE

Wearability DDE

In-Water Comfort DDDD

SoSpenders World Class Belt Pack

38 Gram Cylinder Unit: $69.99 Rearm Kit: $16.99

Sense of Security DDDDD

Wearability DDE

In-Water Comfort DDD
8 Boating Safety Circular

DEFECT NOTIFICATION AND RECALL

CAMPAIGNS

Problem Descriptions:

Basic Flotation: Most inboard, inboard/outdrive

and jetdrive powered motorboats less than 20 feet

in length are required to contain sufficient flotation

so that some portion of the boat remains above the

surface of the water if the boat is swamped. Boats

with “Basic Flotation” problems will sink if they

capsize or swamp.

Level Flotation: Most outboard powered

motorboats less than 20 feet in length are required

to float level when they are swamped and to

support a certain percentage of the weight which

they are rated to carry. Boats with “Level Flotation”

problems do not float level when swamped.

Capacity Label Missing, Maximum Persons

Capacity Overrated, Maximum Weight

Capacity Overrated or Horsepower Capacity

Overrated: Almost all motorboats less than 20

feet in length are required to bear a “U.S. Coast

Guard Maximum Capacities” label. If the label is

missing or the values are overrated, an operator

who is unfamiliar with a particular boat may try to

carry too much weight or, in the case of outboard

powered boats, too much horsepower. Some

insurance companies will not insure a boat that

lacks the label or bears a label with incorrect

information.

 The recall list includes new campaigns as well

as old ones. The new campaigns begun since

September 2003 follow:

FACTORY VISIT PROGRAM UPDATE

The Coast Guard Recreational Boating Product Assurance Division recently awarded a contract for the

Recreational Boat Factory Visit Program to Parroco

Production Group (PPG). The purpose of the factory visit program is to emphasize the need to

comply with Federal safety standards and regulations; to ensure each manufacturer understands

the regulations; and to assist manufacturers in

certifying compliance with the regulations.

The Recreational Boating Product Assurance

Division assigns all recreational boat

manufacturers a three character Manufacturer

Identification Code (MIC). Using the Coast Guard

MIC database (see http://www.uscgboating.org/

recalls/mic_database.htm) the PPG Compliance

Associates are contacting and visiting all

recreational boat manufacturers and importers on

a scheduled basis.

The compliance associate (CA) usually contacts

the manufacturer a couple of times before a visit.

The first contact—a few weeks before a visit—is

to arrange an inspection date, and to confirm

information such as address and types of boats

produced. The second contact—a few days before

the visit—is to reconfirm the date and time of the

visit.

Typically, a CA will ask to inspect current

production and will look for:

1. Noncompliances with Federal regulations

which are manufacturer requirements;

2. Noncompliances with Federal regulations

which are operator requirements; and

3. Manufacturing practices for which voluntary

industry safety standards and recommended

practices are available.

At the end of the visit, which normally takes a

couple of hours, the CA discusses the results with

the manufacturer. Then the CA files a report with

the Recreational Boating Product Assurance

Division at Coast Guard Headquarters. Usually,

for minor, non-safety-related problems, corrective

action is limited to future production.

Headquarters may also direct the manufacturer to

conduct defect notification for any serious noncompliances with Federal safety standards.

The factory visit program should lead to a

heightened understanding of both Federal and

voluntary safety standards and regulations, and

thereby provide the public with safer recreational

boats.

If you have any questions or if you are a manufacturer who would like to schedule a visit, please contact CWO Doug Luper at 202/267-0384.
Boating Safety Circular 9

AMERICAN HONDA MOTOR CORP.

(Torrance, CA)(040086T)

Models: BF8A 8 HP Outboard Motors w/ serial nos.:

BZBC-1300327 to BZBC-1800582

BACL-1213392 to BACL-1700048

BACS-1210688 to BACS-1700084

Units: 7,000

Problem: Some flywheels may develop hairline cracks;

engine vibration or engine over-reving may cause flywheel

to break; possible injury to operator or passengers

BAYLINER MARINE CORP.

(Arlington, WA)(040057S)

Year: 2003

Models: 2352 Walk Around Trophy

Units: 125

Problem: Fuel tank barbs lack anti-siphon protection

BAYLINER MARINE CORP.

(Arlington, WA)(040018S)

Year: 2003-2004

Models: 219 Sport Deck

Units: 315

Problem: Improper blower hose installation

BOMBARDIER MOTOR CORP. OF AMERICA

(Sturtevant, WI)(040019T)

Year: 2000-2003

Models: Following boats equipped with

Mercury 240 EFI Engines:

2000-2003 Sea-Doo Islandia

2002 & 2003 Sea-Doo Utopia 205

2000-2002 Sea-Doo Challenger 2000

2002 Sea-Doo X-20

Units: 3,185

Problem: Throttle body may corrode; throttle may stick

when starting engine causing boat to accelerate

unexpectedly or throttle may fail to return to idle speed;

danger of collision

BOMBARDIER MOTOR CORP. OF AMERICA

(Sturtevant, WI)(040022T)

Year: 2004

Models: Sporster LEDI , Sporster 4-TEC, Speedster 200

Units: 492

Problem: Insufficient thread engagement in the ball joint

located at the steering nozzle may cause loss of steering

control; danger of collision

BOMBARDIER MOTOR CORP. OF AMERICA

(Sturtevant, WI)(040017S)

Year: 2003-2004

Models: 2003 Sporster 4-TEC, 2004 Sporster 4-TEC

2004 Speedster 200

Units: 1,392

Problem: Hose clamps may be improperly positioned on

end of fuel lines; potential for fuel leak; possible fire/

explosion if ignition source present

BOMBARDIER RECREATIONAL PRODUCTS

(Valcourt (Quebec) Canada)(040048T)

Year: 2004

Models: Sea-Doo RXP

Units: 1,000

Problem: Hood may crack near access cover hinge cover

may fly off and hit operator and/or passenger; risk of injury

BOMBARDIER MOTR CORP. OF AMERICA

(Waukegan, IL)(040016T)

Year: 2004

Models: 100, 115, 135, 150, 175, 200, 225 and 250 HP

Evinrude Direct Injection outboards

Units: 978

Problem: Fuel return manifold may contain excessive

flashing on an elbow preventing an O-ring from properly

seating causing a fuel leak; possible fire/explosion if

ignition source present

BOMBARDIER MOTOR CORP. OF AMERICA

(Waukegan, IL)(030178T)

Year: 2001-2003

Models: Side mounted remote control boxes

(parts nos. 176380 and 176381) for use

with Johnson and Evinrude outboards

Units: 20,420

Problem: Loose or improperly assembled fast idle levers

may cause engine to stick in gear or in neutral or jam the

throttle; danger of collision

MERCURY MARINE

(Fond du Lac, WI)(030176T)

Year: 2003-2004

Models: 225 EFI Four Stroke Outboards with

serial nos.: OT653945 - OT862518

Units: 2,461

Problem: Binding in throttle system may prevent

operator from disengaging the shift mechanism and shifting

into neutral; danger of collision

NAUTIC STAR BOATS

(Amory, MS)(03R0168S)

Year: 2003

Models: Nautic Star 1900 Bay Boat

Units: 20

Problem: Trolling motor receptacle trim switch in bow

not ignition-protected; possible fire/explosion if fuel/vapor

source present

POLARIS INDUSTRIES, INC.

(Medina, MN)(030113T)

Year: 2003 - 2004

Models: MSX 140

Units: 4,187

Problem: Insufficient clearance between fuel return

hoses and fuel injector brackets may create abrasion points

allowing fuel to leak into engine compartment; possible fire/

explosion if ignition source present
10 Boating Safety Circular

The following are the other campaigns still in progress

that began before September 2003:

AMERICAN HONDA MOTOR CORP.

(Torrance, CA)(030056T)

Year: 2002 & 2003

Models: Honda 200 & 225 HP Outboard Motors:

2002 BF200 w/ serial nos.:

BAEJ-1000001 to BAEJ-1000969

BAFJ-1000001 to BAFJ-1000222

2003 BF200 w/ serial nos.:

BAEJ-1100001 to BAEJ-1100708

BAFJ-1100001 to BAFJ-1100120

2002 BF225 w/ serial nos.:

BAGJ-1000001 to BAGJ-1003344

BAHJ-1000001 to BAHJ-1000601

2003 BF225 w/ serial nos.:

BAGJ-1100001 to BAGJ-1101489

BAHJ-1100001 to BAHJ-1100662

Units: 5,805

Problem: Potential interference between wire harness

and throttle body may lead to short circuit which blows a

fuse, stops the engine or overheats the throttle cable;

throttle could stick; possible collision

AMERICAN HONDA MOTOR CORP.

(Torrance, CA)(020129T)

Year: 2002

Models: ARX1200T3 with HINs:

HPSA0001J102 to HPSA3548J102

ARX1200N3 with HINs:

HPSB0001J102 to HPSB1506J102

Units: 5,037

Problem: Bearings within throttle body subject to

corrosion; throttle may not return to idle position;

possibility of collision

ARCTIC CAT, INC.

Thief River Falls, MN (010003T)

Year: 1999

Models: Tigershark 1100 LI

Units: 522

Problem: Throttle bodies may wear/corrode causing

stiff throttle operation and return; may result in throttle

remaining in open position; danger of collision

ARCTIC CAT, INC.

Thief River Falls, MN (000201T)

Year: 1997

Models: Tigershark: Daytona 770 and 1000

Tigershark: Monte Carlo 640, 770 & 1000

Units: 9,436

Problem: A crack may develop in base of fuel filler

neck permitting liquid fuel or vapor leakage; possible fire/

explosion if ignition source present

POLARIS INDUSTRIES, INC.

(Medina, MN)(030113T)

Year: 1998 - 2001

Models: 1998 SLH (B984673), SLXH (B984690)

1999 SLH (B994673), SLX (B994690)

2000 SLH (W004673), SLX (W004699)

2000 PRO 1200 (W004999)

2001 SLH (W014697), SLX (W014699)

2001 PRO 1200 (W014999)

Units: 7,670

Problem: Hood hinge could fail and separate from the

deck and strike the operator/passenger

PRAIRIE ADVENTURE OUTDOORS

(West Point, MS)(03R0169S)

Year: 2003

Models: 14-1531

Units: 20

Problem: Level Flotation

VOLVO PENTA OF THE AMERICAS

(Chesapeake, VA)(030207T)

Year: 2004

Models: 4.3 GL-D, 5.0 GL-E & 5.7 GL-E

Units: 550

Problem: Sealing O-ring may be missing from fuel

fitting adapter resulting in a fuel leak; internal seal in fuel

pump may have been omitted during manufacture of the

pump; possible fire/explosion if ignition source present

YAMAHA MOTOR CORP., U.S.A.

(Cypress, CA)(040065T)

Year: 2004

Models: FX1100/FX1100A

Units: 1,579

Problem: Main wiring harness may not be properly

secured allowing it to rub against motor mount until

insulation is worn through; possible fire/explosion if fuel or

vapor source present

YAMAHA MOTOR CORP., U.S.A.

(Cypress, CA)(030208T)

Year: 2004

Models: SJ700B-C (SuperJet)

Units: 150

Problem: Fuel may leak from fuel tank into engine

compartment due to possible pinhole in fuel tank wall;

possible fire/explosion if ignition source present

ZODIAC OF NORTH AMERICA

(Stevensville, MD)(030210T)

Year: 2003

Models: Medline I, Medline II, Pro Open 550,

Pro Open 650, Yachtline Deluxe 340,

380, 420 & 480

Units: 155

Problem: WEMA fuel sender gaskets on Kracor fuel

tanks may deteriorate and develop leaks; possible fire/

explosion if ignition source present
Boating Safety Circular 11

BLUE SEA SYSTEMS

(Bellingham, WA)(030062T)

Year: 2002 & 2003

Models: T-1 Thermal Circuit Breakers:

Part Number Amperage Part Number Amperage

7120 25 7020 25

7121 30 7021 30

7122 35 7022 35

7123 40 7023 40

7124 50 7024 50

7125 60 7025 60

7126 70 7026 70

7127 80 7027 80

7128 90 7028 90

7129 100 7029 100

7130 110 7030 110

7131 120 7031 120

7132 135 7032 135

7133 150 7033 150

shipped to the following OEM purchasers:

Atlas Boat Works, Inc.

Beneteau Mfg. USA, Inc.

BH Electronics, Inc.

Carver Boat Corp.

Chantiers Beneteau SA

Chuckhouse, Inc.

Cruisers Yachts

Davis Boats

Endeavor Catamaran

Ennals Ives

Fleet Safety Supply

Florida Bow Thrusters

Good Automatic Windlass

Harken, Inc.

Units: 54,193

Problem: Potential fire risk if circuit breaker handle is held in the “on” position after the unit is tripped and the circuit

breaker contacts weld together; if the contacts weld and the short circuit is not corrected, heat may be generated that may

damage attached or adjacent wiring; possible fire/explosion if fuel or vapor source present

Hells Bay Boat Works

High Tech Marine, Inc.

Hinckley Company

Ideal Windlass Co., Inc.

Ironwind, Inc.

 DBA Moose Boats

M & G Electronics Corp.

Marintek

Medeiros Boat Wks. Ltd.

Nordic Tugs, Inc.

Novatron Corporation

Ocean Technologies

Pacer Marine

Pacific Mariner, Inc.

Pacific Trawlers NW

Regal

S2 Yachts, Inc.

Sabre Corp.

Safe Boat

Scandik, Inc.

Sea Ray - Merritt Is.

Sea Sport Boats, Inc.

Sea Vee Boats

Seaward Products

Seawolf Marine Mfg.

Sharpe Marine

Silver Ships, Inc.

Silverton Marine Corp.

Team Supreme

Thoroughbred Cruisers

Thunderbird Products

TOMCO Marine Group

Trans Fbgls. Boat Co.

Tri Tec Systems, Inc.

US Marine Corp.

WESCO (non-marine

 vehicle market)

Wood Mfg.Company

 DBA Ranger Boats

BOMBARDIER MOTOR CORP. OF AMERICA

(Benton, IL)(030010T)

Year: 2003

Models: Sportster 4-TEC Sport Boats

Model 5770 w/ HINs:

US-CEC55000L203 - US-CEC55183A303

Model 5768 w/ HINs:

US-CEC65001L203 - US-CEC65055A303

Units: 178

Problem: Fuel tank air vent nipple might have been

deformed during clamp torquing procedure; potential fuel

leak; possible fire/explosion if ignition source present

BOMBARDIER RECREATIONAL PRODS.

(Sturtevant, WI)(020082T)

Year: 2001 & 2002

Models: 2001 Utopia 185 models: 5452, 5454, 5456

and 5458; 2001 Challenger model 5448;

2002 Utopia 185 & 205 models: 5462, 5475,

5476 and 5745

2002 Islandia model 5709

Units: 473

Problem: Engine wiring harness has 3 exposed wires

(one of which carries battery voltage); possible spark if

battery wire contacts metal while engine running; possible

fire/explosion if fuel/vapor source present
12 Boating Safety Circular

BOMBARDIER MOTOR CORP. OF AMERICA

(Benton, IL)(000125T)

Year: 2000

Models: Sea Doo RX DI and GTX DI

Units: 3,272

Problem: Possible fuel leak between direct air injector

and fuel rail assembly; possible fire or explosion if ignition

source present

BOMBARDIER RECREATIONAL PRODUCTS

(Sturtevant, WI)(020185S)

Year: 2002

Models: Fish Hawk 170CC, 180CC, 210CC, 230CC,

210WA, 230WA, 200BF & 220BF

Units: 465

Problem: Improper fuel hoses between the fuel tank,

squeeze bulb, fuel filter and engine

CRESTLINER, INC.

(Little Falls, MN)(020206S)

Models: 2001 & 2002 Sportfish 1850 and

Superhawk 1800 and 2002 Eagle 2300

Units: 1,217

Problem: Fuel tank hold down brackets may dig into top

surface of tank during expansion causing fuel leak; possible

fire/explosion if ignition source present

CRUSADER ENGINES

(Sterling Heights, Michigan)(020198S)

Year: 2002 & 2003

Models: 5.0L MPI w/ aluminum hood and

5.7L MPI w/ aluminum hood

Units: 425

Problem: Possible arcing or open flame at the coil wire

connection to the ignition coil and/or distributor cap;

possible fire/explosion if fuel or vapor source present

CRUSADER ENGINES

(Sterling Heights, Michigan)(030013S)

Year: 2002 - 2003

Models: 8.1L MPI STD

8.1L MPI HO

Units: 218

Problem: Fuel line connections at fuel rail may not be

fully locked into place; potential fuel leak; possible fire/

explosion if ignition source present

GLASTRON BOATS

(Little Falls, MN)(030063T)

Year: 2003

Models: GX 225

Units: 95

Problem: Operator and passenger seat bases might not

be properly installed; possible personal injury to user

BOMBARDIER MOTOR CORP. OF AMERICA

(Benton, IL)(000145T)

Year: 2000

Models: GTX, XP, RX DI, GTX DI, AND LRV

(5513, 5514, 5544, 5545, 5646, 5649, 5651,

5653, 5655, 5656, 5659, 5669 and 5688)

Units: 3,476

Problem: Clip securing air intake silencer could release

and allow gaskets to fall into throttle bodies; for DI (direct

injection) models only, fogging tube inside air silencer

could also be drawn into rear throttle body; loss of speed

control and possible collision

BOMBARDIER MOTOR CORP. OF AMERICA

(Waukegan, IL)(020139S)

Year: 2002

Models: 25 & 30 HP Johnson Outboards

Units: 1,046

Problem: Due to shift linkage misadjustment engines

might not have start-in-gear protection

BOMBARDIER RECREATIONAL PRODS.

(Sturtevant, WI)(020153T)

Year: 2002

Models: Utopia 185 and 205 Sport Boats

Units: 437

Problem: Starboard and/or port console may come

loose. If starboard console comes loose, operator might

lose steering/control causing danger of collision. If port

console comes loose handhold may separate from deck

causing passengers to lose balance

BOMBARDIER MOTOR CORP. OF AMERICA

(Benton, IL)(000124T)

Year: 2000

Models: Sea Doo RX 5513 and 5514

Units: 1,112

Problem: Sponsons may loosen and fall reducing

steering ability at high speed; possible danger of collision

BOMBARDIER MOTOR CORP. OF AMERICA

(Benton, IL)(000087T)

Year: 2000

Models: GTX and GTX RFI

Units: 10,436

Problem: Fuel fill adjacent to ventilation system

opening; operator could inadvertently fill engine

compartment with fuel; possible fire/explosion if ignition

source present

BOMBARDIER MOTOR CORP. OF AMERICA

(Benton, IL)(980165T)

Year: 1998

Models: Speedster and Challenger 1800

 jetboats

Units: 2,265

Problem: Seat swivel plates may crack or break;

operator or passengers may fall; potential for injury
Boating Safety Circular 13

HAMILTON JET

(Seattle, WA)(000197T)

Year: 1998

Models: HJ 212 steering assemblies with

serial nos.: 0001-2114

HJ 213 steering assemblies with

serial nos.: 0001-0299

Units: 1,261

Problem: Cracks in steering nozzle; possible steering

failure and danger of collision

HAMILTON JET

(Seattle, WA)(000085T)

Year: 1998 & 1999

Models: HJ 212 with serial nos. 964 - 1774

HJ 213 with serial nos. 001 - 234

Units: 676

Problem: Flange inserts on some jet units are oversized

and may become stiff or stick under certain circumstances;

possible steering failure and danger of collision

HARRIS KAYOT

(Fort Wayne, IN)(000248T)

Year: 1998 - 2001

Models: Pontoon boats equipped with Mercury

Outboards with the following last four

characters in their HINs: K798 - J001.

Units: 1,081

Problem: Wire on ignition interrupter switch may not be

connected; emergency shutoff switch might not operate

JERSEY MARINE INDUSTRIES

(West Berlin, NJ)(02R0362S)

Year: 2003

Models: Silverhawk

Units: 44

Problem: Metallic fuel fill not grounded

KAWASAKI MOTOR CORP., U.S.A.

(Santa Ana, CA)(010023T)

Year: 2000 & 2001

Models: JT-1100 C-1 (2000) & F-1 (2001)

Units: 6,065

Problem: Fuel pumps may be subject to corrosion

causing possible fuel leaks into engine compartment;

possible fire/explosion if ignition source present

KAWASAKI MOTOR CORP., U.S.A.

(Santa Ana, CA)(990167T)

Year: 1999

Models: Ultra 150

Units: 2,859

Problem: Overtightening of steering cable mounting nut

may cause nut to fail causing loss of steering control

KAWASAKI MOTOR CORP., U.S.A.

(Santa Ana, CA)(000225T)

Year: 1999 & 2000

Models: JH 1200-A1 AND JH 1200-A2

Units: 8,749

Problem: On 1999 JH 1200-A1 and 2000 JH 1200-A2,

fuel tank vent hose end can drop into engine compartment,

if incorrectly installed during vessel setup or during service

on steering column. Pressure buildup in tank can expel

gasoline/vapor from vent hose into engine compartment.

Under certain conditions, with vent hose in correct position,

fuel expelled onto deck and into engine compartment;

possible fire/explosion if ignition source present

KAWASAKI MOTOR CORP., U.S.A.

(Santa Ana, CA)(990186T)

Year: 1998 & 1999

Models: 1998 JT1100-B1 (7,986 units)

1998 JH1100-A3 (5,982 units)

1999 JT900-B1 (3,097 units)

1999 JT1100-B2 (4,193 units)

1999 JH1100-A4 (1,982 units)

Units: 23,240

Problem: Engine backfire can rupture fuel pump

diaphragm causing fuel leakage; possible fire/explosion if

ignition source present

KOHLER CO.

(Kohler, WI)(030088T)

Year: 1950 - 1989

Models: L600 or L654 gasoline engines: 2R, 2A, 2.5R,

2.5A, 3.5R, 3.5A, 4R, 4A, 5R, 5A, 6.5R,

6.5A, 7.5R, 7.5A

Problem: Failure of the black iron wet exhaust pipe may

cause carbon monoxide poisoning

LARSON BOATS

(Little Falls, MN)(030060T)

Year: 1999 - 2003

Models: Cabrio 333

Units: 290

Problem: Isolation bulkheads not properly sealed and

fuel vapors could reach areas containing electrical

equipment; possible fire/explosion if ignition source present

LARSON BOATS

(Little Falls, MN)(010066S)

Year: 2001

Models: SEI 180 BR I/O, SEI 190 BR SF

SEI 190 BR I/O and LXI 190 BR I/O

Units: 697

Problem: Basic Flotation
14 Boating Safety Circular

MERCURY MARINE

(Fond du Lac, WI)(020177S)

Year: 2003

Models: Mercury Racing 575 Sci

Units: 128

Problem: Fuel line between fuel filter and throttle bodies

on some Mercury 575 Sci engines may crack allowing fuel

to leak; possible fire/explosion if ignition source present

PLEASURECRAFT ENGINE GROUP

(Little Mountain, SC)(020196S)

Year: 2002-2003

Models: 5.7/5.0L MPI w/ serial nos. 420733 - 430688

Units: 1,093

Problem: Internal lead in coil wire positioned

incorrectly; possible fire/explosion if fuel/vapor source

present

POLARIS INDUSTRIES, INC.

(Medina, MN)(020091T)

Year: 2002

Models: Virage i & Virage TXi PWCs

Units: 3,458

Problem: Some fuel tanks may have a hole under the

fuel pump retaining nut threads; possible fire/explosion if

ignition source present

PRO-LINE BOATS

(Crystal River, FL)(990192T)

Year: 2000

Models: All boats with breaker box

 manufactured by ESI South, Inc.

Units: 147

Problem: Breaker box may contain non ignitionprotected circuit breakers; possible fire/explosion if fuel or

vapor source present

PURSUIT/S2 YACHTS, INC.

(Fort Pierce, FL)(000106S)

Year: 2000

Models: 2260 Denali w/ HINs:

SSUF2099G900 - SSUF2107K900

2460 Denali w/ HINs:

SSUF4362F900 - SSUF439IL900

Units: 39

Problem: Blower warning label missing

RINKER BOAT CO., INC.

(Syracuse, IN)(02R0311S)

Year: 2002

Models: 212 Captiva

Units: 1,081

Problem: Insufficient blower capacity in powered

ventilation system

MAXUM MARINE

(Everett, WA)(010122T)

Year: 2001

Models: 2100 SD

Units: 91

Problem: Isolation bulkheads not properly sealed and

fuel vapors could reach areas containing electrical

equipment; possible fire/explosion if ignition source present

MAXUM MARINE

(Salisbury, MD)(020202T)

Year: 2000 & 2001

Models: 2955 SCR Sun Cruisers

Units: 453

Problem: Isolation bulkheads not properly sealed and

fuel vapors could reach areas containing electrical

equipment; possible fire/explosion if ignition source present

MERCURY MARINE

(Fond du Lac, WI)(000247T)

Year: 2000 & 2001

Models: 240 HP M2 Jet Drive with serial nos.:

0E370718 to 0E394131

Units: 4,440

Problem: Potential short in voltage regulator; possible

fire/explosion if fuel or vapor source present

MERCURY MARINE

(Fond du Lac, WI)(010063T)

Year: 1999 & 2000

Models: 225/250 HP Mercury/Mariner

200/225 HP Optimax

3.0L Carb/Work versions

These are outboards with serial nos.:

0G927950 to 0T264046

Units: 14,108

Problem: Insufficient weld penetration between bracket

and shift cable attaching stud; potential loss of shift control

MERCURY MARINE

(Fond du Lac, WI)(010074T)

Year: 2001

Models: MCM 496 MAG Sterndrive Engines

MCM 496 MAG HO Sterndrive Engines

MIE 8.1S Horizon Inboard Engines

MIE 8.1S HO Inboard Engines

All have serial numbers in the range

between 0M025000 - 0M061418

Units: 2,501

Problem: Fuel line/ fuel rail outlet plug may not be

properly connected to fuel rail and may cause fuel leakage;

possible fire/explosion if ignition source present
Boating Safety Circular 15

RIVIERA CRUISER

(Columbia City, IN)(990117S)

Year: 1999

Models: Pontoon Boats equipped with built-in

Fikes Plastics Fuel Tanks w/ serial

nos: 904001 - 905159

Units: 97

Problem: Fuel tank leakage; possible fire or explosion if

ignition source present

SEA MAX

(Little Mountain, SC)(020197S)

Year: 2002-2003

Models: 5.7/5.0L MPI w/ serial nos.

225050 - 225200 - Model Year 2002

235026 - 235051 - Model Year 2003

Units: 50

Problem: Internal lead in coil wire not positioned

correctly; possible fire/explosion if fuel or vapor source

present

SEA RAY BOATS

(Knoxville, TN)(010092S)

Year: 2001

Models: 225WE with hull nos.: 3016-3102,

3104-3109, 3111-3117, 3119-3126,

3128-3191, 3193-3200, 3202-3216,

3218-3231, 3234, 3236-3246,

3248-3263, 3265-3295, 3297-3307,

3310-3314

240DA with hull nos.: 3341-3358,

3361-3378, 3380, 3382, 3384-3385,

3387-3390, 3392-3419

240SD with hull nos.: 3358, 3568,

3571, 3575, 3580, 3585, 3590, 3595,

3596, 3600, 3602, 3605, 3609, 3613,

3618, 3619, 3626, 3630, 3636, 3638,

3642, 3643, 3647, 3654, 3656, 3658,

3664, 3666, 3670, 3671, 3675, 3682,

3684, 3686, 3692, 3694, 3698, 3699,

3703, 3710, 3712, 3714, 3720, 3722,

3726, 3727, 3731, 3738, 3740, 3742,

3748, 3750, 3753, 3756, 3760, 3763,

3767, 3770, 3774, 3777, 3781, 3784,

3788, 3791, 3792

245WE with hull nos.: 3158-3182,

3187-3188, 3202, 3206-3210, 3218,

3221-3222, 3229-3230, 3233-3235,

3237-3238

Units: 466

Problem: Potential fuel leak at fuel tank pickup hose

connection; possible fire/explosion if ignition source

present

SEA RAY BOATS

(Knoxville, TN)(010089S)

Year: See below

Models: 370 AC (1997 - 2000) (186 units)

400 DB (1996 - 2001) (500 units)

420 AC (1996 - 2001) (223 units)

450 EB (1998 - 2001) (132 units)

460 DA (1999 - 2001) (130 units)

480 DB (1998 - 2001) (313 units)

540 CMY (2001) (19 units)

540 DA (1998 - 2001) (150 units)

560 DB (1998 - 2001) (109 units)

580 SS (1997 - 2000) (35 units)

Units: See above

Problem: Lack of overcurrent protection could lead to

heat buildup in electrical wiring; possible fire/explosion if

fuel or vapor source present

STARDUST CRUISERS, INC.

(Monticello, KY)(010047T)

Year: 1997 - 2000

Models: Houseboats with Mathers multistation

propulsion control system with hull

nos.: TKZ00850 - TKZ01100

Units: 343

Problem: Engine control relays not ignition-proof;

possible fire/explosion if fuel or vapor source present

SUMERSET CUSTOM HOUSEBOATS

(Somerset, KY)(020189T)

Year: 1992 - 1999

Models: Various

Units: 252

Problem: Shore power service circuit breakers on boats

with dual shorepower option improperly wired

TRACKER MARINE L.P.

(Springfield, MO)(021065S)

Year: 2003

Models: Laker 14 & 1436AWS

Units: 541

Problem: Level Flotation

TRACKER MARINE L.P.

(Springfield, MO)(030015T)

Year: 2003

Models: Bass Buggy 18 built 9/3/02 - 2/25/03

Fishin Barge 21 built 8/10/02 - 2/25/03

Fishin Barge 25 built 8/10/02 - 2/25/03

220F, Grn, Blu built 8/10/02 - 2/25/03

240F, Grn, Blu built 8/10/02 - 2/25/03

Units: 762

Problem: Incorrectly installed fuel feed fitting; potential

fuel leakage; possible fire/explosion if ignition source

present
16 Boating Safety Circular

VOLVO PENTA OF THE AMERICAS, INC.

(Chesapeake, VA)(980145T)

Year: 1997

Models: BY engines w/ serial nos.:

4110155491 - 4110159682

Units: 2,000

Problem: Improperly machined fuel pump inlet fitting

may cause fuel leakage; possible fire/explosion if ignition

source present

YAMAHA MOTOR CORP., U.S.A.

(Cypress, CA)(030115T)

Year: 2003

Models: SR230 (SRT1000-B and C-B)

Sport Boats

Units: 452

Problem: Hose clamps on fuel tank vent hose and fuel

tank vent check valve cannot be tightened to proper

specification and fuel tank vent check valve may have burrs

on plastic fittings which could prevent proper sealing

allowing vapor to escape; possible fire/explosion if ignition

source present

YAMAHA MOTOR CORP., U.S.A.

(Cypress, CA)(020072T)

Year: 2002

Models: GP1200A-A (“GP1200R”)

XA1200A-A (“XL1200”)

XA800A-A(“XLT800”)

Units: 2,097

Problem: Fuel sender assembly not adequately clamped

to its rubber fuel tank fitting allowing vapor to escape;

possible fire/explosion if ignition source present

YAMAHA MOTOR CORP., U.S.A.

(Cypress, CA)(020128T)

Year: 2002

Models: FX1000-A & FX1000C-A

Units: 3,666

Problem: Fuel pump module not sealed properly to fuel

tank surface; potential for vapor to escape; possible fire/

explosion if ignition source present

YAMAHA MOTOR CORP., U.S.A.

(Cypress, CA)(020176T)

Year: 2002

Models: FX1000C-A (FX140)

Units: 6,459

Problem: Wire harness inside air cleaner case may

interfere with throttle linkage and keep throttle open;

danger of collision

The Boating Safety Circular is in the public domain. It may be reproduced in whole or in part by an organization or individual without

permission. If it is reproduced, however, the Coast Guard would appreciate knowing how it is used. Write the Commandant (G-OPB), U.S.

Coast Guard, Washington, DC 20593-0001, or call: 1-800-368-5647.

NON-STANDARD DISTRIBUTION: B:c First District (125) only; Fifth District (250) only

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DISTRIBUTION -SDL No. 140
Boating Safety Circular 17

DEPARTMENT OF HOMELAND

SECURITY

Coast Guard

33 CFR Part 181

[USCG–2003–14272]

RIN 1625–AA53

Country of Origin Codes and Revision

of Regulations on Hull Identification

Numbers

AGENCY: Coast Guard, DHS.

ACTION: Final rule.

SUMMARY: The Coast Guard is revising its

regulations to allow U.S. manufacturers of

recreational boats to display a 2-character,

country of origin code before the 12-

character Hull Identification Number (HIN)

without separating the two by means of

borders or on a separate label as is currently

required by the HIN regulations. This

removal of our previous restriction will

allow U.S. manufacturers to comply with the

International Organization for

Standardization (ISO) HIN standard,

without changing the information

collected by States on undocumented

vessels they register because the U.S.

HINremains only 12 characters.

DATES: This final rule is effective August

16, 2004

ADDRESSES: Comments and material

received from the public, as well as

documents mentioned in this preamble as

being available in the docket, are part of

docket USCG–2003–14272 and are

available for inspection or copying to the

Docket Management Facility at room PL–

401 on the Plaza level of the Nassif

Building, 400Seventh Street SW.,

Washington, DC,between 9 a.m. and 5 p.m.,

Monday through Friday, except Federal

holidays. You may also find this docket on

the internet at http://dms.dot.gov.

FOR FURTHER INFORMATION CONTACT:

 If you have questions on this final

rule, call Mr. Alston Colihan, Office of

Boating Safety, Coast Guard, telephone

202–267–0984. If you have questions on

viewing or submitting material to the

docket, call Andrea M. Jenkins, Program

Manager, Docket Operations, telephone

202–366–0271.

SUPPLEMENTARY INFORMATION:

Regulatory History

 On June 20, 2003, we published in the

Federal Register (68 FR 36957) a notice of

proposed rulemaking (NPRM) entitled

“Country of Origin Codes and Revision of

Regulations on Hull Identification

Numbers.” We received six letters

commenting on the proposed rule. No

public hearing was requested and none was

held.

Background and Purpose

 In 1995, the International

Organization for Standardization (ISO)

finalized a hull identification number

standard (ISO 10087:1995(E)) consisting of

the existing Coast Guard 12-character HIN

format preceded by a 2-character country

code and a hyphen. Boat manufacturers in

the United States that export to Europe

started using the ISO HIN standard

beginning with the 1996 model year. The

ISO standard states that “A HIN shall

consist of 14 consecutive characters

plus a hyphen * * *.” But 33 CFR 181.27

of our HIN standard states, “If

additional information is displayed on

the boat within two inches of the hull

identification number, that information

must be separated from the hull

identification number by means of

borders or must be on a separate label

so that it will not be interpreted as part

of the hull identification number.”

While the ISO HIN standard includes a

paragraph, ISO 10087:1995(E)(6) entitled

“Additional information,” that contains

language nearly identical to that in § 181.27,

the ISO additional information requirements

do not apply to the country code and

hyphen, which are part of the 14-character,

international HIN.

 The American Boat and Yacht

Council (ABYC) develops voluntary

consensus safety standards for the

design, construction, equipage,

maintenance, and repair of small craft.

An ABYC Technical Committee

studying the ISO HIN standard and our

HIN standard concluded that the

differing requirements create a problem

for U.S. builders exporting to Europe.

One large U.S. manufacturer that

exports to Europe pointed out that use

of a separate tape to create the border

required by our HIN standard often

results in misalignment and other flaws

that may be confused with attempts to

alter an HIN.

 This proposal was discussed at the

October 29, 2001 meeting of the National

Boating Safety Advisory Council (66 FR

49445, September 27,

2001) and there were no

objections stated by State Boating Law

Administrators in attendance at the

meeting. The NBSAC passed a resolution

requesting the Coast Guard

to immediately pursue rulemaking for

an exception to current regulations to

allow the USA HIN system to conform

to the ISO HIN standard while not requiring

the states to include the country code in their

registration process.

Discussion of Comments

 By the close of the comment period on

September 18, 2003, we received six

comments from the following categories:

one individual, one State boating official,

one boat manufacturer, and three

associations.

Rule Beneficial to Import-Export

Community

 The individual supported the rule because

it removes the limitations of the separate

label requirement and will be beneficial to

the import-export community.

 The boat manufacturer supported the rule

because separation of the 2-character

country of origin code from the HIN by

means of borders or on a separate label is

burdensome and costly due to the necessity

to maintain two different HIN labeling

systems: one for boats sold domestically and

a second one for boats exported for sale

overseas. Removal of the requirement for

borders or a separate label around the

country of origin code will allow U.S.

manufacturers to comply with the ISO HIN

standard, without changing the information

collected by the States on undocumented

vessels they register.

 This manufacturer stated that one of the

challenges the company faces as an exporter

is being cost-effective while maintaining

compliance with regulations in different

countries or regions. The more the company

can streamline production to meet global

market standards, according to the

manufacturer, the greater the company’s

effectiveness as global marketing

competitors. As these views are consistent

with our proposed rule, we made no changes

in the rule based on these two comments.

Importance of Manufacturers and State

Officials Being Aware that Country of

Origin Codes are not Part of U.S. HINs

 The State boating official was not opposed

to the hyphen between the country of origin

and the HIN. According to the official, one

issue that may arise would be the entering of

stolen boats into State and National Crime

Information systems. If the country of

origin is included as part of the HIN on a

theft entry, that entry would not produce a

“hit” if someone looking to see if a vessel

was stolen simply uses the 12-digit HIN

which does not include a country code.

Therefore, the official suggests that it be

made clear to manufacturers and state titling

authorities that manufacturer’s statements of

origin and state titles only include the 12-

digit HIN.

 The Coast Guard agrees. Consistent with

the NBSAC resolution, our rule brings the

U.S. HIN system into conformity to the ISO

HIN standard and does not require the states

to include the country code in their

registration process. The manufacturer’s

statements of origin and state titles are State

33858 Federal Register/Vol. 69, No. 116/Thursday, June 17, 2004/Rules and Regulations
18 Boating Safety Circular

paperwork and ownership issues.

Publication of the state official’s concerns

here in the Federal Register, however,

should help ensure that manufacturers and

State officials take note of this concern. In

addition, we are revising our final rule to

expressly include a reference in § 181.27,

that the HIN is 12 characters long.

Advocates for Changing to 17-Character

HIN

 An association representing auto theft

investigators opposed the proposed rule,

because, according to the association, the

addition of two new HIN characters would

only serve to complicate and confuse the law

enforcement and insurance communities, as

well as various state registration departments

and the general public. Also according to

the comment, any HIN modification should

result in the adoption of a 17-character HIN

format as approved and submitted to the

Coast Guard by the association representing

auto theft investigators, the American Boat

and Yacht Council (ABYC) and the National

Association of State Boating Law

Administrators (NASBLA).

 Since the Coast Guard published the HIN

regulations in 1972, boat manufacturers

have had the option of including additional

characters near the HIN, provided the

additional characters were distinctly separate

–- by a hyphen from 1972 to 1984 and by

means of borders or on a separate label from

August 1, 1984 (48 FR 40716, September 9,

1983) to the present. United States

manufacturers exporting overseas have been

using the ISO HIN standards since 1996. In

addition, the 17-character HIN format to

which the comment refers is beyond the

scope of this rulemaking.

 An association representing State Boating

Law Administrators as well as an association

representing investigators of boat thefts also

opposed the proposed rule and instead,

supported adoption of the 17-character HIN

format. Again, U.S. manufacturers

exporting overseas have been using the ISO

HIN standards since 1996; however, they

have had to separate the country of origin

code from the 12-character HIN by means of

borders or with a separate label. This rule

simply makes the U.S. HIN regulations

more compatible with the ISO HIN

Standard. In addition, the 17-character HIN

format to which the associations refer is

beyond the scope of this rulemaking that

does not call for States to adjust for the

addition of any characters to the HIN.

 All three associations indicated we were

creating a 14-character HIN. We are not.

The country of origin code is separated by a

hyphen and is not part of the U.S. HIN. As

noted above, we have revised our final rule

to reflect that our HIN remains 12

characters.

Discussion of Rule

 We did not change the final rule from the

rule we proposed in 2003 (68 FR 36957,

June 20, 2003) with the exception of

inserting a reference to the length of the

HIN, 12 characters, in § 181.27. This final

rule will relieve manufacturers of

recreational boats who sell both

internationally and domestically of the

burden of the requirement to separate the

country of origin code for the United States,

“US-“, from the 12-character HIN by means

of borders or a separate label. Any other

information would still have to be separated

from the 12-character HIN by means of

borders or a separate label.

Regulatory Evaluation

 This rule is not a “significant regulatory

action” under section 3(f) of Executive

Order 12866, Regulatory Planning and

Review, and does not require an assessment

of potential costs and benefits under section

6(a)(3) of that Order. The Office of

Management and Budget has not reviewed it

under that Order. It is not “significant”

under the regulatory policies and procedures

of the Department of Homeland Security

(DHS).

 We expect the economic impact of this

rule to be so minimal that a full Regulatory

Evaluation under the regulatory policies and

procedures of DHS is unnecessary.

Allowing manufacturers following the ISO

HIN format to separate the country of origin

code without the use of borders or a separate

label would relieve a burden and thereby

reduce the costs of complying with the HIN

display requirement.

Small Entities

 Under the Regulatory Flexibility Act (5

U.S.C. 601-612), we have considered

whether this rule would have a significant

economic impact on a substantial number of

small entities. The term “small entities”

comprises small businesses, not-for-profit

organizations that are independently owned

and operated and are not dominant in their

fields, and governmental jurisdictions with

populations of less than 50,000. The Small

Business Administration (SBA) has size

standards for each industry and has

established codes under the North American

Industry Classification System (NAICS).

Each NAICS code identifies an industry, and

has a corresponding revenue- or employeebased small business size standard. The

only type of small entity that this rule would

affect would be small businesses.

 There were 4,420 U.S. manufacturers of

recreational boats in 2002, an estimated 80

percent of which qualify as small businesses

by the size standards of the SBA. However,

we have observed that the businesses we

have identified as small manufacture fewer

numbers of boats than their larger

competitors. In addition, most of the

businesses we have identified as small do

not export to the European market and

therefore would not follow the ISO HIN

format.

 Therefore, the Coast Guard certifies under

5 U.S.C. 605(b) that this rule would not

have a significant economic impact on a

substantial number of small entities.

Assistance for Small Entities

 Under section 213(a) of the Small

Business Regulatory Enforcement Fairness

Act of 1996 (Pub. L. 104-121), we have

offered to assist small entities in

understanding this final rule so that they can

better evaluate its effect on them and

participate in the rulemaking. If the rule

affects your small business, organization, or

governmental jurisdiction and you have

questions concerning its provisions or

options for compliance, please contact Mr.

Alston Colihan, Project Manager, Office of

Boating Safety, by telephone at (202) 267-

0984 or by e-mail at

acolihan@comdt.uscg.mil.

 Small businesses may also send comments

on the actions of Federal employees who

enforce, or otherwise determine compliance

with Federal regulations to the Small

Business and Agriculture Regulatory

Enforcement Ombudsman and the Regional

Small Business Regulatory Fairness Boards.

The Ombudsman evaluates these actions

annually and rates each agency’s

responsiveness to small business. If you

wish to comment on actions by employees

of the Coast Guard, call 1-888-REG-FAIR

(1-888-734-3247).

Collection of Information

This final rule would call for no new

collection of information under the

Paperwork Reduction Act of 1995 (44

U.S.C. 3501-3520).

Federalism

 A rule has implications for federalism

under Executive Order 13132, Federalism, if

it has a substantial direct effect on State or

local governments and would either preempt

State law or impose a substantial direct cost

of compliance on them. We have analyzed

this final rule under that Order and have

determined that it does not have

implications for federalism.

Unfunded Mandates Reform Act

 The Unfunded Mandates Reform Act of

1995 (2 U.S.C. 1531-1538) requires Federal

agencies to assess the effects of their

discretionary regulatory actions. In

particular, the Act addresses actions that

may result in the expenditure by a State,

 Federal Register/Vol. 69, No. 116/Thursday, June 17, 2004/Rules and Regulations 33859
Boating Safety Circular 19

local, or tribal government, in the aggregate,

or by the private sector of $100,000,000 or

more in any one year. This final rule would

not impose an unfunded mandate.

Taking of Private Property

 This rule would not affect a taking of

private property or otherwise have taking

implications under Executive Order 12630,

Governmental Actions and Interference with

Constitutionally Protected Property Rights.

Civil Justice Reform

 This final rule meets applicable standards

in sections 3(a) and 3(b)(2) of Executive

Order 12988, Civil Justice Reform, to

minimize litigation, eliminate ambiguity, and

reduce burden.

Protection of Children

 We have analyzed this rule under

Executive Order 13045, Protection of

Children from Environmental Health Risks

and Safety Risks. This rule is not an

economically significant rule and would not

create an environmental risk to health or risk

to safety that might disproportionately affect

children.

Indian Tribal Governments

 This rule does not have tribal implications

under Executive Order 13175, Consultation

and Coordination with Indian Tribal

Governments, because it would not have a

substantial direct effect on one or more

Indian tribes, on the relationship between

the Federal Government and Indian tribes,

or on the distribution of power and

responsibilities between the Federal

Government and Indian tribes.

33860 Federal Register/Vol. 69, No. 116/Thursday, June 16 , 2004/Rules and Regulations

Energy Effects

 We have analyzed this rule under

Executive Order 13211, Actions Concerning

Regulations That Significantly Affect

Energy Supply, Distribution, or Use. We

have determined that it is not a “significant

energy action” under that order because it is

not a “significant regulatory action” under

Executive Order 12866 and is not likely to

have a significant adverse effect on the

supply, distribution, or use of energy. The

Administrator of the Office of Information

and Regulatory Affairs has not designated it

as a significant energy action. Therefore, it

does not require a Statement of Energy

Effects under Executive Order 13211.

Environment

 We have analyzed this rule under

Commandant Instruction M16475.lD, which

guides the Coast Guard in complying with

the National Environmental Policy Act of

1969 (NEPA)(42 U.S.C. 4321-4370f), and

have concluded that there are no factors in

this case that would limit the use of a

categorical exclusion under section 2.B.2 of

the Instruction. Therefore, this rule is

categorically excluded, under figure 2-1,

paragraph (34)(d), of the Instruction, from

further environmental documentation. The

proposed rule to remove the requirement to

separate the 2-character country of origin

code from the 12-character HIN by means of

borders or on a separate label relates to the

documentation of vessels and is not

expected to have any environmental impact.

An “Environmental Analysis Checklist” and

a “Categorical Exclusion Determination” are

available in the docket where indicated

under ADDRESSES.

List of Subjects in 33 CFR Part 181

 Labeling, Marine safety, Reporting and

recordkeeping requirements

 For the reasons set out in the preamble,

the Coast Guard amends 33 CFR part 181 as

follows:

PART 181 — MANUFACTURER

REQUIREMENTS

J 1. The authority citation for part 181 is

revised to read as follows:

 Authority: 46 U.S.C. 4302

J 2. Revise § 181.27 to read as follows:

 § 181.27 Information displayed near

hull identification number.

 With the exception of the characters

“US-”, which constitute the country of

origin code for the United States, if

information is displayed on the boat within 2

inches of the 12-character hull identification

number (HIN), that information must be

separated from the HIN by means of

borders or must be on a separate label, so

that it will not be interpreted as part of the

hull identification number.

Dated: May 10, 2004

David S. Belz,

Rear Admiral, U.S. Coast Guard, Director

of Operations

[FR Doc. 04-13609 Filed 6-16-04; 8:45 am]
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