Commandant 

United States Coast Guard 

2100 Second Street, S.W. 

Washington, DC 20593-0001 

Staff Symbol: G-MRI-1 

Phone: (202) 267-1061 

Fax: (202) 267-4402 

Email:gchappell@comdt.uscg.mil 

 COMDTNOTE 16000 

 

31 JULY 2003

COMMANDANT NOTICE 16000 CANCELLED: 30 JULY 2004 

Subj: CH-13 TO MARINE SAFETY MANUAL, VOLUME I, ADMINISTRATION AND 

MANAGEMENT, COMDTINST M16000.6 

1. PURPOSE. This Notice provides changes to the subject Manual for the information, use and 

guidance of Coast Guard personnel assigned to marine safety duties. 

2. ACTION. Area and district commanders, commanders of maintenance and logistics commands, and 

commanders of Headquarters units shall ensure compliance with the provisions of this Notice. 

3. SUMMARY OF CHANGES. The enclosed Chapter 12, Information and Data Systems, cancels the 

existing chapter and provides updated information on all information and data systems related to the 

marine safety program. 

4. PROCEDURES. Remove and insert the following pages: 

Remove Insert

CONTENTS III-IV, CH-7 CONTENTS III-IV, CH-13 

12-i through 12-60 CH-11 12-i through 12-34, CH-13 

5. ENVIRONMENTAL ASPECT AND IMPACT CONSIDERATIONS. Environmental considerations 

were examined in the development of this directive and have been determined to be not applicable. 

DISTRIBUTION – SDL No. 140 

a b c d e f g h i j k l m n o p q r s t u v w x y z 

A B 8 * 5 208 1 1 2 C * 1 * * D 1 2* 1 1* * E * 2 * 

F 

G 

H 

NON-STANDARD DISTRIBUTION: (See page 2.) 
2

COMDTNOTE 16000 

 

6. FORMS/REPORTS. None. 

 T. H. GILMOUR /s/ 

 Rear Admiral, U.S. Coast Guard 

 Assistant Commandant for Marine Safety, 

 Security and Environmental Protection 

Encl: (1) CH-13 to COMDTINST M16000.6 

Non-Standard Distribution: 

B:c CCGD13 (15); CCGD8 (19); CCGD7 (11); CCGD9 (8); CCGD5 (7); CCGD1, 17 (6); 

CCGD11 (5); CCGD14 (4); MLCLANT, MLCPAC (1). 

E:e Marine Safety Center (35). 

C:e San Francisco (42); New Orleans (37); Morgan City (30); Long Beach (27); Anchorage (20); 

Houston-Galveston (19); Mobile (18); Portland OR, Galveston, Hampton Roads, Honolulu, 

Chicago (16); Boston (15); Port Arthur (13); Puget Sound, Corpus Christie (12); Jacksonville 

(11); Philadelphia, Tampa, Guam (10); Savannah (9); Paducah, St. Louis, Providence, 

Louisville, Wilmington (8); Memphis, Portland ME, Pittsburgh, San Juan (7); Milwaukee, San 

Diego, Buffalo, Juneau (6); Miami, Duluth, Detroit, Toledo, Huntington, Valdez (5); 

Cleveland, Sault Ste. Marie, Long Island Sound (4); Charleston (3). 

C:m Arlington, Acteur/MIO Europe, Feact/Asia (10); Falling Waters (5). 

C:n New York (37); Baltimore (22); South Texas (12); San Diego (6). 

D:b National Strike Force Coordination Center (1) (only). 

D:k New York (3); Jacksonville, New Orleans, Houston, San Francisco (1) (extra). 

D:1 CG Liaison Officer MILSEALIFTCOMD (Code N-CG7), CG Liaison Officer RSPA (DHM22), CG Liaison Officer Army Corps of Engineers, CG Liaison Officer American Samoa, CG 

Advisor NWC, CG Advisor Panama Canal Authority, CG Liaison Officer JUSMAGPHIL, CG 

Liaison Officer (IMO) London, CG Consultant (IMO/SAID) Caribbean, CG Attaché USDAO 

Bogotá; CG Liaison World Maritime University, CG Liaison Officer ABS (1). 

ABS (8). 

DOJ Torts Branch (Washington, DC; New York; San Francisco only) (1). 

MARAD (MRG 4700) (1). 

MSC (M-24) (1). 

NOAA Fleet Inspection Officer (1). 

NTSB (Marine Accident Division) (2). 

World Maritime University (2). 

U.S. Merchant Marine Academy, Kings Point, NY (1). 
Commandant 

United States Coast Guard 2100 Second Street, S.W. 

Washington, DC 20593-0001 

Staff Symbol: G-M 

Phone: (202) 267-2200 

FAX: (202) 267-4839 

 COMDTNOTE 16000 

 JUL 5 2001 

COMMANDANT NOTICE 16000 CANCELLED: JUL 4 2002

Subj: CH-12 MARINE SAFETY MANUAL, VOLUME I, ADMINISTRATION AND MANAGEMENT, 

COMDTINST M16000.6 

1. PURPOSE. This Notice provides changes to subject manual for the information, use, and guidance 

of Coast Guard personnel assigned to marine safety duties. 

2. ACTION. Area and district commanders, commanders of maintenance and logistics commands, 

commanders of headquarters units, Commander, Coast Guard Activities Europe and Commander, 

Coast Guard Activities Far East shall ensure compliance with the provisions of this Notice. 

3. DIRECTIVES AFFECTED. Enlisted Qualifications Manual, COMDTINST M1414.8B will be 

updated to reflect the qualification codes added to Chapter 7. 

4. SUMMARY OF CHANGES. 

a. The text of Chapter 7 paragraph C.2, Technical Level Training and Qualification, is removed and 

replaced to update and add technical level qualifications. 

b. The text of Chapter 7 paragraph D.3, “Grandfather” Clause, is removed and replaced to address 

qualifications no longer a part of the program’s core technical training and qualification 

program. 

5. PROCEDURES. Remove and insert the following pages:

Remove Insert

7-11 and 7-12, CH-7 7-11, 7-12, 7-12a, and 7-12b CH-12 

Line out all text above paragraph 3 on 7-13, CH-7 

7-14, CH-7 7-14, CH-12 

 DISTRIBUTION – SDL No. 139 

a b c d e f g h i j k l m n o p q r s t u v w x y z 

A 

B 1 1 1 1 1 1 1 1

C 1 1 1 

D 1 1 1 1 1

E 1 1 F 1 1 G H 
Commandant 

United States Coast Guard 

2100 Second Street, S.W. 

Washington, DC 20593-0001 

Phone: (202) 267-0266 

FAX: (202) 267-4402 

 COMDTNOTE 16000 

 31 October 1997 

COMMANDANT NOTICE 16000 CANCELED OCT 30 1998 

Subj: CH-11 TO COMDTINST M16000.6 (SERIES), MARINE SAFETY MANUAL, 

 VOLUME I, ADMINISTRATION AND MANAGEMENT 

1. PURPOSE. This notice provides changes to the subject manual for the 

 information, use and guidance of Coast Guard personnel assigned to 

 marine safety duties. 

2. ACTION. Area and district commanders, commanders of maintenance and 

 logistics commands, and commanders of Headquarters units shall ensure 

 compliance with the provisions of this Notice. 

 

3. SUMMARY OF CHANGES. 

 a. Sections 12.A. through 12.E. have been updated to reflect changes 

 in Headquarters organization, responsibilities and information 

 systems. 

 b. Section 12.I. has been updated to reflect changes in MSIS codes and 

 their use. 

 c. Sections 12.N was added to establish time frames for the entry of 

 MSIS data. 

 d. Section 12.O. was added to address Freedom of Information Act and 

 Records Management issues related to data systems that are not 

 addressed by other Commandant Instructions. 

 
Commandant 

United States Coast Guard 

2100 Second Street, S.W. 

Washington, DC 20593-0001 

Phone: (202) 267-0266 

FAX: (202) 267-4402 

 COMDTNOTE 16000 

 31 October 1997 

4. PROCEDURES. Remove and insert the following pages: 

Remove Insert

12-i through 12-40, CH-7 12-i through 12-60, CH-11 

 

 R.C. NORTH 

 Rear Admiral, U.S. Coast Guard 

 Assistant Commandant for Marine Safety 

 and Environmental Protection 

Encl: (1) CH-11 to COMDTINST M16000.6 

Non-Standard Distribution: 

B:c CCGD13 (15); CCGD8 (19), CCGD7 (11), CCGD9 (8), CCGD5 (7), CCGD1, 17 

 (6); CCGD11 (5); CCGD14 (4); MLCLANT, MLCPAC (1). 

C:e San Francisco (42); New Orleans (37); Morgan City (30); Long Beach 

 (27); Anchorage (20); Houston-Galveston (19); Mobile (18); Portland 

 OR, Galveston, Hampton Roads, Honolulu, Chicago (16); Boston (15); 

 Port Arthur (13); Puget Sound, Corpus Christi (12); Jacksonville 

 (11); Philadelphia,Tampa, Guam (10); Savannah (9); Paducah, St. 

 Louis, Providence, Louisville, Wilmington (8); Memphis, Portland ME, 

 Pittsburgh, San Juan (7); Milwaukee, San Diego, Buffalo, Juneau (6); 

 Miami, Duluth, Detroit, Toledo, Huntington, Valdez (5); Cleveland, 

 Sault Ste. Marie, Long Island Sound (4); Charleston (3). 

C:m Arlington, Acteur/MIO Europe, Feact/Asia (10); Falling Waters (5). 

C:n New York (37); Baltimore (22); South Texas (12); San Diego (6). 

D:b National Strike Force Coordination Center (1) (only). 

D:k New York (3); Jacksonville, New Orleans, Houston, San Francisco (1) 

 (extra). 

D:l CD Liaison Officer MILSEALIFTCOMD (Code N-CG7), CG Liaison Officer 

 RSPA (DHM-22), CG Liaison Officer Army Corps of Engineers, CG Liaison 

 Officer Americaon Samoa, CG Advisor NWC, CG Advisor Panama Canal 

 Commission, CG Liaison Off~cer JUSMAGPHIL,CG Liaison Officer (IMO) 

 London, CG Consultant (IMO/SAID) Caribbean, CG Attache US DAO Bogota, 

 CG Liaison World Maritime University, CG Liaison Officer ABS (1). 

F:j Except Tampa. 

 

ABS (8). 

DOJ Torts Branch (Washington, DC; New York; San Francisco only) (1). 

MARAD (MRG 4700) (1). 

MSC (M-24) (1). 

NOAA Fleet Inspection Officer (1). 

NTSB (Marine Accident Division) (2). 

World Maritime University (2). 

U.S. Merchant Marine Academy, Kings Point, NY (1). 

2 
G-MSR-2

Commandant 

United States Coast Guard 

2100 Second Street, S.W. 

Washington, DC 20593-0001 

Staff Symbol: G-MSR-2

Phone: (202) 267-0257 

FAX: (202) 267-4402 

 COMDTNOTE 16000 

 31 March 1997 

COMMANDANT NOTICE 16000 CANCELLED: MAR 31 1998 

Subj: CHANGE 10 TO MARINE SAFETY MANUAL, VOLUME I, ADMINISTRATION 

 AND MANAGEMENT, COMDTINST M16000.6 (SERIES) 

1. PURPOSE. This Notice provides changes to subject Manual for 

 the information, use, and guidance of Coast Guard personnel 

 assigned to marine safety duties. 

2. ACTION. Area and district commanders, commanders of 

 maintenance and logistics commands, and commanders of 

 headquarters units, shall ensure compliance with the 

 provisions of this Notice. 

3. SUMMARY OF CHANGES. Guidance for OCMI delegation of 

 signature authority is contained in new paragraph 

 2.I.2.a.(2), OCMI Signature Redelegation. 

4. PROCEDURES. Remove and insert the following pages: 

Remove Insert

 2-i and 2-ii, CH-7 2-i and 2-ii, CH-10 

 2-23 and 2-24, CH-7 2-23 and 2-24, CH-10 

 Appendix A, CH-10 

5. DOCUMENTATION. Date and sign the Record of Changes. File 

 this Notice with the Manual as a record of changes. 

 J.C. CARD 

 Rear Admiral, U.S. Coast Guard 

 Assistant Commandant for Marine Safety 

 and Environmental Protection 

Encl: (1) CH-10 to COMDTINST M16000.6 (SERIES) 
COMDTNOTE 16000 

Non-Standard Distribution: 

 ABS (1). 

 DOJ Torts Branch (Washington, DC; New York; San Francisco only) (1). 

 MARAD (MRG 4700) (1). 

 MSC (M-24) (1). 

 NOAA Fleet Inspector (1). 

 NTSB (Marine Accident Division) (1). 

 World Maritime University (1). 

 U.S. Merchant Marine Academy, Kings Point, NY (1). 

 2 
Commandant 

United States Coast Guard 

2100 Second Street, S.W. 

Washington, DC 20593-0001 

Phone: (202) 267-0784 

FAX: (202) 267-4402 

 COMDTNOTE 16000 

 OCTOBER 20,1994 

COMMANDANT NOTICE 16000 CANCELLED: OCT 19 1995 

Subj: CH-9 TO COMDTINST M16000.6 (SERIES), MARINE SAFETY MANUAL, 

 VOLUME I, ADMINISTRATION AND MANAGEMENT 

1. PURPOSE. This Notice provides changes to subject manual for the 

 information, use, and guidance of Coast Guard personnel assigned 

 to-marine safety duties. 

2. ACTION. Area and district commanders, commanders of maintenance 

 and logistics commands, commanders of Headquarters units, and 

 Commander, Coast Guard Activities Europe shall ensure compliance 

 with-the provisions of this Notice. 

3. SUMMARY OF CHANGES. 

 a. Pages 7-45 and 7-46 of Chapter 7, Professional Training and 

 Qualification, are replaced adding two lines that were 

 inexplicably left off page 7-45 when it was printed out. 

 b. The text of Section 9.C, Public Access To Information, is 

 removed and replaced by the statement: See Privacy and 

 Freedom of Information Acts Manual, COMDTINST M5260.2 

 (Series). 

4. PROCEDURES. Remove and insert the following pages: 

Remove Insert

 7-45 and 7-46, CH-7 7-45 and 7-46, CH-9 

 9-i through 9-ii,-CH-7 9-i through 9-ii, CH-9 
 COMDTNOTE 16000 

 Remove Insert

 9-9 through 9-20, CH-7 9-9 through 9-14, CH-9 

 JOSEPH J. ANGELO 

 ACTING CHIEF, OFFICE OF MARINE SAFETY, 

 SECURITY AND ENVIRONMENTAL PROTECTION 

Encl: (1) CH-9 to COMDTINST M16000.6 
Non-Standard Distribution: 

B:c CCGD13 (15); CCGD8 (14); CCGD7 (11); CCGD9 (8); 

 CCGD5 (7); CCGD1, 17 (6); CCGD2, CCGD11 (5); CCGD14 

 (4); MLCLANT, MLCPAC (1). 

C:e San Francisco (42); Morgan City (30); Los 

 Angeles/Long Beach (27); New Orleans (25); 

 Baltimore (22); Anchorage (20); Houston (19); 

 Mobile (18); Portland OR,.Galveston, Hampton Roads, 

 Honolulu (16); Boston (15); Port Arthur (13); Puget 

 Sound, Chicago, Corpus Christi (12); Jacksonville 

 (11); Philadelphia, Tampa, Guam (10); Savannah, 

 (9); Paducah, St. Louis, Providence, Louisville, 

 Wilmington (8); Memphis, Portland ME, Pittsburgh, 

 San Juan (7); Milwaukee, San Diego, Buffalo, Juneau 

 (6); Miami, Duluth, Detroit, Toledo, Huntington, 

 Valdez (5); Cleveland, Sault Ste. Marie (4); 

 Charleston (3). 

C:m New York (15); Sturgeon Bay (3). 

D:b National Strike Force Coordination Center (1) 

 (only). 

D:d New Orleans (12); New-York (6) (extra). 

D:k New York (3); Jacksonville, New Orleans, Houston, 

 San Francisco (1) (extra).' 

D:l CG Liaison Officer MILSEALIFTCOMD (Code N-CG7), CG 

 Liaison Officer RSPA (DHM-22), CG Liaison Officer 

 MARAD (MAR-742), CG Liaison Officer Army Corps of 

 Engineers, CG Liaison Officer American Samoa, CG 

 Advisor NWC, CG Advisor Panama Canal Commission', 

 CG Liaison Officer JUSMAGPHIL, CG Liaison Officer 

 (IMO) London, CG Consultant (IMO/SAID) Caribbean, 

 CG Attache US DAO Bogota, CG Liaison World Maritime 

 University, CG Liaison Officer ABS (1). 

E:o New York (15); Grand Haven (4); Long Island Sound 

 (2); Sault Ste. Marie (1). 

F:j Except Tampa. 

 ABS (8). 

 DOJ Torts Branch (Washington, DC; New York; San 

 Francisco only) (1) 

 MARAD (MRG 4700) (1). 

 MSC (M-24) (1). 

 NOAA Fleet Inspection Officer (1). 

 NTSB (Marine Accident Division) (2). 

 World Maritime University (2). 

 U.S. Merchant Marine Academy, Kings Point, NY 
Commandant 

United States Coast Guard 

2100 Second Street, S.W. 

Washington, DC 20593-0001 

Phone: (202) 267-0784 

FAX: (202) 267-4402 

 COMDTNOTE 16000 

 9 FEB 1994 

COMMANDANT NOTICE 16000 CANCELLED: FEB 8 1995 

Subj: CH-8 TO COMDTINST M16000.6 (SERIES), MARINE SAFETY 

 MANUAL, VOLUME I, ADMINISTRATION AND MANAGEMENT 

1. PURPOSE. This Notice provides changes to subject manual 

 for the information, use, and guidance of Coast Guard 

 personnel assigned to marine safety duties. 

2. ACTION. Area and district commanders, commanders of 

 maintenance and logistics commands, commanders of 

 Headquarters units, and Commander, Coast Guard Activities 

 Europe shall ensure compliance with the provisions of this 

 Notice. 

3. SUMMARY OF CHANGES. The enclosed Chapter 4, Law 

 Enforcement, cancels the existing chapter and consolidates 

 a completely new enforcement policy. 

4. PROCEDURES. Remove and insert the following pages: 

Remove Insert

 CONTENTS I through II, CH-7 CONTENTS I through II, CH-8 

 4-i through 4-viii, CH-4 4-i through 4-ii, CH-8 

 4-1 through 4-75, CH-4 4-1 through 4-29, CH-8 
COMDTNOTE 16000 

 Remove Insert

 FIGURES I through FIGURES II, FIGURES I through FIGURES 

 CH-7 II, CH-8 

 A.E. HENN 

 Rear Admiral, U.S. Coast Guard 

 Chief, Office of Marine Safety, 

 Security and Environmental 

 Protection 

Encl: (1) CH-8 to COMDTINST M16000.6 

 2 
 COMDTNOTE 16000 

Non-Standard Distribution: 

B:c CCGD9, 13 (15); CCGD8 (14); CCGD7 (11); CCGD5 (7); 

 CCGD1, 17 (6); CCGD2, CCGD11 (5); CCGD14 (4); 

 MLCLANT, MLCPAC (1). 

C:e New Orleans (90); San Francisco (42); Puget Sound 

 (40); Morgan City (30); Los Angeles/Long Beach 

 (27); Baltimore (22); Anchorage (20); Houston (19); 

 Mobile (18); Portland OR, Galveston, Hampton Roads, 

 Honolulu (16); Miami, Boston (15); Port Arthur 

 (13); Chicago, Corpus Christi (12); Jacksonville 

 (11); San Diego, Philadelphia, Tampa, Guam (10); 

 Savannah, Duluth (9); Paducah, St. Louis, 

 Providence, Louisville, Wilmington (8); Memphis, 

 Portland ME, Pittsburgh, Cleveland (7); San Juan, 

 Buffalo, Juneau (6); Detroit, Toledo, Huntington, 

 Valdez (5); Charleston, Milwaukee (4). 

C:m New York (75); St. Ignace (4); Sturgeon Bay (3). 

D:b National Strike Force Coordination Center (1) 

 (extra). 

D:d New Orleans (12); New York (6) (extra). 

D:k New York (3); Jacksonville, New Orleans, Houston, 

 San Francisco (1) (extra). 

D:l CG Liaison Officer MILSEALIFTCOMD (Code N-CG7), CG 

 Liaison Officer RSPA (DHM-22), CG Liaison Officer 

 MARAD (MAR-742), CG Liaison Officer Army Corps of 

 Engineers, CG Liaison Officer American Samoa, CG 

 Advisor NWC, CG Advisor Panama Canal Commission, CG 

 Liaison Officer JUSMAGPHIL, CG Liaison Officer 

 (IMO) London, CG Consultant (IMO/SAID) Caribbean, 

 CG Attache US DAO Bogota, CG Liaison World Maritime 

 University, CG Liaison Officer ABS (1). 

E:o New York (15); Grand Haven (4); Long Island Sound 

 (3); Sault Ste. Marie (1). 

F:jp Except Tampa. 

 ABS (8). 

 DOJ Torts Branch (Washington, DC; New York; San 

 Francisco only) (1). 

 MARAD (MRG 4700) (1). 

 MSC (M-24) (1). 

 NOAA Fleet Inspection Officer (1). 

 NTSB (Marine Accident Division) (2). 

 World Maritime University (2). 

 U.S. Merchant Marine Academy, Kings Point, NY (1). 

 3 
Commandant 

United States Coast Guard 

2100 Second Street, S.W. 

Washington, DC 20593-0001 

Phone: (202) 267-1483 

FAX: (202) 267-4402 

 COMDTNOTE 16000 

 DECEMBER 23, 1993 

COMMANDANT NOTICE 16000 CANCELLED: DEC 22 1994 

Subj: CH-7 TO COMDTINST M16000.6 (SERIES), MARINE SAFETY 

 MANUAL, VOLUME 1, ADMINISTRATION AND MANAGEMENT 

1. PURPOSE. This Notice provides changes to subject manual 

 for the information, use, and guidance of Coast Guard 

 personnel assigned to marine safety duties. 

2. ACTION. Area and district commanders, commanders of 

 maintenance and logistics commands, commanders of 

 headquarters units., and Commander, Coast Guard Activities 

 Europe shall ensure compliance with the provisions of this 

 instruction. 

3. PROCEDURES. 

 a. Remove and insert the following pages: 

Remove Insert

 CONTENTS I through II, CH-4 CONTENTS I through II, 

 CH-7 

 CONTENTS III through IV, CH-5 CONTENTS III through IV, 

 CH-7 

 1-3 through 1-4 1-3 through 1-4b,CH-7 

 2-i through 2-iv 

 2-v, CH-2 2-i through 2-iii,CH-7 

 2-1 through 2-32 

 2-33 through 2-40, CH-2 2-1 through 2-33,CH-7 

 7-i through 7-v 7-i through 7-v,CH-7 
COMDTNOTE 16000 

 Remove Insert

 7-1 through 7-44 7-1 through 7-58,CH-7 

 9-i through 9-ii 9-i through 9-ii, CH-7 

 9-1 through 9-16 9-1 through 9-20, CH-7 

 Appendix A, Chapter 10, Appendix A, Chapter 10, 

 CH-3 CH-7 

 11-i through 11-ii 11-i through 11-iii, CH-7 

 11-15 through 11-28 

 11-28 through 11-29, CH-2 11-15 through 11-27, CH-7 

 12-i through 12-vii, CH-5 12-i through 12-x, CH-7 

 12-5 

 12-6 through 12-8, CH-5 12-5 through 12-8b, CH-7 

 12-24e through 12-24g, CH-5 12-24e through 12-24h, 

 CH-7 

 FIGURES I, CH-4 FIGURES I through II, CH-7 

 b. Make the following pen-and-ink changes to pages 

 12-30 and12-31: 

 Change FIGURE 12-2 to FIGURE 12-1; and 

 Change FIGURE 12-3 to FIGURE 12-2. 

4. SUMMARY OF CHANGES. Substantive changes have been 

 marked with a vertical line; editorial changes are 

 not marked. 

 a. Chapter 1 contains a revised list of the Marine 

 Safety Manual volumes. Volume IX will be Marine 

 Environmental Protection and Volume XI will be 

 Vessel Documentation. 

 b. Chapter 2 (Authority And Performance Standards 

 for Marine Safety Activities) has been 

 rewritten. Sections 2.J (Port Safety And 

 Security (PSS) And Marine Environmental 

 Protection (MEP) Mission Performance Standards), 

 2.K (Authority For Commercial Vessel Safety 

 (CVS) Performance Standards), and 2.0 (MSIS) are 

 still being developed. 

 c. Chapter 7 (Professional Training And 

 Qualification) has been updated to reflect 

 current policy and procedures and the current 

 training and qualification program. Section 7.J 

 (Reserve Training) has been developed. 

 d. Chapter 9 (Miscellaneous Administrative 

 Concerns) has been updated. There are 

 substantive changes throughout the chapter, the 

 more extensive changes being to the sections on 

 Management of Regulatory Projects, Marine Safety 

 Council, Packaged Hazardous Materials, 

 Stipulations Of Confidentiality, and Public 

 Information Assist Team (PIAT). 

 2 
 COMDTNOTE 

 16000 

 e. A revised Appendix A has been added to Chapter 10 

 (occupational Health And Safety Programs). 

 f. Chapter 11 (External Relations) sections on Parties 

 To International Conventions and Great Lakes 

 Pilotage have been updated. A new Figure 11-1 is 

 located at the end of the chapter. 

 g. Chapter 12 (Information And Data Systems) contains 

 changes to the sections on Reporting Procedures and 

 Total Time Spent Per Activity. 

 h. Starting with this change, conversion of the Marine 

 Safety Manual to the metric system begins. 

 A. E. HENN 

 REAR ADMIRAL, U.S. COAST GUARD 

 CHIEF, OFFICE OF MARINE SAFETY, 

 SECURITY AND ENVIRONMENTAL 

 PROTECTION 

Encl: (1) CH-7 to COMDTINST M16000.6 

 3 
COMDTNOTE 16000 

Non-Standard Distribution: 

B:c CCGD9, 13 (15); CCGD8 (14); CCGD7 (11); CCGD5 (7); 

 CCGD1, 17 (6); CCGD2, CCGD11 (5); CCGD14 (4); 

 MLCLANT, MLCPAC (1). 

C:e New Orleans (90); San Francisco (42); Puget Sound 

 (40); Morgan City (30); Los Angeles/Long Beach 

 (27); Baltimore (22); Anchorage (20); Houston (19); 

 Mobile (18); Portland OR, Galveston, Hampton Roads, 

 Honolulu (16); Miami, Boston (15); Port Arthur 

 (13); Chicago, Corpus Christi (12); Jacksonville 

 (11); San Diego, Philadelphia, Tampa, Guam (10); 

 Savannah, Duluth (9); Paducah, St. Louis, 

 Providence, Louisville, Wilmington (8); Memphis, 

 Portland ME, Pittsburgh, Cleveland (7); San Juan, 

 Buffalo, Juneau (6); Detroit, Toledo, Huntington, 

 Valdez (5); Charleston, Milwaukee (4). 

C:m New York (75); St. Ignace (4); Sturgeon Bay (3). 

D:b National Strike Force Coordination Center (1) 

 (extra). 

D:d New Orleans (12); New York (6) (extra). 

D:k New York (3); Jacksonville, New Orleans, Houston, 

 San Francisco (1) (extra). 

D:l CG Liaison Officer MILSEALIFTCOMD (Code N-CG7), CG 

 Liaison Officer RSPA (DHM-22), CG Liaison Officer 

 MARAD (MAR-742), CG Liaison Officer Army Corps of 

 Engineers, CG Liaison Officer American Samoa, CG 

 Advisor NWC, CG Advisor Panama Canal Commission, CG 

 Liaison Officer JUSMAGPHIL, CG Liaison Officer 

 (IMO) London, CG Consultant (IMO/SAID) Caribbean, 

 CG Attache US DAO Bogota, CG Liaison World Maritime 

 University, CG Liaison Officer ABS (1). 

E:o New York (15); Grand Haven (4); Long Island Sound 

 (3); Sault Ste. Marie (1). 

F:j Except Tampa. 

 ABS (8). 

 DOJ Torts Branch (Washington, DC; New York; San 

 Francisco only) (1). 

 MARAD (MRG 4700) (1). 

 MSC (M-24) (1). 

 NOAA Fleet Inspection Officer (1). 

 NTSB (Marine Accident Division) (2). 

 World Maritime University (2). 

 U.S. Merchant Marine Academy, Kings Point, NY (1). 

 4 
Commandant 

United States Coast Guard 

2100 Second Street, S.W. 

Washington, DC 20593-0001 

Phone: (202) 267-1483 

FAX: (202) 267-4402 

 COMDTNOTE 16000 

 24 FEB 1991 

COMMANDANT NOTICE 16000 CANCELLED AUG 23 1993 

Subj: CH-6 to COMDTINST M16000.6 (Series), Marine Safety 

 Manual, volume I, Administration and Management 

1. PURPOSE. This Notice provides changes to subject manual 

 for the information, use, and guidance of Coast Guard 

 personnel assigned to marine safety duties. 

2. SUMMARY OF CHANGES. 

 a. Chapter 6, Personnel Management, has been updated. 

 b. Appendix B (Safety and Occupational Health 

 Coordinator's Library), Appendix C (List of Benzene 

 Containing Products), and Appendix E (List of Oils 

 Considered to Pose A Minimal Health Risk to Response 

 Personnel) have been added to Chapter 10, Occupational 

 Health and Safety Programs. Also included are revised 

 pages 3 and 4 of previously published Appendix G. 

3. ACTION. 

 a. Remove and insert the following pages: 

Remove Insert

 6-i through 6-ii, CH-1 6-i through 6-ii, CH-6 

 6-1 through 6-12 6-1 through 6-12, CH-6 

 6-13 through 6-14, CH-1 6-13 through 6-21, CH-6 

 10-iii through 10-iv, 10-iii through 10-iv, CH-6 

 CH-3 

 APPENDIX B, CH-6 

 APPENDIX C, CH-6 
COMDTNOTE 16000 

24 FEB 1993 

 Remove Insert

 APPENDIX E, CH-6 

 3 through 4, APPENDIX G, 3 through 4, APPENDIX 

 CH-3 G, CH-6 

 A. E. HENN 

 Rear Admiral, U.S. Coast Guard 

 Chief, Office of Marine 

 Safety, Security 

 and Environmental Protection 

Encl: (1) CH-6 to COMDTINST M16000.6 
COMDTNOTE 16000 

24 FEB 1993 

Non-Standard Distribution: 

B:c CCGD9, 13 (15); CCGD8 (14); CCGD7 (11); CCGD5 (7); 

 CCGD1, 17 (6); CCGD2, CCGD11 (5); CCGD14 (4); 

 MLCLANT, MLCPAC (1). 

C:e New Orleans (90); San Francisco (42); Puget Sound 

 (40); Morgan City (30); Los Angeles/Long Beach 

 (27); Baltimore (22); Anchorage (20); Houston (19); 

 Mobile (18); Portland OR, Galveston, Hampton Roads, 

 Honolulu (16); Miami, Boston (15); Port Arthur 

 (13); Chicago, Corpus Christi (12); Jacksonville 

 (11); San Diego, Philadelphia, Tampa, Guam (10); 

 Savannah, Duluth (9); Paducah, St. Louis, 

 Louisville, Wilmington (8); Memphis, Portland ME, 

 Pittsburgh, Cleveland (7); San Juan, Buffalo, 

 Juneau (6); Detroit, Providence" Toledo, 

 Huntington, Valdez (5); Charleston, Milwaukee (4). 

C:m New York (75); St. Ignace (4); Sturgeon Bay (3). 

D:b National Strike Force Coordination Center (1) 

 (extra). 

D:d New Orleans (12); New York (6) (extra). 

D:k New York (3); Jacksonville, New Orleans, Houston, 

 San Francisco (1) (extra). 

D:l CG Liaison Officer MILSEALIFTCOMD (Code N-CG7), CG 

 Liaison Officer RSPA (DHM-22), CG Liaison Officer 

 MARAD (MAR-742), CG Liaison Officer Army Corps of 

 Engineers, CG Liaison Officer American Samoa, CG 

 Advisor NWC, CG Advisor Panama Canal Commission, CG 

 Liaison Officer JUSMAGPHIL, CG Liaison Officer 

 (IMO) London, CG Consultant (IMO/SAID) Caribbean, 

 CG Attache US DAO Bogota, CG Liaison World Maritime 

 University, CG Liaison Officer ABS (1). 

E:o New York (15); Grand Haven (4); Long Island Sound 

 (3); Sault Ste. Marie (1). 

F:j Except Tampa. 

 ABS (8). 

 DOJ Torts Branch (Washington, DC; New York; San 

 Francisco only) (1). 

 MARAD (MRG 4700) (1). 

 MSC (M-24) (1). 

 NOAA Fleet Inspection Officer (1). 

 NTSB (Marine Accident Division) (2). 

 World Maritime University (2). 

 U.S. Merchant Marine Academy, Kings Point, NY (1). 

 3 
Commandant 

United States Coast Guard 

2100 Second Street, S.W. 

Washington, DC 20593-0001 

Phone: (202) 267-1483 

FAX: (202) 267-4402 

 COMDTNOTE 16000 

 8 SEP 1992 

COMMANDANT NOTICE 16000 CANCELLED 7 MAR 1993 

Subj: CH-5 to COMDTINST M16000.6 (Series), Marine 

 Safety Manual, Volume I, Administration and 

 Management 

1. PURPOSE. This Notice provides a change to subject 

 manual for the information, use, and guidance of 

 Coast Guard personnel assigned to marine safety 

 duties. 

2. SUMMARY OF CHANGE. This change reflects revisions 

 to the MSIS Port Safety Module that went on-line 1 

 July 1991. It provides revised reporting 

 instructions and explains the use of the various 

 MSIS codes in the Port Safety Module. 

3. ACTION. 

 a. Remove and insert the following pages: 

Remove Insert

 CONTENTS III through IV CONTENTS III through IV, CH-5 

 12-i through 12-v 12-i through 12-vii, CH-5 

 12-5 through 12-24 12-5 through 12-24h, CH-5 

 A. E. HENN 

 Chief, Office of Marine Safety, 

 Security and Environmental 

 Protections 

Encl: (1) CH-5 to COMDTINST M16000.6 
COMDTNOTE 16000 

8 SEP 1992 

Non-Standard Distribution: 

B:c CCGD9, 13 (15); CCGD8 (14); CCGD7 (11); CCGD2 (10); CCGD5 

 (7); CCGD1, 17 (6); CCGD11 (5); CCGD14 (4); MLCLANT, 

 MLCPAC (1). 

C:e New Orleans (90); San Francisco (42); Puget Sound (40); 

 Morgan City (30); Los Angeles/Long Beach (27); Baltimore 

 (22); Anchorage (20); Houston (19); Mobile (18); Portland 

 OR, Galveston, Hampton Roads, Honolulu (16); Miami, 

 Boston (15); Port Arthur (13); Jacksonville (11); San 

 Diego,Philadelphia, Tampa, Guam (10); Savannah, Duluth 

 (9); Paducah, St. Louis, Chicago, Louisville, Wilmington 

 (8); Memphis, Portland ME, Pittsburgh, Cleveland (7); San 

 Juan, Buffalo, Juneau (6); Detroit, Providence, Corpus 

 Christi, Toledo, Huntington, Valdez (5); Charleston, 

 Milwaukee (4). 

C:m New York (75); St. Ignace (4); Sturgeon Bay (3). 

D:d New Orleans (12); New York (6) (extra). 

D:k New York (3); Jacksonville, New Orleans, Houston, San 

 Francisco (1) (extra). 

D:1 CG Liaison Officer MILSEALIFTCOMD (Code N-CG7), CG 

 Liaison Officer RSPA (DHM-22), CG Liaison Officer MARAD 

 (MAR-720.2), CG Liaison Officer Army Corps of Engineers, 

 CG Liaison Officer American Samoa, CG Advisor NWC, CG 

 Advisor Panama Canal Commission, CG Liaison Officer 

 JUSMAGPHIL, CG Liaison Officer (IMO) London, CG 

 Consultant (IMO/SAID) Caribbean, CG Attache US DAO 

 Bogota, CG Liaison World Maritime University(1). 

E:o New York (15); Grand Haven (4); Long Island Sound (3); 

 Sault Ste. Marie (1). 

 ABS (2). 

 DOJ Torts Branch (Washington, DC; New York; San Francisco 

 only) (1). 

 MARAD (MRG 4700) (1). 

 MSC (M-24) (1). 

 NOAA Fleet Inspection Officer (1). 

 NTSB (Marine Accident Division) (2). 

 World Maritime University (2). 

 U.S. Merchant Marine Academy, Kings Point, NY (1) 

 2 
COVER OMITTED 

(G-MP-4)

2100 Second Street, S.W. 

Washington, DC 20593-0001 

Phone: (202) 267-1483 

FAX: (202) 267-4402 

 COMDTNOTE 16000 

 07 MAY 1992 

COMMANDANT NOTICE 16000 CANCELLED: 06 NOV 1992 

Subj: CH-4 to COMDTINST M16000.6 (Series), Marine Safety Manual, 

 Volume I, Administration and Management 

1. PURPOSE. This Notice provides a change to subject manual for 

 the information, use, and guidance of Coast Guard personnel 

 assigned to marine safety duties. 

2. SUMMARY OF CHANGE. 

 a. This revision of Chapter 4, Marine Safety Law Enforcement, 

 of the Marine Safety Manual (MSM) provides guidance for 

 the enforcement of Marine Safety and Environmental 

 Protection laws and regulations. It outlines enforcement 

 options, policies, and objectives; standardizes program 

 terminology; and promotes the consistency of effort 

 between the various program functions. 

 b. The enforcement policy is intended to set broad program 

 direction. Commanding officers are expected to evaluate 

 individual situations in light of the policy set forth in 

 chapter 4; but they must have the flexibility to tailor 

 their enforcement efforts to best serve program goals. 

 Decisions made in accordance with the outlined policy 

 should provide for a reasonable amount of consistency so 

 that the public can expect similar treatment throughout 

 the nation. 

 c. The revision of chapter 4 is being issued at this time in 

 order to publish the material in a timely manner. A 

 comprehensive revision to this volume is in progress and 

 will be published upon its completion. 
COMDTNOTE 16000 

07 May 1992 

3. ACTION. 

 a. Remove and insert the following pages: 

 Remove Insert

 FIGURES I FIGURES I, CH-4 

 CONTENTS I through V CONTENTS I through IV, CH-4 

 4-i through 4-iv 4-1 through 4-viii, CH-4 

 4-i through 4-37 4-1 through 4-75, CH-4 

 R. C. NORTH 

 ACTING CHIEF, OFFICE OF MARINE 

 SAFETY, SECURITY AND ENVIRONMENTAL 

 PROTECTION 

Encl: (1) CH-4 to COMDTINST M16000.6 

 2 
COMDTNOTE 16000 

07 MAY 1992 

Non-Standard Distribution: 

B:c CCGD9, 13 (15); CCGD8 (14); CCGD7 (11); CCGD2 (10); CCGD5 

 (7); CCGD1, 17 (6); CCGD11 (5); CCGD14 (4); MLCLANT, MLCPAC 

 (1). 

C:e New Orleans (90); San Francisco (42); Puget Sound 40); 

 Morgan City (30); Los Angeles/Long Beach (27); Baltimore 

 (22); Anchorage 20; Houston (19); Mobile 18); Portland 

 OR, Galveston, Hampton Roads, Honolulu (16); Miami, Boston 

 (15); Port Arthur (13); Jacksonville (11); San Diego, 

 Philadelphia, Tampa, Guam (10); Savannah, Duluth (9); 

 Paducah, St. Louis, Chicago, Louisville, Wilmingtion (8); 

 Memphis, Portland ME, Pittsburgh, Cleveland (7); San Juan, 

 Buffalo, Juneau (6); Detroit, Providence, Corpus Christi, 

 Toledo, Huntington, Valdez (5); Charleston, Milwaukee (4). 

C:m New York (75); St. Ignace (4); Sturgeon Bay (3). 

D:d New Orleans (12); New York 6) (extra). 

D:k New York (3); Jacksonville, New Orleans, Houston, San 

 Francisco (1) (extra). 

D:1 CG Liaison Officer MILSEALIFTCOMD (Code N-CG7), CG Liaison 

 Officer RSPA (DHM-22), CG Liaison Officer MARAD (MAR-720.2), 

 CG Liaison Officer Army Corps of Engineers, CG Liaison 

 Officer American Samoa, CG Advisor NWC, CG Advisor Panama 

 Canal Commission, CG Liaison Officer JUSMAGPHIL, CG Liaison 

 Officer (IMO) London, CG Consultatn (IMO/SAID) Caribbean, CG 

 Attache US DAO Bogota, CG Liaison World Maritime University 

 (1). 

E:o New York (15); Grand Haven (4); Long Island Sound (3); Sault 

 Ste. Marie (1). 

 ABS (2). 

 DOJ Torts Branch (Washington, DC; New York; San Francisco 

 only) (1). 

 MARAD (MRG 4700) (1). 

 MSC (M-24) (1). 

 NOAA Fleet Inspection Officer (1). 

 NTSB (Marine Accident Division) (2). 

 World Maritime University (2). 

 3 
(G-MP-4) 

Commandant 

United States Coast Guard 

2100 Second Street, S.W. 

Washington, DC 20593-0001 

Phone: (202) 267-1483 

FAX: (202) 267-4402 

 COMDTNOTE 16000 

 21 APR 1992 

COMMANDANT NOTICE 16000 CANCELLED 20 OCT 1992 

Subj: CH-3 to COMDTINST M16000.6 (Series), Marine Safety Manual, Volume 

 I, Administration and Management 

1. PURPOSE. This Notice provides a change to subject manual for the 

 information, use, and guidance of Coast Guard personnel assigned to 

 marine safety duties. 

2. SUMMARY OF CHANGES. This Change is a revision of Chapter 10, 

 Occupational health and safety program for all aspects of marine 

 safety. The Coast Guard will utilize the technical expertise at the 

 district offices in a risk management approach to hazards. Chapter 

 10 appendices A and G are included in this change; appendices B, C, 

 D, E, F, and H will be added in a future change. 

3. ACTION. 

 A. Remove and insert the following pages: 

Remove Insert

 CONTENTS I through V CONTENTS I through V, CH-3 

 FIGURES I FIGURES I, CH-3 

 10-i through 10-ii 10-i through 10-iv, CH-3 

 10-1 through 10-27 10-1 through 10-36, CH-3 

 APPENDIX A, CH-3 

 APPENDIX G, CH-3. 

 R. C. NORTH 

 CAPTAIN, U.S. COAST GUARD 

 ACTING CHIEF, OFFICE OF MARINE 

 SAFETY, SECURITY & ENVIRONMENTAL 

 PROTECTION 

Encl: (1) CH-3 to COMDTINST M16000.6 
COMDTNOTE 16000 

21 APR 1992 

Non-Standard Distribution: 

B:c CCGD9, 13 (15); CCGD8 (14); CCGD7 (11); CCGD2 (10); CCGD5 (&); 

 CCGD1, 17 (6); CCGD11 (5); CCGD14 (4); MLCLANT, MLCPAC (1). 

C:e New Orleans (90); San Francisco (42); Puget Sound (40); Morgan City 

 (30); Los Angeles/Long Beach (27); Baltimore (22); Anchorage (20); 

 Houston (19); Mobile (18); Portland OR, Galveston, Hampton Roads, 

 Honolulu (16); Miami, Boston (15); Port Arthur (13); Jacksonville 

 (11); San Diego, Philadelphia, Tampa, Guam (10); Savannah, Duluth 

 (9); Paducah, St. Louis, Chicago, Louisville, Wilmington (8); 

 Memphis, Portland ME, Pittsburgh, Cleveland (7); San Juan, Buffalo, 

 Juneau (6); Detroit, Providence, Corpus Christi, Toledo, Huntington, 

 Valdez (5); Charleston, Milwaukee (4). 

C:m New York (75); St. Ignace (4); Sturgeon Bay (3). 

D:d New Orleans (12); New York (6) (extra). 

D:k New York (3); Jacksonville, New Orleans, Houston, San Francisco (1) 

 (extra). 

D:1 CG Liaison Officer MILSEALIFTCOMD (Code N-CG7), CG Liaison Officer 

 RSPA (DHM-22), CG Liaison Officer MARAD (MAR-720.2), CG Liaison 

 Officer Army Corps of Engineers, CG Liaison Officer American Samoa, 

 CG Advisor NWC, CG Advisor Panama Canal Commission, CG Liaison 

 Officer JUSMAGPHIL, CG Liaison Officer (IMO) London, CG Consultant 

 (IMO/SAID) Caribbean, CG Attache US DAO Bogota, CG Liaison World 

 Maritime University (1). 

E:o New York (15). Grand Haven (4); Long Island Sound (3); Sault Ste. 

 Marie (1). 

 ABS (2). 

 DOJ Torts Branch (Washington, DC; New York; San Francisco only) (1). 

 MARAD (MRG 4700) (1). 

 MSC (M-24) (1). 

 NOAA Fleet Inspection Officer (1). 

 NTSB (Marine Accident Division) (2). 

 World Maritime University (2). 

 2 
(G-MP-4) 

Commandant 

United States Coast Guard 

2100 Second Street, S.W. 

Washington, DC 20593-0001 

Phone: (202) 267-1483 

FAX: (202) 267-4402 

 COMDTNOTE 16000 

 24 MAR 1992 

COMMANDANT NOTICE 16000 CANCELLED 23 SEP 1992 

Subj: CH-2 to COMDTINST M16000.6 (Series), Marine Safety Manual, Volume 

 I, Administration and Management 

1. PURPOSE. This Notice provides a change to subject manual for the 

 information, use, and guidance of Coast Guard personnel assigned to 

 marine safety duties. 

2. SUMMARY OF CHANGES. The changes to chapters 1, 2, 11, and 12 of 

 the Marine Safety Manual (MSM), Volume I, are required to reflect new 

 staff symbols, programmatic reorganization, and realignment. The 

 majority of the enclosed changes deal with a description of the 

 Recreational Boating Safety (RBS) Program which is administered by 

 the Office of Navigation Safety and Waterway Services (G-N). G-N and 

 G-M jointly manage the boating standards factory visit program for 

 recreational boating manufacturers. The responsibility for 

 performing the actual factory visits of recreational boat 

 manufacturers was transferred from G-N to G-M on 15 April 1988 and 

 announced in the Federal Register. Guidance to marine safety 

 personnel for conducting these visits is contained in the Boating 

 Standards Manual, COMDTINST 16761.2B. Substantive changes have 

 been marked with a vertical line; editorial changes are not marked. 

 The following substantive changes have been made: 

 a. Sections 1.J.1 through 1.J.6 are deleted and replaced with a new 

 section 1.J.1. Subsequent paragraphs 1.J.7 and 1.J.8 are 

 renumbered 1.J.2 and 1.J.3. 

 b. In section 1.J.2.b. (4), "One specific group of operators 

 definitely in need of boating education is the boating law 

 violator." is deleted. 

 c. In section 1.J.3, "New Hampshire and" is deleted as New Hampshire 

 is now a reporting authority under Appendix A to 33 CFR 173. 

 d. Section 1.J.8.a and 1.J.8.b are renumbered as 1.J.3.a and 

 1.J.3.b. "Such investigation, however, is not required, as the" 

 is deleted from 
COMDTNOTE 16000 

24 MAR 1992 

2. d. (cont'd) paragraph 1.J.3.a. After replacing the word "boating" 

 with the word "such", the remainder of the sentence is moved to 

 paragraph 1.J.3.b following the word "jurisdiction. 

 e. In section 1.K.3, (G-CMC) is amended to read (G-LRA). 

 f. Section 2.J.12, Standards For Recreational Boating Standards 

 Factory Visits, is added. 

 g. In section 2.N.3.d, the words "out-weigh the hazards that" are 

 added after "national defense interests." 

 h. Sections 2.O.a and 2.O.b are updated to agree with the current 

 CFR's. 

 i. In section 11.F.1, (G-B) is amended to read (G-N). 

 j. In section 11.F.2, COMDTINST 16750.6 is amended to read COMDTINST 

 M16750.8. 

 k. In section 12.P.1, (G-BP) is amended to read COMDTINST 

 M16750.8. 

 l. In section 12.P.2, (G-BAU) is amended to read (G-NAB-1). 

 m. In section 12.P.3, (G_BP) is amended to read (G-NAB-6). 

 n. In section 12.P.4, the first sentence in paragraph is revised and 

 (G-BBS) is amended to read (G-NAB-6). 

 o. In section 12.P.5, (G-BP) is amended to read (G-NAB-6). 

3. ACTION. 

 a. Remove and insert the following pages: 

 Remove Insert

 CONTENTS I through II CONTENTS I through II, CH-2 

 1-iii through 1-iv 1-iii, CH-2 

 1-31 through 1-39 1-31 through 1-34, CH-2 

 2-v 2-v, CH-2 

 2-33 through 2-40 2-33 through 2-40, CH-2 

 11-28 through 11-29 11-28 through 11-29, CH-2 

 12-33 through 12-34 12-33 through 12-34, CH-2 

 A. E. HENN 

 Rear Admiral, U.S. Coast Guard 

 Chief, Office of Marine Safety, 

 Security and Environmental 

 Protection 

Encl: (1) CH-2 to COMDTINST M16000.6 

 2 
COMDTNOTE 16000 

24 MAR 1992 

Non-Standard Distribution: 

B:c CCGD9, 13 (15); CCGD8 (14); CCGD7 (11); CCGD2 (10); CCGD5 (7); 

 CCGD1, 17 (6); CCGD11 (5); CCGD14 (4); MLCLANT, MLCPAC (1). 

C:e New Orleans (90); San Francisco (42); Puget Sound (40); Morgan City 

 (30); Los Angeles/Long Beach (27); Baltimore (22); Anchorage (20); 

 Houston (19); Mobile (18); Portland OR, Galveston, Hampton Roads, 

 Honolulu (16); Miami, Boston (15). Port Arthur (13); Jacksonville 

 (11); San Diego, Philadelphia, Tampa, Guam (10); Savannah, Duluth 

 (9); Paducah, St. Louis, Chicago, Louisville, Wilmington (8); 

 Memphis, Portland ME, Pittsburgh, Cleveland (7); San Juan, Buffalo, 

 Juneau (6); Detroit, Providence, Corpus Christi, Toledo, Huntington, 

 Valdez (5); Charleston, Milwaukee (4). 

C:m New York (75); St. Ignace (4); Sturgeon Bay (3). 

D:d New Orleans (12); New York (6); (extra). 

D:k New York (3); Jacksonville, New Orleans, Houston, San Francisco (1) 

 (extra). 

D:l CG Liaison Officer MILSEALIFTCOMD (Code N-CG7), CG Liaison Officer 

 RSPA (DHM-22), CG Liaison Officer MARAD (MAR-720.2), CG Liaison 

 Officer Army Corps of Engineers, CG Liaison Officer American Samoa, 

 CG Advisor NWC, CG Advisor Panama Canal Commission, CG Liaison 

 Officer JUSMAGPHIL, CG Liaison Officer (IMO) London, CG Consultant 

 (IMO/SAID) Caribbean, CG Attache US DAO Bogota (1). 

E:o New York (15); Grand Haven (4); Long Island Sound (3); Sault Ste. 

 Marie (1). 

 ABS (2). 

 DOJ Torts Branch (Washington, DC; New York; San Francisco only) (1). 

 MARAD (MRG 4700) (1). 

 MSC (M-24) (1). 

 NOAA Fleet Inspection Officer (1). 

 NTSB (Marine Accident Division) (2). 

 World Maritime University (3). 

 3 
(G-MP-4) 

Commandant 

United States Coast Guard 

2100 Second Street, S.W. 

Washington, DC 20593-0001 

Phone: (202) 267-1483 

FAX: (202) 267-4402 

 COMDTNOTE 16000 

 12 SEP 1991 

COMMANDANT NOTICE 16000 CANCELLED: 12 MAR 1992 

Subj: CH-1 to COMDTINST M16000.6 (Series), Marine Safety Manual, Volume 

 I, Administration and Management 

1. PURPOSE. This Notice provides changes to subject manual for the 

 information, use, and guidance of Coast Guard personnel 

 assigned to marine safety duties. 

2. SUMMARY OF CHANGES. 

 a. A new section 6.F has been added to provide guidelines for 

 overseas inspection assignment to Temporary Additional Duty 

 (TAD) for marine inspection personnel, to ensure full employment 

 consistent with personnel, quality of life, and safety 

 considerations. 

 b. Sections 1.D.5.b, 12.I, and 12.J.3 (Port and Environmental 

 Safety (PES)/Marine Environmental Response (MER) Quarterly 

 Activities Reports (QAR's) are deleted. The 1 April 1991 - 30 

 June 1991 QAR will be the last QAR to be submitted. PES/MER and 

 unit administration and support activities reporting will be via 

 the Marine Safety Information System (MSIS) product set Port 

 Safety Activity Report (PSAR). Specific guidelines for the PSAR 

 are included in the MSIS transaction guide. Instructions for 

 personnel resource management/unit activity reporting will be 

 promulgated in a future change to Volume I of the Marine Safety 

 Manual, COMDTINST M16000.6. Sections 1.D.5.b and 12.I will be 

 amended at a later date to address unit activity reporting and 

 unit staffing requirements. 

3. ACTION. 

 a. Remove and insert the following pages: 

Remove Insert

 Record of Changes 

 CONTENTS III through IV CONTENTS III through IV, CH-1 

 FIGURES I FIGURES I, CH-1 

 6-i through 6-ii 6-i through 6-ii, CH-1 

 6-13 6-13 through 6-14, CH-1 
COMDTNOTE 16000 

12 SEP 1991 

3. b. Please make the following pen-and-ink changes: 

 Delete text of sections 1.D.5.b and 12.I and write "To be 

 Developed." In addition, write "To Be Developed" after the 

 corresponding entries listed on chapter contents pages 1-ii 

 and 12-i. Delete section 12.J.3 and renumber paragraphs 

 12.J.4 and 12.J.5 to read 12.J.3 and 12.J.4. Delete the 

 12.J.3 entry on chapter contents page 12-iii and renumber 

 sections 12.J.4 and 12.J.5 to read 12.J.3 and 12.J.4. 

 c. Make the following pen-and-ink change to page 2 of Form CG-5122: 

 Change (G-MP-3) to (G-MP-4). 

 A. E. HENN 

 CHIEF, OFFICE OF MARINE SAFETY, 

 SECURITY & ENVIRONMENTAL PROTECTION 

Encl: (1) CH-1 to COMDTINST M16000.6 
Non-Standard Distribution: 

B:c CCGD9, 13 (15); CCGD8 (14); CCGD7 (11); CCGD2 (10); CCGD5 (7); 

 CCGD1, 17 (6); CCGD11 (5); CCGD14 (4); MLCLANT, MLCPAC (1). 

C:e New Orleans (90); San Francisco (42); Puget Sound (40); Morgan City 

 (30); Los Angeles/Long Beach (27); Baltimore (22); Anchorage (20); 

 Houston (19); Mobile (18). Portland OR, Galveston, Hampton Roads, 

 Honolulu (16); Miami, Boston (15); Port Arthur (13); Jacksonville 

 (11); San Diego, Philadelphia, Tampa, Guam (10); Savannah, Duluth 

 (9); Paducah, St. Louis, Chicago, Louisville, Wilmington (8); 

 Memphis, Portland ME, Pittsburgh, Cleveland (7); San Juan, Buffalo, 

 Juneau (6); Detroit, Providence, Corpus Christi, Toledo, Huntington, 

 Valdez (5); Charleston, Milwaukee (4). 

C:m New York (75); St. Ignace (4); Sturgeon Bay (3). 

D:d New Orleans (12); New York (6) (extra). 

D:k New York (3); Jacksonville, New Orleans, Houston, San Francisco (1 

 (extra). 

D:l CG Liaison Officer MILSEALIFTCOMD (Code N-CG7), CG Liaison Officer 

 RSPA (DHM-22), CG Liaison Officer MARAD (MAR-720.2), CG Liaison 

 Officer American Samoa, CG Advisor NWC, CG Advisor Panama Canal 

 Commission, CG Liaison Officer JUSMAGPHIL, CG Liaison Officer (IMO) 

 London, CG Consultant (IMO/SAID) Caribbean, CG Attache US DAO Bogota 

 (1). 

E:o New York (15); Grand Haven (4); Long Island Sound(3); Sault Ste. 

 Marie (1). 

 ABS (2). 

 DOJ Torts Branch (Washington, DC; New York; San Francisco only) (1). 

 MARAD (MRG 4700) (1). 

 MSC (m-24) (1). 

 NOAA Fleet Inspection Officer (1). 

 NTSB (Marine Accident Division) (2). 

 World Maritime University (3). 

 2 
(G-MP-3) 

Commandant 

United States Coast Guard 

2100 Second Street, S.W. 

Washington, DC 20593-0001 

Phone: (202)-426-2298 

FAX: (202) 267-4402 

 COMDTINST M16000.6 

 5 MAY 1986 

COMMANDANT INSTRUCTION M16000.6 

Subj: Transmittal Of Volume I - Administration And Management - Marine 

 Safety Manual, COMDTINST M16000.6 

1. PURPOSE. This Instruction releases the revised volume I of the 

 Marine Safety Manual (MSM) for the information, use, and guidance of 

 Coast Guard personnel assigned to Marine safety duties. It presents 

 the authority, background, and rationale for the various programs 

 associated with these duties, and prescribes essential functions 

 which must be performed in order to attain the overall marine safety 

 objectives of the Coast Guard. 

2. DIRECTIVES AFFECTED. COMDTINST M16000.3 (old CG-495) dated 7 OCT 

 1977 is cancelled. In addition, the following Commandant 

 Instructions (or their enclosures) are cancelled and have been 

 incorporated into this volume: 

COMDTINST VOLUME I LOCATION

 5010.8, enclosures (1) and (2) Paragraph 12.I.7 

 5010.9A Section 12.I 

 M16450.26, enclosure (3) only Section 4.K 

 M16450.27, enclosure (3) only Section 4.L 

 16460.4C, paragraphs 4.a - 4.c only Section 4.M 

 16601.4 Section 5.C 

 16671.2 Section 4.N 

3. DISCUSSION. 

 a. A comprehensive manual which provides guidance on the application 

 of Coast Guard regulations, and explains the rationale behind 

 their development, is vital to the successful execution of the 

 marine safety program. This volume serves that function by 

 providing an overview of the various marine safety-related Coast 

 Guard program areas, plus a more detailed overview of the 

 specific legal authorities, enforcement policies, management 

 standards, professional training, and administrative and 

 information systems which relate to these program areas. 
COMDTINST M16000.6 

5 MAY 1986 

3. b. Since this revised volume differs considerably from its 

 predecessor, the master Table of Contents, found in the front of 

 this volume, contains a cross-reference to the location of 

 material in the previous volume I. This master Table of Contents 

 reflects the updating of all chapters (i.e., the inclusion of 

 policy and rulemaking changes). The following major changes are 

 highlighted, as they contain new information that will 

 significantly impact marine safety operations: 

 Subparagraph I.J.8.b Provides new guidance concerning 

 responsibility for the investigation of 

 boating accidents. 

 Section 2.K Establishes new port and environmental 

 safety (PES) and marine environmental 

 response (MER) mission performance 

 standards, and provides guidance on 

 prioritizing missions during periods of 

 resource or operational constraints. The 

 new mission performance standards become 

 effective upon receipt. 

 Figure 3-1 Reorganizes certain functions at a typical 

 marine safety office (MSO). 

 Chapter 4 Consolidates uniform law enforcement policy 

 related to the marine safety programs. 

 Section 4.G Provides guidance on issuing captain of the 

 port (COTP) Orders and Letters of Warning. 

 Section 5.C.3 Requires districts to forward summaries of 

 Title 33, 46, and 49 CFR hazardous material 

 violations to Commandant (G-WPE) for 

 preparation of the annual report to 

 Congress and publication of enforcement 

 cases in the Hazardous Materials 

 Newsletter. 

 Section 12.I Revises instructions for completing the 

 PES/MER Quarterly Activities Report (QAR), 

 Form CG-4957. This revised form, Figure 

 12-1, is to be reproduced locally and 

 should be used beginning with the first 

 quarter of FY87. 

 c. In addition, several chapters of old CG-495 will be incorporated 

 into other volumes of this manual: 

 OLD LOCATION NEW LOCATION

 12-4 VOLUME II, CHAPTER 16. 

 MARINE EQUIPMENT AND MATERIALS 

 14-1 VOLUME II, CHAPTER 25. 

 SUBMERSIBLE VESSELS 

 2 
COMDTINST M16000.6 

5 MAY 1986 

3. c. (cont'd) 

 OLD LOCATION NEW LOCATION

 15-1 VOLUME VI, CHAPTER 2. 

 DEEPWATER PORTS 

 16-1 VOLUME II, CHAPTER 22. 

 MARINE FACILITIES AND STRUCTURES 

 18-1 VOLUME II, CHAPTER 24. 

 OTHER CONTINENTAL SHELF ACTIVITIES 

 (To Be Developed) 

 d. The provisions of this volume may not cover individual situations 

 which are best handled through experience and sound judgment. 

 Hence, the policies and guidance issued herein are intended to 

 promote consistent and uniform execution of the marine safety 

 program, without undue restriction of independent judgment on the 

 part of marine safety personnel. 

 e. In conforming with the policies of the Coast Guard Directives 

 System, the MSM will continue to utilize three-ring binders. 

 Coast Guard subscribers may obtain these binders through the 

 federal supply system, using stock number 7510-01-114-3612. As 

 three-ring binders are more readily available than four-ring 

 binders, acquisition by the general public should present little 

 difficulty. 

 f. All personnel are encouraged to use the self-mailer, Form 

 CG-5122, to make suggestions for improving the volume. 

4. CHANGES. When necessary, the volume will be updated by 

 consecutively numbered changes. 

5. ACTION. District commanders and commanding officers shall ensure 

 that personnel performing marine safety duties are familiar with the 

 provisions of this volume. In cases of apparent conflict between 

 this volume and provisions of statutes or regulations, the latter 

 provisions shall be applied and Commandant (G-M) or (G-W), whichever 

 is appropriate, shall be advised of the apparent conflict. In cases 

 where there is an apparent conflict between the volume and current 

 marine practice, Commandant (G-M) or (G-W) should be contacted for 

 further resolution of the matter. Appropriate action will be taken 

 in such cases to correct conflicting provisions of this volume. 

 J. W. KIME 

 Chief, Office of Merchant Marine 

 Safety 

 3 
COMDTINST M16000.6 

5 MAY 1986 

Non-Standard Distribution: 

B:c CCGD3, 9 (15); CCGD8 (14); CCGD7 (11); CCGD2 (10); CCGD13 (9); CCGD5 

 (7); CCGD1, 17 (6); CCGD11, 12 (5); CCGD14 (4). 

C:e San Francisco (25); Baltimore, Galveston (22); Mobile (19); Boston 

 (18); Hampton Roads (17); Long Beach, Portland OR (16); Miami, 

 Honolulu (15); Anchorage, Puget Sound (13); Jacksonville (11); 

 Savannah, Duluth (9); Paducah, St. Louis, Wilmington, Port Arthur 

 (8); Pittsburgh, Cleveland (7); Portland ME, Cincinnati, Nashville, 

 San Juan, Tampa, Chicago, Buffalo, San Diego, Juneau (6); 

 Providence, Memphis, Corpus Christi, Detroit, Toledo, Valdez (5); 

 Huntington, Louisville, Milwaukee (4); Charleston (3). 

C:m New Orleans (140); New York (22); Houston (12); Philadelphia (9); 

 St. Ignace (4); Sturgeon Bay (3). 

D:d New Orleans (12); New York (6) (extra). 

D:k New York (3); Jacksonville, New Orleans, Houston, San Francisco 

 (1) (extra). 

D:1 CG Liaison Officer MILSEALIFTCOM M-65 STRAT MOB, CG Liaison Officer 

 American Samoa, CG Liaison Officer JUSMAGPHILL, CG Advisor NWC (1). 

E:o New York (15); New Orleans (13); Houston (12); Philadelphia (6); 

 Muskegon (4); New Haven (3); Sault Ste. Marie (2); New London (1). 

 Panama Canal Coast Guard Advisor (1). 

 NTSB (Marine Accident Division) (2). 

 DOJ Torts Branch (Washington, DC; New York; San Francisco only) (1). 

 ABS (2). 

 MSC (M-24) (1). 

 NOAA Fleet Inspector (1). 

 CGLO MARAD (MAR 720.1) (1). 

 4 
 SUGGESTION FOR IMPROVING THE MARINE SAFETY MANUAL, COMDTINST M16000 

 SERIES 

 1 
 TABLE FIGURE OMITTED 

 LOG GRAPHIC 
 MARINE SAFETY MANUAL 

 VOLUME I 

 TABLE OF CONTENTS 

 CHAPTER 1. MARINE SAFETY PROGRAM 

 Section 1.A Philosophy Of The Marine Safety Program 

 Section 1.B Marine Safety Manual (MSM) 

 Section 1.C Commercial Vessel Safety (CVS) Program 

 Section 1.D Port And Environmental Safety (PES) Program 

 Section 1.E Marine Environmental Response (MER) Program 

 Section 1.F Coast Guard In-House Compliance With 

 Environmental Law 

 Section 1.G Marine Pollution Financial Responsibility And 

 Compensation Program 

 Section 1.H Waterways Management (WWM) Program 

 Section 1.I Navigation Safety Program 

 Section 1.J Coast Guard Recreational Boating Safety(RBS) 

 Program 

 Section 1.K Civil Penalty Hearing Officer Program 

 CHAPTER 2. AUTHORITY AND PERFORMANCE STANDARDS FOR MARINE SAFETY 

 ACTIVITIES 

 Section 2.A Sources Of Authority 

 Section 2.B Enabling Authorities For The Captain Of The 

 Port (COTP), Officer In Charge, Marine 

 Inspection (OCMI), And On-Scene 

 Coordinator (OSC) 

 Section 2.C Specific Authorities For Requiring Coast 

 Guard Inspection And Licensed Or 

 Certificated Personnel On Vessels 

 Section 2.D Major Legislative Authorities For The Marine 

 Environmental Protection (MEP) Program 

 Section 2.E Specific Authority For The Port Safety And 

 Security (PSS) Program 

 Section 2.F Specific Authority For The Bridge 

 Administration (BA) Program 

 Section 2.G Specific Authority For The Recreational 

 Boating Safety (RBS) Program 

 Section 2.H Grants Of Authority 

 Section 2.I Lines Of Authority 

 Section 2.J Port Safety And Security (PSS) And Marine 

 Environmental Protection (MEP) Mission 

 Performance Standards (BEING DEVELOPED) 

 Section 2.K Authority For Commercial Vessel Safety (CVS) 

 Performance Standards (BEING DEVELOPED) 

 Section 2.L Authority For Maritime Defense Zone (MDZ) 

 Section 2.M Authority For Exemptions And Waivers 

 CONTENTS I 

 CH-8 
 MARINE SAFETY MANUAL 

 VOLUME I 

 TABLE OF CONTENTS 

 Section 2.N Appeals 

 Section 2.0 MSIS (BEING DEVELOPED) 

 CHAPTER 3. MARINE SAFETY ORGANIZATION 

 Section 3.A Headquarters 

 Section 3.B Field 

 Section 3.C Program Billets And Positions 

 CHAPTER 4. LAW ENFORCEMENT 

 Section 4.A Enforcement Perspective And Scope 

 Section 4.B Enforcement Objectives And Principles 

 Section 4.C Definitions 

 Section 4.D Enforcement Policy 

 Section 4.E Intragovernmental And International 

 Enforcement Coordination 

 CHAPTER 5. CIVIL PENALTY VIOLATIONS AND CRIMINAL OFFENSES 

 Section 5.A General Violation Case Procedures 

 Section 5.B Penalty Assessment Under The FWPCA 

 Section 5.C Publication Of Marine Safety Civil Penalty 

 And Other Enforcement Actions 

 CHAPTER 6. PERSONNEL MANAGEMENT 

 Section 6.A Basic Management Concerns 

 Section 6.B Assignment And Employment Of Personnel 

 Section 6.C Marine Safety Apparel 

 Section 6.D Use Of CG Reserve Resources 

 Section 6.E Off-Duty Employment Of Marine Safety 

 Personnel 

 Section 6.F Temporary Additional Duty For Overseas 

 Inspectors 

 CHAPTER 7. PROFESSIONAL TRAINING AND QUALIFICATION 

 Section 7.A General Requirements For 

 Marine Safety Professional Training And Qualification 

 Section 7.B Management Of The Marine Safety Training And 

 Qualification Program 

 Section 7.C Career Development Paths And Patterns 

 Section 7.D Qualification In Marine Safety Programs 

 Section 7.E On-The-Job Training (OJT) 

 Section 7.F Professional Resident Courses 

 CH-8 CONTENTS II 

 MARINE SAFETY MANUAL 
MARINE SAFETY MANUAL VOLUME I TABLE OF CONTENTS 

 Section 7.G Nonresident Training Administered By Marine 

Safety Commands 

Section 7.H Training With The Marine Industry 

Section 7.I Postgraduate Training 

Section 7.J Reserve Training 

Section 7.K Procedures For Maintaining Professional 

Credentials 

CHAPTER 8. MATERIEL MANAGEMENT 

 Section 8.A Materiel Administration 

Section 8.B Unit Logistics 

Section 8.C Safety Equipment And Protective Clothing 

Section 8.D Vehicles And Small Boats 

Section 8.E Firefighting Equipment 

Section 8.F Pollution Control Equipment 

Section 8.G Coast Guard Employment Of Civilian Aircraft CHAPTER 9. MISCELLANEOUS ADMINISTRATIVE CONCERNS Section 9.A Regulatory Development 

Section 9.B Coast Guard Adoption Of Codes And Standards 

Section 9.C Public Access To Information 

Section 9.D Public Affairs Management 

CHAPTER 10. OCUPATIONAL HEALTH AND SAFETY PROGRAMS Section 10.A Policy 

Section 10.B Organization And Responsibilities 

Section 10.C Risk Management 

Section 10.D Risk Assessment 

Section 10.E Controlling Hazards 

Section 10.F Training 

Section 10.G Occupational Medical Monitoring 

Program (OMMP) 

Section 10.H Records 

Section 10.I Program Audits 

Section 10.J References CHAPTER 11. EXTERNAL RELATIONS Section 11.A Interagency Relations 

Section 11.B International Activities 

Section 11.C Great Lakes Pilotage 

Section 11.D Joint Marine Pollution Contingency Plans 

Contents III CH-13 
MARINE SAFETY MANUAL VOLUME I TABLE OF CONTENTS 

 Section 11.E Relationships With The Marine Safety Industry 

Section 11.F Federal/State Boating Safety Relations CHAPTER 12. INFORMATION AND DATA SYSTEMS Section 12.A Purpose And Responsibilities 

Section 12.B Major G-M Information Systems 

Section 12.C Pollution And Chemical Hazards Response 

Information Systems 

Section 12.D Other Coast Guard Information Systems 

Section 12.E Headquarters And Unit Files 

Section 12.F MISLE Data Entry Procedures 

Section 12.G MISLE Sections 

Section 12.H MISLE Data Entry And Activities Action 

Standards 

Section 12.I Relevant Laws, Regulations And Policies CHAPTER 13. REPORTS AND CORRESPONDENCE Section 13.A Administrative Standards 

Section 13.B Reports 

Section 13.C Forms 

Section 13.D Marine Safety Records 

Section 13.E Vessel Case/Project Standard Subject 

 Heading Notice 

CH-13 CONTENTS IV
 MARINE SAFETY MANUAL 

 CHAPTER 1. MARINE SAFETY PROGRAM 

 CONTENTS 

SECTION PAGE

 1.A. Philosophy Of The Marine Safety Program 1-1 

 1.A.1. Historical Objectives 1-1 

 1.A.1.a. Origin Of The Program 1-1 

 1.A.1.b. Origin Of The Marine Safety Office (MSO) 1-1 

 1.A.2. Operational Intent 1-1 

 1.A.3. Personnel Intent 1-2 

 1.B. Marine Safety Manual (MSM) 1-2 

 1.B.1. Effective Use Of The MSM 1-2 

 1.B.2. Publications And Directives Affected 1-2 

 1.B.3. MSM Structure 1-3 

 1.B.3.a. Volumes 1-3 

 1.B.3.b. Format 1-3 

 1.B.4. Headquarters Control 1-4 

 1.B.5. Amendment Process 1-4 

 1.B.6. Distribution 1-4 

 1.B.7. Unit Accountability 1-4 

 1.B.8. Public Availability 1-4 

 1.C. Commercial Vessel Safety (CVS) Program 1-5 

 1.C.1. Objective 1-5 

 1.C.2. Program Premises 1-5 

 1.C.3. Historical Development 1-5 

 1.C.3.a. Initial Federal Activities 1-5 

 1.C.3.b. Steamboat Inspection Service 1-6 

 1.C.3.c. Twentieth-Century Developments 1-6 

 1.C.3.d. Extensions Of Federal Laws 1-6 

 1.C.3.e. Limited Regulation Of Vessels 1-7 

 1.C.3.f. Codification Of Title 46 1-8 

 1.C.3.g. Oversight Efforts 1-8 

 1.C.4. Regulatory Standards 1-8 

 1.C.4.a. Regulations For Specific Vessel Types 1-8 

 1.C.4.b. Regulations With General Applicability 1-9 

 1.C.4.c. Other Regulations 1-9 

 1.C.5. Types Of Inspections 1-10 

 1.C.6. Other CVS Activities 1-10 

 1.C.6.a. Plan Approval 1-10 

 1.C.6.b. Regulation Of Manning Standards And Crew 

 Qualification 1-10 

 1.C.6.b.(1) Licensed Officers 1-11 

 1.C.6.b.(2) Unlicensed Personnel 1-11 

 1.C.6.c. Marine Investigations 1-11 

 1.C.7. CVS Program Standards 1-12 

 1.C.7.a. Interrelation Of Programs 1-12 

 1.C.7.b. Specific CVS Standards 1-12 

 1.C.7.c. Marine Safety Information System (MSIS) 1-13 

 1-I 
 MARINE SAFETY MANUAL 

 CONTENTS 

SECTION PAGE

 1.C.8. Program Organization 1-14 

 1.C.8.a. Headquarters Organization 1-14 

 1.C.8.b. Field Organization 1-15 

 1.C.8.b.(1) Unit Structures 1-15 

 1.C.8.b.(2) Field Administrators 1-15 

 1:C.8.b.(3) Technical Support 1-15 

 1.D. Port And Environmental Safety (PES) Program 1-15 

 1.D.1. Objectives 1-15 

 1.D.2. PES Program Goals 1-16 

 1.D.3. Historical Development 1-16 

 1.D.4. Elements Of The PES Program 1-16 

 1.D.4.a. PES Enforcement Activities 1-16 

 1.D.4.b. Port Security Activities 1-19 

 1.D.5. Program Evaluation And Management 1-20 

 1.D.5.a. Marine Safety Information System (MSIS) 1-20 

 1.D.5.a.(1) Background 1-20 

 1.D.5.a.(2) Port Safety Module 1-20 

 1.D.5.a.(3) Marine Pollution Product Set 1-21 

 1.D.5.b. PES/MER Quarterly Activities Reports (QAR's) 1-21 

 (TO BE DEVELOPED) 

 1.D.5.c. Long-Range Forecast For U.S. Ports And 1-21 

 Waterways 

 1.E. Marine Environmental Response (MER) Program 1-22 

 1.E.1. Background 1-22 

 1.E.2. Program Activities 1-23 

 1.E.3. Pollution Response Activities 1-23 

 1.E.4. Response Oversight 1-23 

 1.E.5. International Conventions 1-24 

 1.E.6. Program Enforcement Provisions 1-24 

 1.E.7. Penalty Provisions 1-24 

 1.F. Coast Guard In-House Compliance With Environmental 1-25 

 Law 

 1.G. Marine Pollution Financial Responsibility And 

 Compensation Activity 1-25 

 1.G.1. Philosophy 1-25 

 1.G.2. Objective 1-26 

 1.G.3. Certificates Of Financial Responsibility (COFR's) 1-26 

 1.G.4. Coast Guard/U.S. Customs Service Enforcement 1-26 

 1.G.5. Regulations 1-27 

 1.G.6. Financial Responsibility Benefits 1-27 

 1.H. Waterways Management (WWM) Program 1-28 

 1.H.1. Program Objective 1-28 

 1.H.2. Vessel Traffic Services (VTS) 1-28 

 1.H.3. Regulatory Activities 1-28 

 1-II 
 MARINE SAFETY MANUAL 

 CONTENTS 

SECTION PAGE

1.I. Navigation Safety Program 1-29 

1.I.1. Program Organization 1-29 

1.I.2. Headquarters Activities 1-29 

1.I.2.a. Program Control 1-29 

1.I.2.b. Bridge Administration 1-29 

1.I.2.c. Radio Aids (RA) To Navigation 1-30 

1.I.2.d. Short Range Aids (SFA) 1-30 

1.I.2.e. Engineering Support 1-31 

1.J. Coast Guard Recreational Boating Safety Program 1-31 

1.J.1. Purpose 1-31 

1.J.2. Penalty Assessment Procedures 1-32 

1.J.2.a. Hearing Officer's Actions 1-32 

1.J.2.b. Implementation 1-32 

1.J.2.b.(1) Civil Penalties 1-32 

1.J.2.b.(2) Criminal Penalties 1-32 

1.J.2.b.(3) Official Warnings 1-33 

1.J.2.b.(4) Training Courses 1-33 

1.J.3. Investigations Of Boating Casualties 1-33 

1.J.3.a. Coast Guard Investigation 1-33 

1.J.3.b. Field Investigations 1-33 

1.J.3.c. Training 1-34 

1.K. Civil Penalty Hearing Officer Program 1-34 

1.K.1. Reporting 1-34 

1.K.2. Responsibility 1-34 

1.K.3. Policy 1-34 

 CH-2 

 1-III
 MARINE SAFETY MANUAL 

 CHAPTER 1. MARINE SAFETY PROGRAM 

A. Philosophy Of The Marine Safety Program. 

 1. Historical Objectives. 

 a. Origin Of The Program. In the early 1800's, Congress was 

 reluctant to address "marine safety" issues with regard to 

 the steamboat industry. Only after a long series of marine 

 incidents, involving heavy losses of life and property, did 

 Congress enact legislation and create a federal 

 organization, the Steamboat Inspection Service, to preserve 

 and protect the public from preventable marine incidents. 

 The preservation of life in the aftermath of a marine 

 incident was carried out by federal search and rescue 

 forces; the protection aspect (before-the-fact) was 

 handled by federal agencies involved with maritime law 

 enforcement and aids to navigation. The Coast Guard's 

 current marine safety programs still retain the overall 

 philosophical objectives of the historical preservation and 

 protection programs. As a result of myriad statues and 

 regulations affecting the marine environment and the marine 

 industry, several distinct programs concerned with marine 

 safety and related issues have evolved: Commercial Vessel 

 Safety (CVS), Port and Environmental Safety (PES), Marine 

 Environmental Response (MER), Waterways Management (WWM), 

 Recreational Boating Safety (RBS), and Bridge Administration 

 (BA). 

 b. Origin Of The Marine Safety Office (MSO). In 1972, the 

 Commandant decided to consolidate CVS, PES/MER/WWM, BA, and 

 RBS investigative activities in the field under the MSO 

 structure. The previous segregation of review and response 

 activities result in well meant, but fragmented, "marine 

 safety" policies tending to focus on symptoms rather than 

 causes of marine casualties and incidents. Under 

 consolidation, attention is better focused on preventing

 marine casualties and incidents through appropriate 

 legislation and regulations, coordinated field efforts to 

 implement requirements, and education of the maritime 

 public. In 1982, the policy concerning the investigation of 

 recreational boating fatalities was changed to reflect that 

 only those accidents which were inadequately investigated by 

 the state, as determined by the Commandant or the district 

 commander, would be investigated by investigations 

 departments of MSO's/marine inspection offices (MIO's). 

 States are considered the primary investigative authority 

 for all boating accidents as provided by 33 CFR 174.103. 

 2. Operational Intent. While Congress provided the Coast Guard 

 with certain specific powers and constraints to enforce marine 

 related laws and regulations, different approaches to 

 enforcement have evolved as a result of the variances between 

 various statues. For example, CVS Program objectives can be met 

 by withholding a Certificate of Inspection (COI) from a vessel 

 that does not comply with the safety standards prescribed by 

 laws and regulations, or by withholding a license or merchant 

 mariner's document (MMD) from any person who does not comply 

 with the requirements of appropriate federal laws and 

 regulations. The PES Program, on the 

 1-1 
 MARINE SAFETY MANUAL 

 1.A.2. (cont'd) other hand, has no issuance of licenses or documents, 

 nor "before-the-fact" inspection and certification of potential 

 pollution sources, except for certain vessels and liquid bulk 

 facilities. Originally, the enforcement concept for PES was one 

 of "crime and punishment." Since the program's inception, 

 emphasis has shifted from punishment to prevention because, 

 ultimately, the only true protection from pollution incidents 

 comes from preventing them. The PES Program focuses upon port 

 facilities and merchant shipping. 

 3. Personnel Intent Today, all personnel assigned to CVS, 

 PES/MER/WWM Program funded billets can be referred to as "marine 

 safety" personnel. It is the Commandant's goal that such 

 personnel eventually be well trained in all aspects of marine 

 safety. This is not the goal during the first MSO tour, an 

 assignment where an individual should develop expertise in one 

 program before expanding. It is recognized that not all 

 personnel will have the same level of experience in all aspects 

 of "marine safety," regardless of rank or grade, because the 

 term encompasses not only marine safety functions (e.g., marine 

 inspection, pollution investigation), but others that are of an 

 operational nature. The Commandant has determined that the 

 public will be served best by consolidated administration of 

 marine safety activities and a positive approach to training 

 and diversification of unit personnel. An "us" and "them" 

 attitude or the notion that an MSO has a "captain of the port 

 (COTP) side" distinct in importance from a "marine inspection 

 office (MIO) side" is counterproductive and should be 

 discouraged by unit managers. 

B. Marine Safety Manual (MSM). The MSM is the primary policy and 

 procedural statement for the marine safety programs of the Coast 

 Guard. Published for the use of all Coast Guard marine safety and 

 industry personnel, it prescribes the essential functions which must 

 be performed to attain the overall objectives of the CVS and 

 PES/MER/WWM Programs and certain investigative functions of the RBS 

 Program. The MSM should be used as a guide for consistent and 

 uniform administration of marine safety activities, without undue 

 hampering of independent action and judgment by marine safety 

 personnel. 

 1. Effective Use Of The MSM. District commanders and unit 

 commanding officers (CO's) shall ensure that they and their 

 personnel are familiar with the provisions of this manual. This 

 is particularly important in view of the large amount of new and 

 revised policy contained in this manual. The MSM must be used 

 in concert with appropriate marine safety laws and regulations. 

 In any case of apparent conflict between provisions of this 

 manual and any statue or regulation, the legal requirements 

 shall be observed. Commandant (G-MP) should be informed of the 

 conflict so that the matter can be resolved. In case of 

 conflict between provisions of this manual and conventional 

 practice, the appropriate Headquarters staff element should also 

 be contacted for resolution of any doubt. 

 2. Publications And Directives Affected. The MSM has superseded 

 the following publications: 

 a. Merchant marine safety Manual (CG-203); 

 1-2 
 MARINE SAFETY MANUAL 

 b. Reporting Requirements For Hearings, Depositions, Statements, 

 Marine Boards of Investigation, and Conferences (CG-203-1); 

 c. Port Security Manual (CG-299); 

 d. Classified Supplement to the Port Safety/Security Manual (CG- 

 299-1); 

 e. Boating Accident Investigator's Manual (CG-472); and 

 f. MSM (CG-495). 

 In addition, separately issued Instructions and Notices are 

 incorporated in this manual periodically. Each transmittal 

 notice should be consulted for specific information. 

 3. MSM Structure. 

 a. Volumes. The MSM consists of 11 volumes. The material in 

 these volumes has been arranged generally to coincide with 

 the functional activities of a district commander and a 

 marine safety unit. These functional activities can be found 

 in the Organization Manual, Commandant Instruction 

 (COMDTINST) M5400.7D (Series), and the Organization Manual 

 For Field Units, CG-229-1. As the MSM volumes are 

 consolidated and reprinted, they will appear as follows: 

 I Administration and Management COMDTINST M16000.6 

 II Materiel Inspection COMDTINST M16000.7 

 III Marine Industry Personnel COMDTINST M16000.8 

 IV Technical COMDTINST M16000.9 

 V Investigations COMDTINST M16000.10 

 VI Ports and Waterways Activities COMDTINST M16000.11 

 VII Port Security COMDTINST M16000.12 

 VIII The Special Interest Vessel COMDTINST M16000.13 

 (SIV) Program (CONFIDENTIAL) 

 IX Marine Environmental COMDTINST M16000.14 

 Protection 

 X Interagency Agreements COMDTINST M16000.15 

 And Acronyms 

 1-3 CH-7 
 MARINE SAFETY MANUAL 

 XI Vessel Documentation COMDTINST M16000.16 

 b. Format. The reprinting of the MSM conforms 

 with the Coast Guard Directives System. As 

 seen in subparagraph 1.B.3.a above, each 

 volume has a separate "M" instruction number 

 and begins with Chapter 1, although all are 

 considered part of a larger "MSM." Each 

 volume is divided into chapters, sections, 

 paragraphs, and subparagraphs. Pages are 

 numbered in numerical sequence within a 

 chapter (e.g., 33-3 is the third page of 

 chapter 33 of a volume). Figures (formerly 

 "plates") are numbered in numerical sequence 

 within a given chapter (e.g., Figure 4-3 is 

 the third figure found in chapter 4 of a 

 volume.) 

 4. Headquarters Control. The Marine Safety Manual 

 Section of the Coordination Branch, Commandant 

 (G-MP-4), serves under the Planning Staff, 

 Commandant (G-MP), as the control and clearance 

 point for all material developed for the manual. 

 5. Amendment Process. Parts of this manual will be 

 published or revised periodically, according to 

 their development by Headquarters program 

 staffs. These will be issued as consecutively 

 numbered changes. Readers are encouraged to use 

 the self-mailer, Form CG-5122, to make 

 suggestions for improving the manual. The form 

 should be completed in accordance with the 

 instructions contained thereon and sent directly 

 to Commandant (G-MP-4), which will coordinate a 

 response with the appropriate program staff. 

 6. Distribution. Standard allowances of the MSM 

 are provided to area/district commanders, 

 administrative activities, and other affected 

 recipients for planning and review purposes. 

 Non-standard allowances are provided to: Coast 

 Guard field units for use by personnel in daily 

 activities; the pertinent marine safety schools 

 at Reserve Training Center (RTC) Yorktown; Coast 

 Guard liaison officers; affected government 

 agencies, such as the National Transportation 

 Safety Board (NTSB); and civilian interests, 

 such as the American Bureau of Shipping (ABS). 

 Non-standard distribution is determined by the 

 CO's evaluation of need and the unit's 

 authorized billet/position allowances. 

 Commandant (G-MP) periodically reviews each 

 recipient's distribution requirements. CO's 

 determining greater or lesser distribution 

 requirements should advise G-MP by utilizing 

 Form CG-5323, Request for Allowance Change. 

 7. Unit Accountability. Each volume of the MSM is 

 a permanent part of the unit's publication 

 allowance, based 

 CH-7 1-4 
 MARINE SAFETY MANUAL 

 on the billets or positions authorized. The MSM is 

 not intended as a personal issue to be retained by 

 departing personnel. In this regard, appropriate 

 accountability procedures shall be maintained by 

 each unit receiving the manual. In addition, 

 personnel shall ensure that copies of the manual 

 are kept up-to-date, as indicated in Commandant 

 Notice (COMDTNOTE) 5600. 

 8. Public Availability. Much of the MSM's policy, 

 procedures, and instructions affect the maritime 

 industry and other members of the public. Volumes

 I through VII and X are available for subscription 

 purchase through the Superintendent of Documents, 

 U.S. Government Printing Office (GPO), Washington, 

 D.C. 20402. They are not obtainable from regional 

 GPO bookstores. A subscription period runs for an 

 indefinite period of time, during which subscribers 

 receive the basic volumes and all changes issued 

 during that period. Renewal notices and notices of 

 any price changes are sent by the GPO in ample time 

 for subscribers to continue service. As an added 

 convenience, each individual volume and changes may 

 be subscribed to separately. 

 1-4a CH-7 
 MARINE SAFETY MANUAL 

1.C. Commercial Vessel Safety (CVS) Program. 

 1. Objective. The objective of the CVS Program is to minimize 

 deaths, personal injuries, and property loss or damage 

 associated with vessels and facilities engaged in commercial, 

 scientific, or exploratory activity in the marine environment. 

 This objective is pursued through the administration of federal 

 statutes, the development and enforcement of federal regulations 

 and standards, and the implementation of international 

 agreements. 

 2. Program Premises. The premises of the CVS Program reflect the 

 external forces generated by the maritime industry and statutory 

 mandates based upon legally defined requirements. Within 

 legislative mandates, the program must be responsive to the 

 activities of the marine transportation and ocean industries, as 

 expansions/contractions in their workload will directly impact 

 program workloads. The CVS Program is basically a "life safety" 

 program that has a focus beyond the preservation of life alone. 

 It is an inherent part of a larger maritime safety effort that 

 attains additional objectives through the PES/MER/WWM and RBS 

 Programs. In a practical sense, the CVS Program is not a 

 separate entity. Its people are multimission oriented, and the 

 units to which they are assigned perform multimission functions. 

 Three main objectives underlie the Commandant's approach to 

 vessel safety in the CVS Program: 

 a. To minimize the probability of any casualty or accident 

 occurring to a vessel and, hence, reduce the risk to 

 personnel on the vessel and ashore, other vessels, and the 

 marine environment; 

 b. To minimize the effects of a casualty or accident and the 

 probability of the vessel being lost or rendered useless as 

 a result of a casualty or accident; and 

 c. To maximize the probability of survival and rescue of 

 personnel in the event abandonment of the vessel becomes 

 necessary. 

 Fulfillment of these objectives, together with efficient 

 operation of the vessel's system and equipment, constitute the 

 criteria for a safe ship. The regulations provide the details of 

 how a vessel may meet the criteria, and the authority to deny 

 certification to a vessel that does not meet the criteria. 

 Periodic vessel inspections are intended to ascertain whether or 

 not a vessel has been maintained in accordance with these 

 criteria. 

 3. Historical Development. 

 a. Initial Federal Activities. The CVS Program began in 1838 

 when Congress, alarmed at the frequency and severity of 

 steamboat boiler explosions, passed the first federal law 

 "for the better security of life" on steamboats. This 

 provided for inspectors, appointed by district judges, to 

 examine each steamboat boiler every 6 months, and each hull 

 every year, under the administration of the Secretary of the 

 Treasury. Upon determining that a steamboat was in such 

 condition that it could be navigated safely, the inspector 

 issued a COI 

 1-5 
 MARINE SAFETY MANUAL 

 1.C.3. a. (cont'd) attesting to the steamboat's seaworthiness. The 

 law also required steamboats to carry certain firefighting 

 and lifesaving equipment. No provision was made for 

 licensing of operating personnel, but owners were required 

 to employ "competent" pilots and engineers. These early 

 inspections by the steamboat inspectors were mostly 

 ineffective, and in 1852 Congress acted to improve the 

 administration of the program. The country was divided into 

 nine districts, each under the jurisdiction of a 

 "supervising inspector." Supervising inspectors directed the 

 efforts of local inspectors and provided technical advice. 

 These supervisory inspectors met annually to discuss 

 problems of national importance and to strive for uniformity 

 in administration of the program. The new law also provided 

 for the licensing of pilots and engineers. 

 b. Steamboat Inspection Service. After a series of marine 

 disasters following the Civil War, Congress repealed all 

 previous marine statutes and enacted a new comprehensive 

 code of navigation and vessel inspection laws that became 

 Title 52 of the Revised Statutes of the U.S. The new laws 

 provided for a "Steamboat Inspection Service" to include 

 local inspectors of hulls and boilers and the licensing of 

 masters and mates, and a local and national administrative 

 organization under the Treasury Department in Washington, 

 D.C. The years that followed saw a gradual reduction in 

 marine casualties. 

 c. Twentieth-Century Developments. The Steamboat Inspection 

 Service was transferred to the Department of Commerce and 

 Labor in 1903 and renamed the Bureau of Navigation and 

 Steamboat Inspection. Following the burning of the U.S. 

 steamer MORRO CASTLE in 1934, the Bureau was reorganized. 

 In 1936 it was renamed the Bureau of Marine Inspection and 

 Navigation (BMIN), and in 1942 its duties were transferred 

 to the Coast Guard. A new component of this agency was a 

 "technical staff" employed to review and approve plans for 

 new passenger vessels which were to be of fireproof 

 construction. In addition, new statutory provisions in 1936 

 required all seamen on merchant ships of 100 gross tons (GT) 

 or more to posses a Certificate of Identification or a 

 Continuous Discharge Book (CDB) issued by the inspectors. 

 d. Extensions Of Federal Laws. The original inspection laws 

 provided for the regulation of steamboats only for the 

 purpose of passenger safety and, later, for crew safety. 

 Gradually, Congress extended the provisions of the 

 inspection laws to protect property and other groups of 

 vessels as follows: 

 (1) Sail vessels over 700 GT and barges over 100 GT carrying 

 passengers for hire, in 1898; 

 (2) All mechanically-propelled vessels over 15 GT carrying 

 freight or passengers for hire, in 1905 (inspection) 

 and 1906 (licensing personnel); 

 (3) Seagoing barges of 100 or more GT, in 1908; 

 1-6 
 MARINE SAFETY MANUAL 

 1.C.3.d. (4) Seagoing motor vessels of 300 GT, except fishing 

 vessels, in 1936; 

 (5) All vessels carrying flammable or combustible liquid 

 cargo in bulk, in 1936; 

 (6) All mechanically propelled vessels of 65 feet in length 

 or less, all sail vessels of 700 GT or less, and all 

 barges of 100 Gt or less, carrying more than six 

 passengers for hire, in 1956; 

 (7) Platforms on the Outer Continental Shelf (OCS), in 

 1978; and 

 (8) Offshore supply vessels (OSV's), in 1980. 

 e. Limited Regulation Of Vessels. In the above cases, each 

 group of vessels was made subject to the entire regulatory 

 scheme originally devised for steam vessels. In other 

 cases, Congress provided for limited regulation of groups of 

 vessels whether or not they were generally subject to the 

 inspection laws. 

 (1) The Motorboat Act of 1910 required that all motorboats 

 carrying passengers for hire be under the control of a 

 federally licensed operator. This law also required 

 that certain items of equipment be carried in all 

 motorboats, but made no provision for periodic 

 inspection or certification of these vessels. 

 (2) Provisions of the Seamen's Act of 1915 were made 

 applicable to merchant vessels of the United States of 

 over 100 GT except river vessels. 

 (3) The Officers' Competency Certificates Convention, 1936, 

 required all seagoing vessels of over 200 GT to be 

 manned by licensed officers. 

 (4) The International Load Line Act (1929) and Coastwise 

 (Great Lakes) Load Line Act (1935) were made applicable 

 to merchant vessels of over 150 GT departing on a 

 voyage by sea or the Great Lakes. 

 (5) The International Load Line Act of 1973 made the 1966 

 International Load Line Convention applicable to 

 vessels over 79 feet. 

 (6) The Bridge-to-Bridge Radiotelephone Act of 1972 applies 

 to power-driven vessels of 300 GT and upward while 

 navigating; every vessel of 100 GT and upward carrying 

 one or more passengers for hire while navigating; every 

 towing vessel of 26 feet or over in length while 

 navigating; and every dredge and floating plant engaged 

 in our near a channel or fairway in operations likely 

 to restrict or affect the navigation of other vessels. 

 [NOTE: On the Great Lakes, the Great Lakes Agreement 

 between Canada and the U.S. applies.] 

 1-7 
 MARINE SAFETY MANUAL 

 1.C.3.e. (7) The International Regulations for Preventing Collisions 

 at Sea, 1972 (72 COLREGS) became effective 15 July 

 1977, and apply to all vessels operating outside the 

 navigational lines of demarcation, called COLREGS 

 Demarcation Lines. 

 (8) The Inland Navigation Rules Act of 1980 (Inland Rules) 

 became effective on 24 December 1981 (except on the 

 Great Lakes where the effective date was 1 March 1983) 

 and apply to all vessels operating inside the COLREGS 

 Demarcation Lines. 

 f. Codification Of Title 46. Public Law (P.L.) 98-89, 

 enacted in August 1983, did much to clarify the complex 

 scheme of CVS laws, which had developed in the piecemeal 

 fashion described above over nearly two centuries. P.L. 

 98-89 revised, reorganized, and consolidated nearly all 

 Coast Guard enforced provisions of Title 46, United States 

 Code (U.S.C.), into a format organized essentially along 

 program function lines. This was accomplished without 

 controversial change to substance of the law, and resulted 

 in the repeal of the outdated source laws, most notably 

 Titles 52 and 53 of the Revised Statutes. Existing Coast 

 Guard regulations were carried forward under the 

 corresponding provisions of the "new" Title 46. 

 g. Oversight Efforts. Today, Coast Guard regulations have 

 incorporated the provisions of the International Convention 

 for the Safety of Life at Sea (SOLAS) 1974 to ensure 

 compliance with such provisions by U.S. vessels on 

 international voyages. Foreign passenger, cargo, and tank 

 vessels arriving at or departing from U.S. ports are also 

 examined under the control provisions of SOLAS by Coast 

 Guard inspectors to ensure that they are maintained in 

 compliance with the terms of the convention certificates 

 issued by their home governments. They are also examined to 

 ensure compliance with U.S. pollution prevention standards, 

 navigation safety, and other requirements. 

 4. Regulatory Standards. CVS standards are published in Chapter 

 I of Titles 33 and 46, Code of Federal Regulations (CFR). The 

 regulations provide detailed guidance for the design and 

 operation of inspected vessels, and establish minimal 

 requirements for uninspected vessels. 

 a. Regulations For Specific Vessel Types. The following 

 subchapters prescribe rules and regulations for vessels and 

 facilities by type: 

 (1) 33 CFR Subchapter N Artificial Island and Fixed 

 Structures on the OCS; 

 (2) 46 CFR Subchapter C Uninspected Vessels; 

 (3) 46 CFR Subchapter D Tank Vessels; 

 (4) 46 CFR Subchapter H Passenger Vessels; 

 (5) 46 CFR Subchapter I Cargo and Miscellaneous Vessels; 

 1-8 
 MARINE SAFETY MANUAL 

 1.C.4.a. (6) 46 CFR Subchapter I-A Mobile Offshore Drilling Units 

 (MODU's); 

 (7) 46 CFR Subchapter O Certain Bulk Dangerous Cargoes; 

 (8) 46 CFR Subchapter R Nautical Schools; 

 (9) 46 CFR Subchapter S Subdivision and Stability; 

 (10) 46 CFR Subchapter T Small Passenger Vessels; and 

 (11) 46 CFR Subchapter U Oceanographic Research Vessels. 

 b. Regulations With General Applicability. The following 

 subchapters prescribed regulations pertaining to basic 

 structure, systems, and equipment applicable to vessels of 

 all types: 

 (1) 33 CFR Subchapter A Bridge-to-Bridge Radiotelephone; 

 (2) 33 CFR Subchapter D International Navigation Rules; 

 (3) 33 CFR Subchapter E Inland Navigation Rules; 

 (4) 33 CFR Subchapter O Pollution; 

 (5) 33 CFR Subchapter P Ports and Waterways Safety; 

 (6) 33 CFR Subchapter S Boating Safety; 

 (7) 46 CFR Subchapter E Load Lines; 

 (8) 46 CFR Subchapter F Marine Engineering; 

 (9) 46 CFR Subchapter J Electrical Engineering; 

 (10) 46 CFR Subchapter Q Specifications; and 

 (11) 46 CFR Subchapter V Marine Occupational Safety and 

 Health Standards. 

 c. Other Regulations. The following subchapters prescribe 

 various types of administrative, personnel, and 

 investigative procedures: 

 (1) 46 CFR Subchapter A Procedures Applicable to the 

 Public, Including Casualty 

 Revocation Proceedings; 

 (2) 46 CFR Subchapter B Merchant Marine Officers and 

 Seamen; 

 1-9 
 MARINE SAFETY MANUAL 

 1.C.4.c. (3) 46 CFR Subchapter G Documentation and Measurement of 

 Vessels; and 

 (4) 46 CFR Subchapter P Manning of Vessels. 

 5. Types Of Inspections. A complete description of all types of 

 CVS inspections may be found in volume II of this manual. 

 6. Other CVS Activities. Inspection is a substantial part of 

 field CVS activities. It is so significant that for many years 

 field units were called "MIO's." The title of "officer in 

 charge, marine inspection (OCMI)" illustrates this significance, 

 as do the facts that the CVS program has often been referred to 

 as "merchant marine inspection" and most CVS field officers are 

 termed "marine inspectors." This predominance of "inspection" 

 is recognized not just within the Coast Guard, but within the 

 industry as well. It is inaccurate, however, to conclude that 

 marine inspection is only function of the CVS Program, or that 

 it accounts for more staff years than other CVS activities. 

 Program standards studies have revealed that marine inspection 

 activities, including plan approval, accounts for about 37

 percent of that total CVS operational staff year requirements. 

 a. Plan Approval. When U.S. commercial vessel interests 

 contemplate the construction of a new vessel, their naval 

 architects are guided by a set of standards. These 

 standards are found in federal regulations, codes of 

 classification and engineering societies, and " good marine 

 practice." Vessel plans, which vary in sophistication 

 depending upon the vessel type, are submitted to CVS 

 personnel or to ABS under applicable memorandums of 

 understanding (MOU's) for approval. Equipment components 

 (firefighting and lifesaving equipment, and certain 

 construction materials) are likewise subject to some form of 

 approval. Bulk liquid cargoes are required to undergo an 

 evaluation of their hazards prior to classification; those 

 with significant hazards are assigned a set of minimum 

 requirements which the tank vessel must meet in order to 

 transport the product. As a vessel is being constructed, 

 certain tests and inspections are required by CVS 

 inspectors. The degree of examination depends upon the 

 quality assurance/quality control programs of the 

 constructor, the prospective owner, and specific agreements 

 in effect with the cognizant classification society. When 

 the vessel inspection has been completed, the cognizant OCMI 

 issues an initial COI. Plan approval interest will continue 

 for the duration of the vessel's life to ensure that major 

 repairs, alterations, and regulated replacement equipment 

 meet the required standards. 

 b. Regulation Of Manning Standards And Crew Qualification. 

 COI's contain provisions for the required minimal manning of 

 an inspected vessel. Certain laws require the presence of 

 licensed officers and certificated seamen of certain 

 qualifications on various types of vessels. The varying 

 levels of crew qualification are addressed in a large 

 variety of federal regulations. Vessel personnel 

 qualifications fall into two major categories: 

 1-10 
 MARINE SAFETY MANUAL 

1.C.6.b. (1) Licensed Officers. These include masters, mates, 

 engineers, pilots, staff, and radio officers. Licensed 

 officers who satisfy the various experience, physical, 

 and testing requirements of the regulations are issued 

 licenses that are renewed at 5-year intervals. 

 (2) Unlicensed Personnel. These include able seamen 

 (AB), ordinary seamen, qualified members of the 

 engineering department (QMED's), wipers, stewards, 

 lifeboatmen, and tankermen. These personnel are issued 

 MMD's that do not expire. 

 Licensed officers on vessels over 100 GT (other than "river" 

 vessels) hold MMD's as well as their licenses. Records of 

 licenses and MMD's are maintained in a central filing system 

 at Coast Guard Headquarters, as is other information 

 relating to the employment of commercial vessel personnel. 

 c. Marine Investigations. Three specific statutory 

 enactments address the matter of commercial vessel mishaps: 

 (1) The legal responsibility of officers licensed by the 

 Steamboat Inspection Service for loss of life 

 occasioned by their misconduct, negligence, or 

 inattention to duty was first recognized in the Act of 

 1838. If, after conducting an investigation, the local 

 Board of Inspectors was satisfied that the officer in 

 question was incompetent or guilty of misbehavior, 

 negligence, or unskillfulness, or had endangered life 

 or willfully violated any provision of the steamboat 

 inspection laws, the board was required to immediately 

 suspend or revoke the officer's license. This 

 investigatory power granted to the local Board of 

 Inspectors was used as the authority for the 

 investigation of marine casualties. The exercise of 

 authority in excess of that specifically granted by law 

 was no doubt due to the fact that marine casualties 

 often are related to the misconduct or negligence of 

 some licensed officer. In 1916, the Secretary of 

 Commerce, in his annual report, pointed out that since 

 there was no general authority of law for investigating 

 marine casualties, if there were a disaster in which 

 all of the licensed officers were killed, the 

 Department would have no authority to investigate the 

 cause of the casualty. It was not until 1936 that an 

 act was passed that enabled the investigators to 

 examine a casualty to determine the cause. But, at 

 that time, the aim was still to determine whether there 

 was any act on the part of any person that caused the 

 accident. This has since evolved into the present law 

 at 46 U.S.C. Chapter 63 which requires investigation to 

 determine the cause of the casualty as well as matters 

 relating to personal fault. 

 (2) 46 U.S.C. Chapters 61 and 63 require the report and 

 investigation of marine casualties (as defined by 

 regulation), including deaths. These statutes serve as 

 the basis for a continuous monitoring of CVS activities 

 wherein "failures" of the system 

 1-11 
 MARINE SAFETY MANUAL 

 1.C.6.c. (2) (cont'd)(casualties) are required to be reported and 

 investigated to determine casual factors and to initiate 

 appropriate remedies. Citizens' reports of violations 

 of navigation, vessel inspection, and marine 

 documentation laws and regulations may be investigated 

 (33 CFR 1.07-10(a)). Where indicated, punitive or 

 remedial action is instituted. A limited number of 

 surveillance and detection operations are conducted by 

 CVS personnel to discover various violations of vessel 

 inspection and navigation laws. 

 (3) The Outer Shelf Lands Act of 1953 (OCSLA) and the 

 amendments of 1978 (43 U.S.C. 1331-1356) require that 

 the Secretary of the Department of Interior (DOI) and 

 the Secretary of the Department in which the Coast 

 Guard is operating investigate and make public reports 

 on fires, major oil spillages, deaths, and serious 

 injuries. The responsibilities of each agency are 

 declared in the MOU between the Coast Guard and the 

 U.S. Geological Survey (now the Minerals Management 

 Service (MMS)). Additionally, the Coast Guard is 

 charged with investigating allegations of violation of 

 safety regulations affecting occupational safety and 

 health. All of these investigations provide the CVS 

 Program with needed accident data concerning activities 

 on the U.S. OCS. 

 7. CVS Program Standards. 

 a. Interrelation Of Programs. The program standards for the 

 CVS Program state the functional activities performed by CVS 

 personnel, expressed as tasks placed upon the CVS Program by 

 existing U.S. law and regulations. The CVS Program is an 

 Operational law enforcement program whose authority, as 

 discussed in previous paragraphs, is founded in many 

 specific statutes. Federal regulations give effect to those 

 laws and, at the same time, provide amplifying guidance, 

 implementation policy, and procedures to the regulated 

 public. While the objectives of CVS Program are derived 

 primarily from national concern (as expressed in federal 

 legislation) for the safety of U.S. passengers on all 

 vessels and for crews on U.S. vessels, they directly relate 

 to PES concerns and to RBS concerns. For examples, if a 

 commercial vessel is safely operated, the risk of collision 

 between it and a smaller recreational craft is reduced; 

 also, a potential pollution incident resulting from spilled 

 fuel has been averted. The CVS Program also complements the 

 Search and Rescue (SAR) Program by serving to prevent marine 

 accidents, thus reducing the need for SAR operations. At 

 the same time, those programs and others, such as the Aids 

 to Navigation (ATON) Program, provide safety benefits to 

 persons on board commercial vessels, thereby complementing 

 CVS Program objectives. 

 b. Specific CVS Standard. The CVS Program standards listed 

 below are dictated by one or more statutory mandates: 

 (1) Develop and establish standards relative to the safety of 

 commercial vessels. 

 1-12 
 MARINE SAFETY MANUAL 

 1.C.7.b. (2) Develop and establish minimum standards for safe 

 carriage of hazardous materials. 

 (3) Administer and enforce materiel safety standards relative to 

 the maintenance and operation of inspected vessels. 

 (4) Administer and enforce materiel safety standards 

 relative to the design, construction, and equipment on 

 vessels subject to the inspection laws (Title 46, 

 U.S.C., Subtitle II, Part B). 

 (5) Administer and enforce the Department of 

 Transportation's (DOT's) packaged hazardous materials 

 regulations in the marine mode. 

 (6) Administer and enforce equipment standards and 

 operational requirements relative to uninspected 

 commercial vessels. 

 (7) Administer and enforce operational and materiel safety 

 standards for foreign commercial vessels subject to 

 U.S. jurisdiction. 

 (8) Administer and enforce personnel standards and qualifications 

 for all licensed and unlicensed personnel. 

 (9) Administer and enforce equipment and materiel standards 

 for offshore platforms. 

 (10) Initiate and conduct investigations of reported marine 

 accidents, casualties, violations of laws and 

 regulations, misconduct, negligence, and incompetence. 

 (11) Initiate and conduct investigations of reported fires, 

 deaths, serious injuries, and major oil spills on the 

 OCS. Initiate and conduct investigations of alleged 

 violations of safety regulations affecting occupational 

 safety and health on the OCS. 

 (12) Facilitate marine transportation through the tonnage 

 measurement of commercial vessels. 

 (13) Facilitate marine transportation through the 

 administration of vessel documentation laws. 

 (14) Maintain seamen licensing and certification records, 

 including a continuous update of each merchant seaman's 

 employment. 

 c. Marine Safety Information System (MSIS). In November 1984, the 

 Vessel Inspection Module was deployed in MSIS. This module is 

 designed to capture and report all data relevant to periodic and 

 special inspections of vessels required to hold a COI. To assist 

 units as a decision support tool for vessel inspections, MSIS 

 provides complete and real-time performance histories of vessels, 

 information on associated involved parties, information on vessel 

 particulars and systems, and previous inspections, including 

 deficiencies and any special notes that may have been entered by 

 the inspector. The OCMI 

 1-13 
 MARINE SAFETY MANUAL 

 1.C.7. c. (cont'd) can use this information to better allocate the 

 unit's resources for CVS inspection activities, and more 

 effectively carry out the CVS Program. The field inspector can 

 use this available pre-inspection information to conduct more 

 effective inspections. MSIS tracks a vessel from scheduling the 

 inspection, filing inspection and deficiency reports, recording 

 special examination requirements and inspection notes, to 

 issuing a system-generated Certificate of Inspection, Form 

 CG-841. In the system's automatic tickler system, the OCMI is 

 notified of inspections that need to be scheduled, overdue 

 inspections, and actions by other ports on vessels that are 

 certificated by the OCMI, such as clearing deficiencies or COI 

 action. The system also provides logs of scheduled and overdue 

 inspections, case summaries, and case status. MSIS generated 

 notification letters are automatically generated to provide 

 involved parties with information concerning inspection 

 scheduling and status of deficiencies. Through the field units' 

 CVS activity reporting of inspections and associated staff 

 hours, Headquarters will use MSIS to analyze and redirect the 

 CVS Program's resources. In this context, MSIS will eventually 

 replace the Monthly Report of Inspection Activities, Form 

 CG-2801. 

 8. Program Organization. 

 a. Headquarters Organization. Overall direction of the CVS 

 Program is provided by the Office of Merchant Marine Safety, 

 Commandant (G-M), the Commandant's staff component having 

 direct responsibility for the program. The Chief of the 

 Office is the Program Director; the Deputy Chief is the 

 Program Manager. The Office is composed of the following 

 staff components and divisions: 

 (1) Traveling Inspector Staff, Commandant (G-MT), promotes 

 uniformity in the application of marine safety laws and 

 regulations to vessels and facilities by performing 

 materiel inspections. 

 (2) Planning Staff, Commandant (G-MP), coordinates 

 long-range program planning and field administration, 

 legislative and regulatory development, training for 

 Coast Guard marine safety personnel, and responds to 

 Administration, Congressional, and public inquiries. 

 (3) Merchant Vessel Inspection Division, Commandant 

 (G-MVI), Marine Technical and Hazardous Materials 

 Division, Commandant (G-MTH), and Merchant Vessel 

 Documentation Division, Commandant (G-MVD) exercise 

 joint control over vessels, facilities, and materiel. 

 (4) Merchant Vessel Personnel Division, Commandant (G-MVP), 

 controls the licensing, documenting, and qualifications 

 of merchant mariners and seamen recordkeeping. 

 (5) Marine Investigation Division, Commandant (G-MMI), 

 establishes policy for marine investigative functions 

 conducted in the field and makes recommendations for 

 the prevention of marine casualties for the CVS Program. 

 1-14 
 MARINE SAFETY MANUAL 

1.C.8. b. Field Organization. 

 (1) Unit Structures. There are presently 40 MSO's 

 nationwide; in larger ports where consolidation is 

 considered unwiedly, 6 MIO's remain. These are the 

 operating units that carry out the "field" functions of 

 the CVS Program: vessel, facility, and factory 

 inspections; casualty and personnel investigations; 

 vessel and seamen certification; and vessel 

 documentation. MSO's are generally subdivided into 

 three departments: inspection, investigation, and port 

 operations. MIO's do not deal with PES Program 

 functions; hence, they do not have a port operations 

 department. The licensing and certification function 

 and the vessel documentation function are carried out 

 by regional offices within certain MSO's and MIO's. 

 There are 17 regional examination centers (REC's) and 

 15 regional documentation offices. In certain zones, 

 program requirements may exist in an area remote from 

 the MSO/MIO. In such locations, subunits are 

 established. Subunits of MSO's are termed marine 

 safety detachments (MSD's); subunits of MIO's are 

 termed marine inspection detachments (MIDET's); 

 subunits of COTP's are termed port safety detachments 

 (PSD's). 

 (2) Field Administrators. The CO of an MSO/MIO bears the 

 regulatory title of OCMI. The military title would be 

 Commanding Officer, Marine Safety Office, or Commanding 

 Officer, Marine Inspection Officer. The OCMI reviews 

 the initial findings upon which vessel certificates and 

 personnel documents are issued. The OCMI is also 

 responsible for the administration of the CVS Program 

 within the geographic subdivision of the Coast Guard 

 district; this is termed a "marine inspection zone." 

 Civilian administrative law judges (ALJ's) are located 

 at various units in the continental United States to 

 hear cases brought against a seaman's license or MMD. 

 Additional information concerning CVS Program 

 administration and organization is contained in volumes 

 II through V of this manual and the Organization 

 Manual, COMDTINST M5400.7. 

 (3) Technical Support. There is a marine safety (m) 

 division in each of the 12 district offices. Technical 

 branches (mmt's) were established under the marine 

 safety divisions at New York, New Orleans, and San 

 Francisco to provide plan review and technical guidance 

 for the field units within their geographic areas. In 

 the summer of 1986, the mmt's will be consolidated into 

 the Marine Safety Center (see chapter 3 of this volume). 

D. Port and Environmental Safety (PES) Program. 

 1. Objectives. The two objectives of the PES Program are: 

 a. To prevent, detect, and control pollution by oil, hazardous 

 substances, or refuse; and 

 1-15 
 MARINE SAFETY MANUAL 

 1.D.1. b. To ensure the safety and security of vessels, facilities, 

 structures, and persons on navigable waters of the U.S. 

 and the OCS. 

 2. PES Program Goals. PES Program goals are to: 

 a. Develop and maintain the capability to respond to emergencies; 

 b. Enforce federal laws and regulations in 100 percent of 

 COTP zones; 

 c. Reduce the spill rate during transfer operations of oil and 

 hazardous substances; 

 d. Control the entry and the movement of all SIV's in U.S. 

 ports and waterways; 

 e. Establish a downward trend in vessel casualties from unsafe 

 cargo practices; 

 f. Control access of personnel to U.S. ports; 

 g. Reduce the incidence and magnitude of fires, explosions, or 

 other serious casualties on designated waterfront 

 facilities; and 

 h. Reduce pollution in the offshore environment. 

 3. Historical Development. The PES Program of the U.S. Coast 

 Guard has gradually developed in response to a series of 

 catastrophic events which commenced in 1917, and the increased 

 environmental awareness of the early 1970's. This resulted in 

 legislation tasking the Coast Guard with additional maritime 

 enforcement responsibility for marine safety, and primary 

 responsibility for maritime pollution prevention. Additional 

 growth of the PES Program is continuing with the implementation 

 of Annexes I and II of the International Convention For the 

 Prevention of Pollution From Ships, 1973, as modified by the 

 Protocol of 1978 (MARPOL 73/78), to control the operational 

 discharges of oil and chemicals from ships. Annexes III, IV, and 

 V relating to packaged hazardous substances, sewage, and garbage 

 will follow and extend program development into the 1990's. Some 

 of the major events that increased public awareness and led to 

 legislation for the PES Program are summarized in Figure 1-1. 

 4. Elements Of The PES Program. 

 a. PES Enforcement Activities. 

 (1) Safeguard U.S. ports, waterways, port facilities, 

 vessels property, and persons in the vicinity of those 

 ports from accidental harm. 

 (2) Gather, through harbor patrols, serial surveillance, 

 and other means, information necessary to promote 

 safety of vessels, ports, environment, surrounding 

 communities, and offshore areas. 

 1-16
 MARINE SAFETY MANUAL 

 FIGURE 1-1 

 EVENTS INFLUENCING PES LEGISLATION 

 EVENT RESULTING LEGISLATIVE CONTRIBUTION 

 LEGISLATION TO PES PROGRAMS 

 ___________________________________________________________________________________ 

 Black Tom explosion Espionage Act Empowered to make regulations 

 July 30, 1916 June 15, 1917 to prevent damage to harbors and 

 vessels during national security 

 emergency. 

 ___________________________________________________________________________________ 

 SS MUENCHEN Dangerous Cargo Act Authority to develop and 

 fire/explosion March 28, 1940 enforce regulations governing 

 February 11, 1930 carriage of explosives and 

 dangerous cargoes on vessels. 

 Cunard Pier fire 

 May 6, 1932 

 SS SAINT AMBROSIE 

 and Algiers dock fire 

 July 27, 1939 

 ____________________________________________________________________________________ 

 Texas City, TX 33 CFR 126 Required more stringent 

 explosion/fires April 17, 1964 regulation of ammonium nitrate, 

 April 16, 1947 nitro carbonitrate, and bulk 

 hazardous cargoes in general. 

 ____________________________________________________________________________________ 

 "The Red Scare" Magnuson Act Provided permanent port security 

 1949-1950 August 9, 1950 regulations, broad powers to 

 search vessels in U.S. waters 

 E.O. 10173 and control movement of foreign 

 October 18, 1950 vessels in U.S. ports. 

 ____________________________________________________________________________________ 

 South Amboy, NJ Amendment to the Prohibited issuing of explosives 

 explosion Dangerous Cargo Act loading permits to vessels 

 May 19, 1950 July 16, 1952 unless shipment conforms to 

 regulations and permit reflects 

 any other COTP requirements. 

 1-17 
 MARINE SAFETY MANUAL 

 FIGURE 1-1 (cont'd) 

 EVENT RESULTING LEGISLATIVE CONTRIBUTION 

 LEGISLATION TO PES PROGRAMS 

 ____________________________________________________________________________________ 

 SS TORREY CANYON Ports and Waterways Provided port safety authority 

 grounding/oil spill Safety Act of 1972 and capability beyond Magnuson 

 March 18, 1967 July 10, 1972 Act to protect use of ports as 

 transportation facilities and to 

 USS YANCY damage to aid efforts against degradation 

 Chesapeake Bay Bridge of marine environment. 

 January 21, 1970 

 SS OREGON STANDARD and 

 SS ARIZONA STANDARD 

 collision/oil spill 

 January 18, 1971 

 ____________________________________________________________________________________ 

 SS ARGO MERCHANT Port and Tanker Improved supervision and 

 grounding/oil spill Safety Act of 1978 control of vessels in U.S. 

 December 15, 1976 October 17, 1978 waters and provided 

 inspection and compliance 

 SS SANSINENA explosion program for tank vessels 

 December 17, 1976 carrying oil and 

 hazardous cargoes. 

 Rash of tanker accidents 

 December 1976/January 1977 

 1-18 
 MARINE SAFETY MANUAL 

 1.D.4.a (3) Conduct in port boarding of U.S. and foreign vessels 

 to determine compliance with pollution prevention 

 regulations, navigation safety regulations, marine 

 sanitation regulations, and to monitor cargo transfer 

 operations. 

 (4) Set safety zones, control vessel movement, issue COTP 

 orders to protect the safety of personnel performing 

 port operations, the facilities located in port, and 

 the environment. 

 (5) Enforce the statutes, regulations, and international 

 agreements governing the safe handling, stowage, and 

 movement of hazardous cargo on vessels in the navigable 

 waters of the U.S. and at waterfront facilities. 

 (6) Enforce the statutes, regulations, and international 

 agreements governing the prevention of pollution from 

 facilities and vessels within waters under the 

 jurisdiction of the U.S. 

 (7) Enforce the pollution prevention regulations under 

 MARPOL 73/78 for vessel operational controls and 

 equipment and use of reception facilities for oil and 

 noxious liquid substances. 

 (8) Enforce the statutes and regulations under MARPOL 73/78 

 governing the discharge of ballast, tank washings, and 

 other wastes containing oil or noxious liquid 

 substances into the high seas. 

 (9) Monitor and enforce the permitted ocean dumping of 

 chemicals, sewage sludge, dredged material, etc. 

 (10) Monitor and enforce requirements for ocean incineration 

 operations. 

 (11) Detain or deny entry to vessels which pose a 

 significant safety threat to the port or environment. 

 (12) Inspect waterfront facilities and enforce associated 

 safety, cargo transfer, and pollution prevention 

 regulations. 

 (13) Enforce the statutes, regulations, and international 

 agreements governing deepwater ports. 

 (14) Enforce the statutes and regulations governing offshore 

 lightering activities. 

 b. Port Security Activities. 

 (1) Administer the SIV Program. 

 (2) Respond to threats or acts of intentional damage, 

 destruction or disruption, espionage, sabotage, or 

 terrorism in U.S. ports, harbors, and waters under U.S. 

 jurisdiction. 

 1-19
 MARINE SAFETY MANUAL 

 1.D.4.b (3) Establish and enforce security zones. 

 (4) Develop and maintain emergency response plans for 

 military readiness, port and vessel accidents of all 

 types, counterterrorism, civil disturbance 

 preparedness, and natural disasters. 

 (5) Issue port security cards. 

 (6) Inspect facilities and ships for compliance with port 

 security requirements. 

 5. Program Evaluation And Management. Mission performance 

 standards have been developed to establish and evaluate port 

 safety and security objectives; a quarterly activities report 

 (QAR) is submitted by each COTP to document the activities 

 accomplished and the resources expended. These are reviewed by 

 the district commander (m) and Commandant (G-W) to oversee 

 specific field activities and to aid in long-range planning (see 

 chapter 12 of this volume). 

 a. Marine Safety Information System (MSIS). 

 (1) Background. After many casualties involving foreign 

 tank vessels in U.S. waters in the 1960's and 1970's, 

 Presidential Initiatives were developed to reduce the 

 number and the effects of collisions, groundings, 

 explosions, and discharges of pollutants involving such 

 vessels. One element in these proposals was a "marine 

 safety information system," through which COTP's would 

 be able to identify vessels having histories of 

 repeated safety violations, or for which dangerous 

 conditions were reported. The Coast Guard was, at that 

 time, already operating a Port Safety Reporting System 

 (PSRS) that provided limited histories and safety data, 

 and a Pollution Incident Reporting System (PIRS) that 

 was used to gather and maintain data on pollutant 

 discharges in U.S. waters or involving U.S. vessels 

 (this was used primarily for analytical purposes). The 

 Presidential Initiatives spurred expansion of these 

 systems and development of cross-referencing 

 capabilities. This unified data base became the 

 Interim MSIS in September 1977. Accumulation of data 

 involving all U.S. and foreign vessels required to 

 provide 24-hour advance notice of arrival to the COTP 

 was given high priority. 

 (2) Port Safety Module. In April 1984, the Interim MSIS 

 became the Port Safety Module in the long-range MSIS, a 

 comprehensive computerized system designed to 

 incorporate all facets to marine safety activities. A 

 major benefit of the system is real-time vessel 

 information available to the COTP, so that any unit's 

 resources may be better allocated, and vital needs for 

 port safety response effectively met. The COTP and the 

 unit boarding officers can retrieve the operating 

 histories of vessels, including vessel particulars, 

 summaries, violations records, involved party 

 information, current SIV or vessel of particular 

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 1.D.5.a (2) (cont'd) interest (VPI) information, and the results 

 of previous boardings at other ports. Using this 

 available information, the COTP can quickly ascertain 

 if a vessel requires a PES examination, a cargo 

 monitor, checking and clearing a discrepancy issued by 

 another port, or active control of all activities of 

 the vessel while in the port area. At the port level, 

 MSIS tracks a vessel from its scheduled arrival in the 

 port, through the boarding decision, as well as provide 

 a means to report the results of the boarding. At the 

 district level, MSIS provides the means to report and 

 track violations resulting from discrepancies with 

 legal actions that result from a boarding. Information 

 entered into MSIS by a port and the district updates 

 the vessel's history in MSIS, and is available to other 

 ports for use in future boarding decisions. 

 (3) Marine Pollution Product Set. In October 1985, the 

 Marine Pollution Product Set was deployed in MSIS, 

 replacing the PIRS. Like the Port Safety Module of 

 MSIS, the system provides the means to report pollution 

 incidents (it does not, at this time, replace the 

 pollution report message), associates the incident with 

 vessel and non-vessel sources and responsible parties, 

 and provides a means for tracking pollution related 

 violations at the unit and district levels. 

 b. (TO BE DEVELOPED) 

 c. Long-Range Forecast For U.S. Ports and Waterways. This 

 tool will enable management of PES activities on the basis 

 of reasonable foresight, rather than data that is years old 

 by the time activity is initiated. These forecasts will 

 benefit budgetary planning as well as resource and personnel 

 allocations. Elements likely to be forecast include: 

 (1) Types and amounts of cargoes moving through a port area; 

 (2) Numbers and types of vessels moving through a port area; 

 (3) Numbers and types of facilities within a port area; and 

 (4) Vessel traffic patterns and densities. 

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 MARINE SAFETY MANUAL 

1.E. Marine Environmental Response (MER) Program. The Coast Guard's 

 concerns extend to pollution and threats of pollution in the 

 coastal zone. This zone includes U.S. waters subject to the tide, 

 U.S. waters of the Great Lakes, specified ports and harbors on 

 inland rivers, and the contiguous zone and waters on the high seas 

 out to 200 miles. There are five elements involved: assessing 

 discharges and releases to ensure appropriate response; preventing 

 spills whenever possible; ensuring that responsible parties clean 

 up discharges of oil and releases of hazardous substances; 

 mitigating the effects of spills that do occur; and reducing the 

 potential for spills or operational discharges outside U.S. waters 

 from entering U.S. waters or fouling U.S. coastlines. These 

 elements are considered in all cases of pollution or threatened 

 pollution that arise from deepwater ports or OCS activities; 

 damage or threaten natural resources under the exclusive 

 management jurisdiction of the U.S.; threaten the U.S. coastline 

 or related interests; or that may cause other major harmful 

 consequences. 

 1. Background. Since the 19th century, the Coast Guard and its 

 forebears have been involved in the enforcement of U.S. 

 antipollution laws. A lack of public concern and political 

 interest meant few resources and funds were available for 

 adequate enforcement prior to 1970. A series of casualties, 

 beginning with the 1967 grounding and disastrous discharge from 

 the oil tanker TORREY CANYON, led to the Coast Guard's present 

 MER efforts. These are founded on statutes intended to minimize 

 pollution by authorizing various federal agencies to promulgate 

 standards and regulations. Among these are: 

 a. Marine Protection, Research and Sanctuaries Act (MPRSA) which 

 addresses ocean dumping and establishes marine sanctuaries. 

 b. Act to Prevent Pollution From Ships (APPS) 1980, resulting 

 from MARPOL 73/78. 

 c. Ports and Waterways Safety Act of 1972 (PWSA) which 

 addresses the control of vessel traffic entering U.S. ports 

 and the construction of tank vessels for safety and 

 pollution abatement purposes. 

 d. Federal Water Pollution Control Act (FWPCA), as amended, 

 which provides, in part, for: 

 (1) The prevention and elimination of marine pollution by 

 oil, hazardous substances, pollutants, and sewage from 

 vessels: 

 (2) Notification or early detection of discharges of oil or 

 release of hazardous substances; 

 (3) Enforcement in cases of violation; 

 (4) Response and clean-up activities should an actual or 

 threatened release or discharge occur; and 

 (5) The regulation or marine sanitation devices (MSD's) to 

 comply with standards set by the EPA. 

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 MARINE SAFETY MANUAL 

 1.E.1. e. Intervention on the High Seas Act. 

 f. CERCLA. 

 2. Program Activities. The Coast Guard's environmental concerns 

 are pursued through development of international agreements and 

 treaties, and through the development, administration, and 

 enforcement of federal statutes and regulations. These elements 

 are accomplished by: 

 a. Ensuring that all potential or actual spills of oil or 

 hazardous substances occurring within areas of Coast Guard 

 jurisdiction are brought to the attention of the Coast Guard 

 and are assessed. 

 b. Responding to discharges and threats of discharges of oil or 

 releases of hazardous substances to minimize any damage and 

 remove the pollutant from the environment. 

 c. Monitoring clean-up actions by responsible parties to ensure 

 appropriate response actions are taken. 

 d. Working through the International Maritime Organization 

 (IMO) to achieve higher levels of pollution control for all 

 classes of vessels. 

 3. Pollution Response Activities. After notifying the Coast 

 Guard, the party responsible for a discharge or release usually 

 undertakes removal; if not, the Coast Guard urges the polluter 

 to do so. The clean-up activities are monitored by the Coast 

 Guard to ensure that appropriate action is being taken. If the 

 responsible party fails to act properly or cannot be located, 

 the federal government may take over the clean up pursuant to 

 the National Oil and Hazardous Substances Pollution Contingency 

 Plan (NCP). In such a case, the responsible party is liable, 

 with certain exceptions, for all costs of removal up to their 

 limits of liability. To respond to major discharges, the 

 Commandant has established the National Strike Force (NSF). 

 This consists of teams of highly trained personnel that are 

 prepositioned on the Atlantic, Gulf, and Pacific coasts to 

 assist on-scene coordinators (OSC's) of federal response 

 activities. In addition, the NSF has assisted foreign 

 governments upon request in major international pollution cases. 

 4. Response Oversight. The Coast Guard operates the National 

 Response Center (NRC) around-the-clock to receive notification 

 of pollution incidents and to ensure that information is passed 

 to the predesignated Coast Guard or EPA OSC for response. The 

 NRC provides a toll-free number (800-424-8802) for making 

 pollution reports from anywhere in the United States. The NRC 

 provides contact with other government agencies and the Chemical 

 Transportation Emergency Center (CHEMTREC), an industry center 

 for environmental and safety information on chemicals. To meet 

 increasing national response requirements, an extensive research 

 and development program has been undertaken, resulting in the 

 development of cargo removal equipment, containment and 

 pollutant recovery devices, and forensic identification 

 equipment. 

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 MARINE SAFETY MANUAL 

1.E.5. International Conventions. A number of international 

 conventions are aimed at resolving pollution problems: 

 a. International Convention Relating To Intervention On The 

 High Seas In Cases Of Oil Pollution Casualties, 1969 and the 

 1973 Intervention Protocol; 

 b. Convention On The Prevention Of Marine Pollution By Dumping 

 Of Wastes And Other Matter, 1972 (London Dumping 

 Convention); and 

 c. MARPOL 73/78. 

 6. Program Enforcement Provisions. The federal responsibility 

 for the removal of discharged oil and hazardous substances has 

 been apportioned between the Coast Guard and the EPA. The 

 federal agencies cannot require anyone to clean up an oil spill; 

 however, if federal funds are used for the clean up, the costs 

 (up to certain limits) are passed to the owner or operator of 

 the discharging vessel or facility or under certain 

 circumstances to the person causing the discharge. Liability is 

 limited in accordance with the statutory schemes applicable to 

 the source of the particular discharge of oil or hazardous 

 substances. These schemes are embodied in Section 311 of the 

 FWPCA, Section 204(c) of the Trans-Alaska Pipeline Authorization 

 Act (TAPAA), Title III of the OCSLA of 1978, Section 18 of the 

 Deepwater Port Act of 1974 (DPA), and Section 107 of CERCLA. 

 Most spills and responses occur under the statutory scheme 

 embodied in Section 311 of the FWPCA. 

 7. Penalty Provisions. Any owner, operator, or person-in-charge 

 of an onshore or offshore facility or vessel over which the U.S. 

 has jurisdiction (i.e., a U.S. vessel or a facility or foreign 

 vessel in U.S. waters) from which oil or an EPA designated 

 hazardous substance is discharged in "such quantities as may be 

 harmful" into navigable waters of the U.S., upon the adjoining 

 shorelines, into contiguous zone waters, in connection with 

 activities under the OSCLA or the DPA, or that may affect 

 natural resources under exclusive U.S. management authority, is 

 subject to a civil penalty assessment separate from any other 

 civil or criminal penalty or liability imposed by the FWPCA 

 (except in the case of certain EPA permit related discharges). 

 This act prescribes that a civil penalty of not more than $5,000 

 for each offense shall be assessed. The FWPCA also requires 

 that the person-in-charge of the vessel or facility must, as 

 soon as acquiring knowledge of any discharge of "such quantities 

 as maybe harmful" of oil or reportable quantity of hazardous 

 substance, immediately notify the appropriate agency (the Coast 

 Guard). The NRC has been identified as the primary location for 

 receiving reports of oil discharges or hazardous substances 

 releases. When the NRC cannot be contacted, 33 CFR 153.203 

 lists other agencies that may be notified. Failure to give 

 immediate notice makes the responsible person subject to 

 criminal penalties of not more than $10,000 or a year's 

 imprisonment, or both. Masters, licensed officers and operators, 

 and other persons certificated by the Coast Guard may also be 

 subject to suspension and revocation (S&R) proceedings conducted 

 under the authority of 46 U.S.C. Chapter 77 and 46 CFR 5. 

 Discharges may also result in other civil penalty and criminal 

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 1.E.7. (cont'd) fine provisions under Section 309 of the FWPCA, the 

 Rivers and Harbors Act 99 (the Refuse Act), and the APPS 1980. 

F. Coast Guard In-House Compliance With Environmental Law. In-House 

 environmental compliance, although not a marine safety program 

 function, is a responsibility of all marine safety units. All Coast 

 Guard facilities must comply with the same federal, state, and local 

 environmental standards, procedural requirements, and schedules for 

 cleanup that apply to individual citizens and corporations. 

 Executive Order (E.O.) 12088 requires the Commandant, district 

 commanders, and CO's to be responsible for ensuring that Coast Guard 

 facilities comply with environmental laws including any applicable 

 standards concerning pollution abatement. Information for the 

 development of Spill Prevention, Control, and Countermeasures (SPCC) 

 plans may be found in the Civil Engineering Manual, COMDTINST 

 M11000.1. The definition of a hazardous waste, as well as 

 information regarding recordkeeping, reporting, manifest 

 requirements, and overall management of hazardous wastes may be 

 found in COMDTINST M16478.1A. Information pertaining to the 

 management and disposal of polychlorinated biphenyls (PCB's) may be 

 found in COMDTINST M16478.2. In-house assistance is available from 

 the district hazardous waste point-of-contact or the Environmental 

 Compliance and Review Branch, Commandant (G-WP-3), FTS/commercial 

 8/202-426-3300. 

G. Marine Pollution Financial Responsibility And Compensation

 Activity. This activity is an element of the MER operating 

 program. The Financial Responsibility Division, Commandant (G-WFR), 

 administers the financial responsibility provisions of five water 

 pollution statutes: the FWPCA, as amended by the Clean Water Act of 

 1977; the TAPAA; the Outer Continental Shelf Lands Act Amendments of 

 1978 (OCSLAA); the DPA, as amended; and CERCLA. Under these laws 

 and implementing regulations, U.S. and foreign flag vessel operators 

 and offshore facility owners or operators are required to establish 

 and maintain evidence of their financial ability to meet potential 

 liability for clean-up costs, and certain other damages resulting 

 from discharges of oil and hazardous substances. Generally, vessel 

 and facility owners or operators who are unable or unwilling to 

 demonstrate their ability to meet pollution liability are prohibited 

 from operating in U.S. waters or on the OCS. In addition to vessel 

 and facility financial responsibility, Commandant (G-WFR) also 

 administers the Offshore Oil Pollution Compensation and Deepwater 

 Port Liability Funds. These two fee-supported pollution funds are 

 available for clean-up and removal costs and damages, arising from 

 U.S. OCS or deepwater port activities, when the damage caused by the 

 responsible party exceeds or is exempt from statutory liability, or 

 when the responsible party cannot otherwise immediately meet its 

 liability. 

 1. Philosophy. Equity, social policy, and tort law place the 

 initial and primary responsibility to compensate victims of 

 pollution damage on the vessel operator whose vessel caused the 

 damage. That being the case, it is proper for a vessel 

 operator, regardless of nationality, to be required by law to 

 demonstrate the ability to meet such responsibility in return 

 for the right to conduct business on the public waters of the 

 United States. In fact, prudent vessel operators voluntarily 

 choose to have the ability (e.g., insurance) to respond to 

 claims that otherwise could cause financial ruin. Similarly, 

 the owners or operators of offshore facilities 

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 1.G.1. (cont'd) engaged in OCS crude oil exploration, production, or 

 transportation activities, or U.S. deepwater port activities are 

 held financially responsible for pollution liability as a 

 condition of doing business. 

 2. Objective. The scope of financial responsibility activities 

 encompasses the world's maritime and offshore industries which, 

 either totally or partially, conduct business in U.S. waters or 

 the U.S. OCS. The major objective of the program has been to 

 bring about a reversal of the traditional practice whereby U.S. 

 taxpayers and other damaged parties often suffered the financial 

 loss resulting from the cleanup of oil and other pollutants 

 discharged into U.S. waters. Among the reasons why spillers 

 were able to avoid responsibility for spills were the following: 

 insolvent operators, foreign-based "paper" corporations with no 

 U.S. assets, and the 1851 limitation of liability law which so 

 limited a vessel owner's liability that, at times, little or no 

 damages could be recovered. Under the current program, however, 

 a discharger's ability to shift the clean-up cost burden to the 

 U.S. Treasury (or an insolvent vessel operator's ability to 

 enter and conduct business on the public waters of the United 

 States with impunity) is practically nonexistent. To date, the 

 program has been an unqualified success, thanks to the 

 enforcement efforts of U.S. Customs and MSO/COTP units. 

 3. Certificates Of Financial Responsibility (COFR's). Under the 

 above-mentioned laws, vessel and facility owners or operators 

 establish and maintain satisfactory evidence of insurance, 

 surety bonds, guarantees, or self-insurance which guarantee 

 reimbursement to the U.S. Government and certain other damaged 

 parties, up to the limits required by law. COFR's are issued to 

 owners or operators of vessels and offshore facilities which 

 meet the financial responsibility requirements. Enforcement of 

 vessel certificates is provided by MSO's or COTP's and by the 

 U.S. Customs Service. Failure of a vessel to carry a valid COFR 

 results in automatic detainment of the vessel until Commandant 

 (G-WFR) advises the involved enforcement official that the 

 vessel has substantially complied with the law. Offshore 

 facility certificate enforcement matters are handled by 

 Commandant (G-WFR). 

 4. Coast Guard/U.S. Customs Service Enforcement. Commandant 

 (G-WFR) maintains a Monday through Saturday watch, 0830 to 1700 

 EST, to process telephone inquiries on vessel COFR's received 

 from Coast Guard and Customs Service enforcement officials in 

 the field. (The Sunday watch was eliminated due to budget 

 restrictions.) This joint Coast Guard/Customs Service 

 enforcement program is designed to make enforcement more 

 effective, but less burdensome to the vessel operating industry. 

 Its geographic scope ranges from Alaska to the Gulf of Mexico 

 and from the Pacific Trust Territories to the U.S. Virgin 

 Islands. During an average year, Commandant (G-WFR) will 

 receive and immediately process 1,400 telephone enforcement 

 inquiries. Only 1 to 2 percent of the involved vessels which 

 are the subjects of those enforcement inquiries will suffer 

 actual detainment beyond their intended sailing times for 

 noncompliance with the law. In the remaining cases, Commandant 

 (G-WFR) will be able to preclude actual detainment by informing 

 the enforcement officials that the vessels are in, or have 

 recently come into, substantial compliance with the 

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 MARINE SAFETY MANUAL 

 1.G.4. (cont'd) law, even though COFR's are not on board (e.g., a COFR may have 

 been misplaced by the vessel operator or applied for too late to be 

 placed on board before the vessel entered U.S. waters). 

 5. Regulations. Program implementing and governing regulations are 

 published in Title 33 CFR, Subchapter M - Marine Pollution Financial 

 Responsibility and Compensation, Parts 130-132 and 135-137. 

 6. Financial Responsibility Benefits. In addition to 

 considerations of equity, properly implemented financial 

 responsibility requirements can be justified on the basis of the 

 four major benefits that flow from them. 

 a. First, a vessel can escape United States jurisdiction after causing 

 pollution damage. Nevertheless, the insurance or other evidence of 

 financial responsibility currently required to be kept on file with 

 Commandant (G-WFR) ensures that if a vessel can be identified 

 through witnesses, oil fingerprinting, or other means, the interests 

 of the United States and other claimants will be protected up to the 

 statutorily fixed amounts of liability. Financial responsibility 

 requirements thus make custody of the vessel largely irrelevant. 

 b. Second, and for the same reason controlling cases of 

 noncustody, financial responsibility requirements ensure 

 that a statutorily fixed amount of liability will be met 

 even if the discharging vessel sinks (or facility is 

 destroyed) during the incident which causes the spill, is 

 heavily mortgaged, or has a market value far below the 

 amount of pollution claims brought against it. 

 Specifically, the so-called direct action provisions 

 contained in existing financial responsibility statutes 

 enable claimants to proceed directly against the insurer or 

 other guarantor who provides the evidence of financial 

 responsibility on behalf of the facility or vessel, without 

 regard to whether or not the spiller is willing or able to 

 pay from its own resources. Similarly, in cases where 

 liability for a discharge caused by a so-called "paper 

 corporation" is proven after the discharger has ceased 

 operations and dissolved its corporate existence, the 

 previously established evidence of financial responsibility 

 is still valid and available to claimants by means of direct 

 action against the insurer or other guarantor (a financial 

 responsibility law without a built-in direct action 

 provision would, or course, gut its effectiveness). 

 c. Third, financial responsibility requirements tend to prevent 

 unscrupulous and/or financially unsound vessel or facility 

 owners or operators from entering or operating in United 

 States waters or the OCS. Such owners or operators either 

 do not have the necessary initial operating capital to 

 purchase insurance or simply do not wish to purchase 

 insurance. An owner or operator with an unfavorable 

 pollution history or an operator whose vessel cannot pass a 

 pollution survey without needed repair would find it 

 difficult or impossible to obtain insurance. Without 

 insurance from an acceptable insurer or some other 

 acceptable showing of financial responsibility, no COFR, 

 which is a prerequisite for operation in United States 

 waters or on the OCS, would be issued. 

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 MARINE SAFETY MANUAL 

 1.G.6. d. Fourth, a facility or vessel owner or operator who is 

 required by law to maintain financial responsibility for 

 pollution liability in order to operate, and who thereafter 

 discharges a pollutant, need not hesitate to notify the 

 Coast Guard and hire a clean-up contractor before wind, 

 tide, or currents magnify the area of ecological damage. 

 Insurance companies do not look with favor on operators who 

 fail to promptly notify the Coast Guard of a spill and/or 

 take immediate action to reduce the damage. 

 Since 1970, there has been a combination financial 

 responsibility/fund approach, both under existing statutes 

 and various proposed bills. Under this approach, the vessel 

 or facility owner or operator retains the initial and 

 primary responsibility to compensate victims of pollution, 

 while the various funds come into play only for damages or 

 clean-up costs which are not the responsibility of the 

 discharger, or which exceed the discharger's liability or 

 for which liability cannot be fixed. Moreover, if the 

 financial responsibility factor were excluded from the 

 current combination approach, it would be necessary to 

 increase the amount of the various pollution funds by a 

 higher federal levy on oil (i.e., U.S. consumers) and/or 

 higher appropriations from the U.S. Treasury (i.e., U.S. 

 taxpayers). 

H. Waterways Management (WWM) Program. 

 1. Program Objective. The objective of the WWM Program is to 

 safeguard persons, facilities, vessels, and the marine 

 environment subject to U.S. jurisdiction from destruction, 

 damage, or loss resulting from vessel mishaps. The Waterways 

 Management Division, Commandant (G-WWM), supervises the planning 

 and implementation of regulations for the prevention of 

 collisions and groundings. The chief of this Division serves as 

 the primary U.S. delegate to the IMO Subcommittee on the Safety 

 of Navigation, and as the chairman of Working Group for Safety 

 of Navigation, SOLAS. The Division also provides 

 representatives to the International Association of Lighthouse 

 Authorities, for its Technical Committee on Vessel Traffic 

 Services, and to the Marine Safety Subcommittee of the 

 International Association of Ports and Harbors. 

 2. Vessel Traffic Services (VTS). Under 33 U.S.C. 1221-1232, the 

 Coast Guard is authorized to establish VTS to prevent damage to 

 vessels, bridges, and other structures; protect the navigable 

 waters of the U.S. from environmental harm; and impose civil 

 penalties or seek criminal sanctions for breaches of statutes or 

 regulations in this regard. The Coast Guard will establish, 

 operate, and maintain vessel traffic centers (VTC's) in U.S. 

 port areas where mandated. Increasing congestion in ports and 

 waterways and the continuing influx of hazardous cargoes and 

 petroleum products make the avoidance of casualties and 

 accidents more critical than ever. Where established, VTS will 

 reduce the risks of such occurrences and will facilitate the use 

 of port areas and waterways. 

 3. Regulatory Activities. The WWM Program is involved in the 

 Administration of Federal Anchorages (33 CFR 109, 110); Inland 

 Waterways Navigation Regulations (33 CFR 162); Towing of Barges 

 (33 CFR 163); Navigation Safety 

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 1.H.3. (cont'd) Regulations (33 CFR 164); and Safety Zones and Regulated 

 Navigation Areas (33 CFR 165.) 

I. Navigation Safety Program. 

 1. Program Organization. Under 14 U.S.C. 81, the Coast Guard is 

 authorized to provide aids for safe and efficient navigation of 

 all vessels in waters subject to the jurisdiction of the United 

 States. For the protection of navigation, the Office of 

 Navigation, Commandant (G-N), also may require lights and other 

 warning devices on U.S. and foreign artificial islands and fixed 

 structures used for exploration or exploitation of the OCS. 

 Lights and other signals may be required on fixed and floating 

 structures (owned or operated by U.S. citizens) used for any 

 purpose on the high seas. Commandant (G-N) oversees the Coast 

 Guard's activities in this regard. Its concerns include the 

 Lateral System of Buoyage; establishment and enforcement of the 

 Navigation Rules; development and maintenance of electronic aids 

 to navigation; construction, marking, and maintenance of bridges 

 over navigable waterways; and the Intracoastal Waterways (ICW) 

 System. This program shares interests with the PES and WWM 

 Programs. 

 2. Headquarters Activities. 

 a. Program Control. The divisions within the Office of 

 Navigation, Commandant (G-N), oversee field activities 

 concerned with navigation safety. 

 b. Bridge Administration. The Bridge Administration 

 Division, Commandant (G-NBR), is responsible for the 

 following activities: 

 (1) Promulgation and maintenance of regulations 

 implementing the laws governing the permitting, 

 operation, alternation and lighting of bridges; 

 (2) Development and dissemination of policy and guidance 

 for a consistent nationwide application of procedures 

 for bridge permits, drawbridge operation regulations, 

 alterations of obstructive bridges and bridge lighting; 

 (3) Review of bridge permit applications and 

 issuance/denial of a bridge permit; 

 (4) Review of proposed drawbridge operation regulations and 

 issuance/denial of a regulation change; 

 (5) Investigation and evaluation of reports of obstructive 

 bridges and issuance of an order to alter an 

 obstructive bridge; 

 (6) Preparation and maintenance of instructions and 

 publications relating to bridge administration, such as 

 COMDTINST M16590.5, Bridge Administration Manual; 

 COMDTPUB P16590.1, Bridges Over Navigable Waters of the 

 United States, Atlantic Coast; and COMDTPUB P16591.1, 

 Bridge Permit Application Guide; and 

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 1.I.2.b. (7) Development and maintenance of the Bridge Administration 

 Information System. 

 c. Radio Aids (RA) To Navigation. The Radionavigation 

 Division, Commandant (G-NRN), is responsible for: 

 (1) Administration and operation of Coast Guard 

 radionavigation systems; 

 (2) Providing information on Coast Guard radionavigation 

 systems to the civilian user community; 

 (3) Publishing and updating various radionavigational 

 manuals and pamphlets; 

 (4) Providing a point-of-contact for civil maritime users 

 wanting information on Department of Defense (DOD) 

 operated radionavigation systems; 

 (5) Assisting other federal agencies wanting to use Coast 

 Guard radionavigation systems; 

 (6) Financial management of the radionavigation systems; and 

 (7) Directing efforts necessary to improve the operation of 

 and increase the efficiency of Coast Guard 

 radionavigation systems. 

 d. Short Range Aids (SRA). The Short Range Aids to 

 Navigation Division, Commandant (G-NSR), is responsible for: 

 (1) Administration, operation, and routine maintenance of 

 aids to navigation; 

 (2) Administration of field ATON support units; 

 (3) Assurance of the most efficient aids to navigation 

 systems through the overview of the Waterways Analysis 

 and Management System (WAMS), development of the SRA 

 Systems Design Manual, and review of district 

 recommendations to establish, discontinue, or change 

 aids to navigation; 

 (4) Maintenance of the Coast Guard's Light Lists (COMDTINST 

 M16502.1 through M16502.7), and overseeing issuance of 

 district Notices to Mariners; 

 (5) Financial management of the ATON system; 

 (6) Preparation and review of various ATON publications; 

 (7) Coordination of assignment and training of ATON personnel; 

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 MARINE SAFETY MANUAL 

1.I.2.d. (8) Establishment and maintenance of the Navigation Rules and 

 Regulations; and 

 (9) Coordination of the establishment and maintenance of 

 Traffic Separation Schemes and Fairways. 

 e. Engineering Support. The Civil Engineering Division, 

 Commandant (G-ECV), provides the following navigation safety 

 support: 

 (1) Development, evaluation, and maintenance of technical 

 standards for visual and audible short-range ATON 

 systems; 

 (2) Technical review of proposed changes to, or innovations 

 in, ATON systems; 

 (3) Preparation and review of such publications as the Aids 

 to Navigation Manual - Technical, COMDTINST M16500.3, 

 and the Aids to Navigation Bulletin; and 

 (4) Coordination with the National Aids to Navigation School. 

 J. Coast Guard Recreational Boating Safety Program. 

 1. Purpose. The purpose of the Coast Guard Recreational Boating 

 Safety (RBS) program is to improve the safety of the recreational 

 boating public by reducing injuries and deaths on the nation's 

 waterways. The program stems from laws enacted as early as 1940. 

 Initially these laws prescribed limited standards for motorboat 

 equipment and numbering boats. Today's RBS program encompasses a 

 much broader emphasis toward making boating safer. 

 a. The Coast Guard has detailed manufacturing standards and can 

 require the manufacturer to repair any noncompliances or 

 safety defects which are discovered after a boat is sold to a 

 consumer. Enforcement relies on two mechanisms, laboratory 

 testing of boats purchased on the open market and factory 

 visits. The visits also allow for education of factory 

 personnel. 

 b. There is direct public contact through law enforcement 

 boardings, coordination with state governments, and Coast 

 Guard Auxiliary members. The Coast Guard has a national, 

 toll-free Boating Safety Hotline allowing the boating public 

 to ask questions, report defective products or other boating 

 problems. 

 c. The Coast Guard complies and analyzes boating accident data 

 to uncover problem areas and develop solutions. One 

 development set federal standards and penalties for operating 

 a vessel while intoxicated. 

 d. The Coast Guard Auxiliary, a volunteer civilian organization 

 officially supporting Coast Guard missions, conducts training 

 courses and courtesy vessel examinations to increase the 

 public's knowledge. 

 e. States have united in a national organization of State 

 Boating Law Administrators to promote stronger and more 

 uniform state laws. As a 

 CH-2 

 1-31 
 MARINE SAFETY MANUAL 

1.J.1. e. (cont'd) result, many have strengthened their boating 

 safety laws and stepped up education and enforcement 

 activities. The Coast Guard supports these activities with 

 grant monies distributed to the states based on their levels 

 of financial and resource dedication and number of numbered vessels. 

 f. The Coast Guard consults with a 21 member National Boating 

 Safety Advisory Council twice a year, and works with 

 individual Council members from the marine industry, state 

 boating safety and national boating organizations/public 

 boating interests throughout the year regarding improving 

 manufacturing standards, public education and operating 

 regulations. The Coast Guard also works with recognized 

 independent organizations such as the American Boat and Yacht 

 Council, the Society of Automotive Engineers, Underwriters 

 Laboratories, the National Fire Protection Association, etc. 

 g. Grant monies are disbursed to national non-profit public 

 service organizations for boating safety projects. 

 2. Penalty Assessment Procedures. The Coast Guard penalty 

 procedure regulations, 33 CFR Subpart 1.07, provide a fair and 

 equitable system of penalty assessment consistent with all 

 statutory safeguards, and require that the violator be provided 

 an opportunity to provide information or material that denies, 

 explains, or mitigates the violation. (See chapter 5 of this volume.) 

 a. Hearing Officer's Actions. 33 CFR Subpart 1.07 grants 

 authority to hearing officers to assess civil penalties. 

 Hearing officers are authorized to process 

 manufacturer-related penalty cases in accordance with the 

 procedures outlined in the Boating Standards Manual, 

 COMDTINST M16761.2. 

 b. Implementation. 

 (1) Civil Penalties. 46 U.S.C. 4311 provides authority to 

 assess various civil and criminal penalties against any 

 person who violates 46 U.S.C. Chapter 43 and its 

 implementing regulations. 46 U.S.C. 4311 provides that 

 violators of 43 U.S.C. 4307(a)(1) (manufacture, 

 construction, etc., of recreation vessels or associated 

 equipment) shall be liable to a civil penalty of not 

 more than $2,000 per boat for each violation. The 

 maximum penalty shall not exceed $100,000 for any 

 related series of such violations. A person violating 

 any other provision of 46 U.S.C. Chapter 43 and its 

 implementing regulations is liable for a civil penalty 

 of not more than $1,000. The Coast Guard is permitted 

 under 46 U.S.C. 2107 to remit, mitigate, or compromise 

 any penalty prior to referral to the attorney general. 

 Uncollected civil penalties should be referred to the 

 district legal officer for collection action. 

 (2) Criminal Penalties. In addition to civil penalties, 

 46 U.S.C. 4311 provides for criminal penalties of not 

 more than $5,000 for each violation or up to 1 year of 

 imprisonment, or both, for 

 CH-2 

 1-32 
 MARINE SAFETY MANUAL 

1.J.2.b. (2) (cont'd) persons who willfully operate a recreational 

 vessel in violation of 46 U.S.C. Chapter 46 or the 

 regulations issued thereunder. The district legal 

 officer should be consulted concerning possible criminal 

 proceedings. 

 (3) Official Warnings. Warnings have been used for 

 several years as an effective tool in the penalty 

 process. The district commander can issue a Letter of 

 Warning to the offender instead of submitting a civil 

 penalty case for minor violations. (Further guidance 

 regarding Letters of Warning is provided in chapter 4 of 

 this volume.) Boarding officers are authorized under 33 

 CFR 1.08 to issue "on-the-spot" warnings for specific 

 minor offenses. The use of the warning in lieu of a 

 monetary penalty has resulted in a greatly reduced 

 administrative workload for the Coast Guard. 

 (4) Training Courses. The offering of a boating safety 

 course in lieu of preparing a civil penalty case against 

 an owner or operator is authorized. The district 

 commander has the option of permitting the violator to 

 take a boating safety course, and either not referring 

 the case to the hearing officer or referring it with a 

 recommended for lenient action. Education of the boater 

 is one of the prime objectives of the RBS Program. This 

 program offers the individual a chance to "save" money 

 and gain boating knowledge. 

 3. Investigations Of Boating Casualties. 33 CFR 173.51-173.59 

 requires an operator of the vessel involved in a boating accident 

 to file a report if the accident meets certain criteria. Boat 

 operators are required to file a report with the reporting 

 authority for the state in which the accident occurred (to the 

 Coast Guard in Alaska) or to the state in which the boat is 

 numbered or principally used if the accident occurred on high 

 seas. 

 a. Coast Guard Investigation. The Coast Guard's authority to 

 investigate marine casualties is contained in 46 U.S.C. 

 Chapter 63. Under this authority, an investigation may be 

 conducted to determine cause and to fulfill the other 

 requirements of 46 U.S.C. 6301 for any boating accident 

 occurring upon waters over which the Coast Guard exercises 

 jurisdiction. 

 b. Field Investigations. It is not the policy of the Coast 

 Guard to investigate boating accidents involving only 

 recreational vessels, which occur within the territorial sea 

 and under states jurisdiction; investigation of such 

 accidents is a state function. [NOTE: A regulatory project 

 has been initiated to clarify the Coast Guard's role in 

 investigating recreational boating accidents.] OCMI's are 

 responsible for the investigation of all boating fatalities 

 occurring beyond the territorial waters of the United States 

 for which there is no state investigation. OCMI's are also 

 responsible for investigations of boating accidents involving 

 commercial vessels which meet the reporting criteria of 46 

 CFR 4.05. OCMI's may conduct 

 CH-2 

 1-33 
 MARINE SAFETY MANUAL 

1.J.3. b. (cont'd) investigations of any boating accidents when, in 

 their opinion, such accidents are of particular interest for 

 the enhancement of safety or for the public welfare. 

 c. Training. Investigating officers (I.O.'s) should possess a 

 thorough knowledge of boating safety statutes, implementing 

 regulations, and an understanding of boat operation, handling 

 characteristics, and construction. They should also be 

 familiar with the overall RBS Program and its data needs 

 derived from boating accident. investigations. 

K. Civil Penalty Hearing Officer Program. Each district commander 

 delegates to one or more Coast Guard officers or employees on the 

 district staff the authority to act as hearing officer. The hearing 

 officer considers and decides civil penalty violation cases, using 

 the rules appearing in 33 CFR Subpart 1.07. These rules are designed 

 to permit fair and impartial consideration of alleged violations of 

 law or regulation while affording alleged violators certain rights, 

 principally the right to be heard. The procedures are informal and 

 flexible, providing a simpler, speedier, and less onerous process for 

 both alleged violators and the government. (See chapter 5 of this 

 volume for additional information on the civil penalty hearing 

 officer.) 

 1. Reporting. The hearing officer reports to the district chief 

 of staff (dcs), or a designated senior hearing officer, and has 

 no other responsibility, direct or supervisory, for the 

 investigation of cases being considered. 

 2. Responsibility. The hearing officer is solely responsible for 

 the decision (i.e., whether or not a violation occurred and, if 

 so, what an appropriate penalty might be) in any specific civil 

 penalty case being considered. The hearing officer, however, is 

 directed by the chief of staff or a designated senior hearing 

 officer in the general performance of responsibilities and duties. 

 3. Policy. General policy coordination for hearing officers is 

 directed by the Marine Safety Council, Commandant (G-LRA). This 

 coordination is managed by the Council's Executive Secretary. 

 Policy regarding appeals and certain other legal aspects of the 

 penalty process originates from the Office of Chief Counsel (G-L). 

 CH-2 

 1-34 
 MARINE SAFETY MANUAL 

CHAPTER 2. AUTHORITY AND PERFORMANCE STANDARDS FOR 

 MARINE SAFETY ACTIVITIES 

 CONTENTS 

SECTION PAGE

2.A. Sources Of Authority 2-1 

2.A.1. Session Laws 2-1 

2.A.2. Statutes At Large 2-1 

2.A.2.a. Referencing The Law 2-2 

2.A.2.b. Revisions To The System 2-2 

2.A.3. Revised Statutes (R.S.) 2-2 

2.A.4. U.S. Code (U.S.C.) 2-3 

2.A.4.a. Changes To The Body Of The Law 2-3 

2.A.4.b. Establishment Of "Positive Law" 2-3 

2.A.4.c. Privately Published Editions Of 

 The U.S.C. 2-4 

2.A.4.d. Using The U.S.C. 2-4 

2.A.5. Summary Of Congressional Authority 2-4 

2.A.6. Executive Orders (E.O.'s) 

 And Proclamations 2-5 

2.A.7. Reorganization Plans 2-5 

2.A.8. Memorandums Of Understanding (MOU's) 2-6 

2.B. Enabling Authorities For The Captain 

 Of The Port (COTP), Officer In Charge, 

 Marine Inspection (OCMI), And On-Scene 

 Coordinator (OSC) 2-6 

2.B.1. Operation Of The Coast Guard 2-6 

2.B.l.a. Treasury Department 2-6 

2.B.l.b. Department Of Transportation (DOT) 2-7 

2.B.l.c. General Activities 2-7 

2.B.2. COTP 2-7 

2.B.3. OCMI 2-7 

2.B.3.a. Origins 2-7 

2.B.3.b. Organizational Changes 2-9 

2.B.3.c. Postwar Organization 2-9 

2.B.3.d. Enabling Authorities For The OCMI 2-9 

2.B.4. On-Scene Coordinator (OSC) 2-10 

2.C. Specific Authorities For Requiring Coast 

 Guard Inspection And Licensed Or 

 Certificated Personnel On Vessels 2-10 

2.D. Major Legislative Authorities For The Marine 

 Environmental Protection (MEP) Program 2-10 

2.D.1. Applicable Laws And Regulations 2-13 

2.E. Specific Authority For The Port Safety 

 And Security (PSS)_Program 2-14 

 2-i CH-10 
 MARINE SAFETY MANUAL 

 CONTENTS 

SECTION PAGE

2.E.1. Port Security 2-14 

2.E.2. Port Safety 2-19 

2.F. Specific Authority For The Bridge 

 Administration (BA) Program 2-19 

2.F.1. Laws 2-19 

2.F.2. Regulations 2-20 

2.G. Specific Authority For The Recreational 

 Boating Safety (RBS) Program 2-21 

2.H. Grants Of Authority 2-22 

2.H.1. Marine Investigations 2-22 

2.H.2. Marine Inspection 2-22 

2.H.3. Specific Navigation And Vessel 

 Inspection Laws 2-22 

2.H.4. Marine Environmental Protection (MEP) 2-23 

2.I. Lines Of Authority 2-23 

2.I.1. Chain Of Command 2-23 

2.I.l.a. Regulatory Control 2-23 

2.I.l.b. Military Control 2-23 

2.I.2. Titles For Signing Correspondence, 

 Documents, Etc. 2-24 

2.I.2.a. OCMI 2-24 

2.I.2.a.(1) OCMI Signature 2-24 

2.I.2.a.(2) OCMI Signature Redelegation 2-24 

2.I.2.b. COTP 2-24 

2.I.2.c. Documentation Officers 2-24 

2.J. Port Safety and Security (PSS) 

 And Marine Environmental Protection (MEP) 

 Mission Performance Standards (BEING 

 DEVELOPED) 2-25 

2.K. Authority For Commercial Vessel Safety (CVS) 

 Performance Standards (BEING DEVELOPED) 2-25 

2.L. Authority For Maritime Defense Zone (MDZ) 

2.L.1. Purpose 2-25 

2.L.2. Command Structure 2-25 

2.L.3. MDZ Sectors 2-25 

2.M. Authority For Exemptions And Waivers 2-26 

2.M.1. Exemptions 2-26 

2.M.2. National Defense Waivers 2-26 

2.M.2.a. Authority Of The Commandant 2-26 

CH-10 2-ii 
 MARINE SAFETY MANUAL 

 CONTENTS 

SECTION PAGE

2.M.2.b. Authority Of District Commanders 

 And Their Representatives Or The 

 Representatives Of The Commandant 2-26 

2.M.2.b.(1) 46 CFR 6.01 And 33 CFR 19.01 2-27 

2.M.2.b.(2) 46 CFR 6.06 And 33 CFR 19.06 2-27 

2.M.3. Procedures For Effecting National 

 Defense Waivers Of Navigation And 

 Inspection Laws 2-27 

2.M.3.a. General Waivers 2-27 

2.M.3.b. Individual Waivers Issued Under 

 46 CFR 6.01 And 33 CFR 19.01 2-27 

2.M.3.b.(1) General 2-27 

2.M.3.b.(2) Oral Applications 2-28 

2.M.3.c. Applications Considered By Coast 

 Guard Officers 2-28 

2.M.3.d. Guidelines For Waivers Of Manning 

 Requirements 2-29 

2.M.3.e. Application For Waiver And Waiver 

 Orders, Form CG-2633 2-30 

2.M.3.f. Requests Concerning Military Sealift 

 Command (MSC) Vessels 2-30 

2.N. Appeals 2-31 

2.N.1. Right To Appeal 2-31 

2.N.1.a. 33 CFR 2-31 

2.N.1.b. 46 CFR 2-32 

2.N.2. Suspension And Revocation (S&R) 

 Proceedings Under 46 U.S.C. 7702 2-32 

2.N.3. Administrative Orders Issued Pursuant 

 To Section 106(a) Of CERCLA 2-32 

2.N.4. MARPOL Detention Orders 2-33 

2.O. MSIS (BEING DEVELOPED) 2-33 

 2-iii CH-7 
 MARINE SAFETY MANUAL 

 CHAPTER 2. AUTHORITY AND PERFORMANCE STANDARDS FOR MARINE SAFETY 

 ACTIVITIES 

A. Sources Of Authority. The basic authorities for all Coast Guard 

 activities are found in the Public Laws (P.L.), Statutes at 

 Large, Revised Statutes (R.S.) of the United States, United 

 States Code (U.S.C.), Executive Orders (E 0.'s), various 

 executive agency reorganization plans, and treaties and 

 conventions to which the United States is party. These are the 

 sources which establish the Coast Guard's responsibilities and 

 jurisdiction in marine safety matters. If the Coast Guard has 

 been assigned regulatory responsibility as part of its delegated 

 authority in a particular field, the Commandant may then issue 

 specific regulations designed to implement this authority. When 

 validly issued, these regulations carry the same force of law as 

 the statute. The following discussion outlines the main sources 

 of law for marine safety programs, while highlighting the 

 relative weight and significance of these authorities in our 

 system of jurisprudence and law enforcement. 

 1. Session Laws. The primary source of authority for all Coast 

 Guard activities lies in the Acts of Congress. Acts of 

 Congress are bills that are passed by both Houses of Congress 

 and signed by the President, or again passed by both Houses 

 after a Presidential veto. These acts are first published in 

 a form called session laws. A session law can be identified 

 by its public law number and the date of enactment. The 

 public law number is issued to each law in order of 

 enactment. For example, P.L. 83-500, July 15, 1954, 

 represents the 500th law either signed by the President or 

 enacted by the 83rd Congress over a presidential veto. This 

 form of identification is necessary only until publication of 

 the statutes in a permanent form, generally until the end of 

 the year in which enactment took place. However, the use of 

 the public law number continues to be permissible and is 

 often useful in tracking legislative history. 

 2. Statutes At Large. All Acts of Congress are initially 

 published in a permanent form in a series of volumes entitled 

 Statutes at Large. Originally issued as a cumulation of 

 several years of Congressional actions, then as actions of a 

 particular Congress for a 2-year period, Statutes at Large 

 are now published annually and numbered sequentially. As 

 they were initially cumulations, volumes 1 through 5 cover 

 the years 1789-1845. Now there is a volume for each year; 

 volume 83 contains the acts of the first session of the 91st 

 Congress (1969). Thus, volume 96 covers 1982, volume 97 

 covers 1983, etc. 

 2-1 CH-7 
 MARINE SAFETY MANUAL 

2.A.2. a. Referencing The Law. The basic reference for a 

 statute is the volume and page of Statutes at Large at 

 which an act begins. The Narcotics Drug Law, for 

 example, is thus identified as 68 Stat. 484. A more 

 complete citation than this is needed because more than 

 one act may appear on the same page of the volume, and 

 because the date itself is of importance. Through 1956, 

 the work of a session of Congress was divided into 

 consecutively numbered chapters. Each chapter was, in 

 fact, a unit of legislation that might be divided into 

 sections. A full citation is therefore in the form: 

 date; chapter; section number, if appropriate; volume 

 number of Statutes at Large; the abbreviation "Stat."; 

 and the page number of the volume. The number of the 

 page at which the text of the entire act begins may be 

 properly cited when the entire act is being referenced. 

 The page number of a particular section is appropriate 

 only when that section is being referenced. Thus, the 

 proper citation for the full act mentioned above is: The 

 Act of July 15, 1954, ch. 512, 68 Stat. 484. In this 

 particular case, the chapter (or act) had two sections 

 and both appeared on the same page of the book. The 

 first section would therefore be cited "The Act of July 

 15, 1954, ch. 512, sec. 1, 68 Stat. 484." When Section 2 

 is cited, "sec. 2" would be substituted. Frequently the 

 symbol "S" will be substituted for the word "section" or 

 any abbreviation thereof. 

 b. Revisions To The System. In 1957 the chapter division 

 was abandoned and the public law number was substituted 

 in its place in the official citation system. Thus, the 

 citation for the law that added nurses as staff officers 

 in the merchant marine, would appear as follows: The Act 

 of September 23, 1963, P.L. 88-128, 77 Stat. 164. 

 3. Revised Statutes (R.S.). In 1874 it was recognized that the 

 cumulation of Acts of Congress, which then comprised 17 

 volumes, made identification and research very confusing 

 because the laws were published in random order and not 

 according to subject. An Act of Congress updated and 

 organized all permanent laws as of December 1, 1873 into one 

 publication called the Revised Statutes. This action 

 essentially repealed all permanent laws existing as of that 

 date. The presently correct citation to the body of law thus 

 enacted is the section number in the R.S. format. There is 

 no law in effect that is designated in volumes 1-17 of the 

 Statutes at Large. What had been, for example, "Act of Aug. 

 7, 1789, ch. 9, 

 CH-7 2-2 
 MARINE SAFETY MANUAL 

 2.A.3. (cont'd) sec. 4, 1 Stat. 54" became "R.S. 4235." Many of the 

 sections of the Revised Statutes have been subsequently 

 amended. But the "R.S." form of identification is still the 

 correct official designation of the law. In a few instances, 

 new laws were enacted in R.S. format (e.g., the Tanker Act 

 was enacted in 1936 as "R.S. 4417a"). 

 4. U.S. Code (U.S.C). The format of the R.S. was not rigidly 

 followed after 1874. Although some new laws such as the 

 Tanker Act were added, and many amendments were enacted in 

 the form, "R.S. _____ is hereby amended to read as follows. 

 . .," most new laws were cast in the Statutes at Large form 

 only, as in this example: "The Seamen's Act of 1915, ch. 153, 

 38 Stat. 1164." As there were 20 sections to this act, unless 

 a particular section number is inserted after "ch. 153," the 

 page number might properly be anywhere from 1164 to 1185. 

 a. Changes To The Body Of The Law. The situation became as 

 confused as it had been in 1874. The Revised Statutes 

 still existed, but by 1925 only Statutes at Large 

 citations were available for most of the materials in 

 Volumes 18 through 43. In 1926, an official compilation 

 called the United States Code reorganized all permanent 

 laws into 50 titles. It was intended as an official tool 

 for easy identification of the law. The correct positive 

 statement of the law was still contained in the R.S., or 

 after 1874 in the Statutes at Large. However, the U.S.C. 

 text was taken as prima facie evidence of the law, 

 subject to correction if it could be shown that the 

 "positive" law was in fact otherwise. 

 b. Establishment Of "Positive Law." With the adoption of the 

 U.S.C., which is republished every 6 years, there is more 

 than one acceptable form of citation for a particular 

 law. For example, section 311 of the Federal Water 

 Pollution Control Act (FWPCA) was placed in the code as 

 section 1321 of title 33 (the Navigation and Navigable 

 Waters title), and may be cited as "33 U.S.C. 1321 

 (1986)." In most cases, positive law is the Statutes at 

 Large or Revised Statutes text, not the U.S.C. The latter 

 text is reliable, however, and an appropriate citation 

 format. In many cases, Congress gives statutes names 

 when enacting them. In such cases, the law can be 

 referred to by name (e.g., Federal Water Pollution 

 Control Act 311, 33 U.S.C. 1321 (1986). Several 

 U.S.C. titles have been specifically enacted into 

 positive law, as in the case of Title 14 (Coast 

 2-3 CH-7 
 MARINE SAFETY MANUAL 

 2.A.4. b. (cont'd) Guard). All prior laws concerning the 

 Coast Guard were repealed as of August 4, 1949, and Title 

 14 became the law in this regard. Thus, "14 U.S.C. ____" 

 is not only a correct citation relative to the Coast 

 Guard, but also refers to the positive law. Titles 10 

 (Armed Forces), 18 (Crimes and Criminal Procedure), 28 

 (Judiciary and Judicial. Procedure), parts of 46 

 (Shipping), and 49 (Transportation) have been so 

 codified. Title 33 (Navigation) has not been codified. 

 Hence, in referring to the navigation laws, the official 

 citations remain those of the R.S. or Statutes at Large; 

 however, citation to the United States Code is correct. 

 c. Privately Published Editions Of The U.S.C. Although the 

 U.S.C. is published by Congress, there is a more familiar, 

 privately prepared and published edition called United 

 States Code Annotated (U.S.C.A.). Its text is identical to 

 that of the official edition. Its principal distinctive 

 feature is a series of annotations. These consist of 

 excerpts from, or digest statements of, court decisions 

 that have construed or applied the section in question. 

 This annotated code is kept up to date by annual pocket 

 parts, which can be inserted in the back of each volume 

 and used until a new edition of the basic volume is 

 published. Another privately published edition is called 

 United States Code Service; it has similar features. 

 d. Using The U.S.C. In any version of the U.S.C., the text of 

 each section is immediately followed by citation to the 

 legislative history. The citations also identify 

 amendments to a section since its first enactment. Both 

 the official and the annotated versions of the U.S.C. now 

 give a brief description of the effect of any amendment to 

 the text of the section. In the titles of the U.S.C. (and 

 U.S.C.A.) that have been enacted into "positive law," the 

 source citations to Acts of Congress are given, although 

 they are not required. 

 5. Summary Of Conaressional Authority. For any given law there 

 is an identifying citation. Depending on the origin of the 

 enactment, it will be in one or more of three possible forms: 

 a. Section number of the R.S. (e.g., R.S. 4281); 

 b. Date, P.L. number, chapter and/or section number, and 

 CH-7 2-4 
 MARINE SAFETY MANUAL 

 2.A.5. b. (cont'd) volume and page in the Statutes at Large 

 (e.g., P.L. 93-115, sec. 2, October 1, 1973, 87 Stat. 

 418); or 

 c. Title and section number of the U.S.C. 

 The U.S.C. and U.S.C.A. are generally the most frequently 

 cited sources of authority and they are sufficient for all 

 purposes. It must be remembered that the text of the U.S.C. 

 and U.S.C.A. is updated annually to reflect amendments. In 

 using these sources the reader must check the latest annual 

 supplement (in the U.S.C.) or pocket part (in the U.S.C.A.) 

 to verify that the section referred to is current. For 

 amendments issued within the last calendar year, or for new 

 laws, the district legal office (dl) should be consulted. 

 6. Executive Orders (E.O.'s) And Proclamations. These 

 presidential documents are used to execute functions relating 

 to both executive statutory authority and inherent powers. 

 Although proclamations are commonly associated with formal 

 announcements of policy or public notice, and executive 

 orders with a more direct exercise of authority, they are 

 legally equivalent. Most executive orders and proclamations 

 are published in the Federal Register. Those lacking general 

 applicability or legal effect, or which proclaim treaties or 

 other international agreements, however, are not published. 

 Executive orders and proclamations are also compiled and 

 published in Title 3A of the Code of Federal Regulations 

 (CFR). When issued under the specific authority of a statute 

 some of them are also published in the U.S.C. and U.S.C.A. 

 with the authorizing statutory section. They are also found 

 in the Weekly Compilation of Presidential Documents, 

 published and distributed by the Government Printing Office 

 (GPO). 

 7. Reorganization Plans. Until December 31, 1984, when their 

 enabling authority expired (5 U.S.C. 905), reorganization 

 plans had become a frequently used form of executive action. 

 They consisted of proposals for changes to agencies of the 

 executive branch, sent to Congress as executive proposals. A 

 reorganization plan approved by congress could abolish, 

 transfer, or reorganize executive agencies. Those plans that 

 became effective were published in the Federal Register, in 

 Title 3A of the CFR, and in the Weekly Compilation of 

 Presidential Documents. All effective plans also appear in 

 Title 5 of the U.S.C., following the particular 

 reorganization act under which they were authorized. This 

 collection, in proximity to the basic statute, also 

 CH-7 2-5 
 MARINE SAFETY MANUAL 

 2.A.7. (cont'd) includes helpful notes, Presidential messages, and 

 executive orders relating to the plans. It is, therefore, 

 the most useful reference source for these documents. 

 8. Memorandums Of Understanding (MOU's). When two or more 

 executive agencies share jurisdiction in a particular area 

 of responsibility, they will often draw up an MOU to 

 delineate the areas of specific interest and responsibility 

 for each agency. This overall agreement contributes to 

 efficient government operations. For example, the Coast 

 Guard may agree to provide facilities, ships, and aircraft 

 for another agency to expedite its work, thus preventing the 

 duplication of facilities, services, and inventory. These 

 agreements specify where each agency believes its 

 responsibilities and jurisdiction lie, and give an 

 indication of how each agency intends to discharge these 

 duties. Volume X of this manual includes copies of all 

 marine safety-related MOU's. 

B. Enabling Authorities For The Captain Of The Port (COTP). Officer

 In Charge, Marine Inspection (OCMI), And On-Scene Coordinator

 (OSC). 

 1. Operation Of The Coast Guard. 

 a. Treasury Department. The Act of January 28, 1915, ch. 

 20, sec. 1, 14 U.S.C. 1, created the U.S. Coast Guard by 

 combining the Lifesaving Service with the Revenue Cutter 

 Service. It established the Coast Guard as a branch of 

 the armed forces and a military service within the 

 Treasury Department, except when it is operating as a 

 service in the Navy. Reorganization Plan No. 26 of 1950, 

 64 Stat. 1280, sec. 1(a), transferred the functions of 

 officers, agencies, and employees of the Department to 

 the Secretary of the Treasury. It vested in the 

 Secretary the authority and power to delegate the 

 performance of any of his/her functions, with certain 

 exceptions, to any officer, agency, or employee within 

 the Department. Treasury Department Order No. 120 

 directed officers, agencies, and employees of the 

 Department to continue to perform the functions they were 

 authorized to perform prior to the effective date of 

 Reorganization Plan No. 26, and further provided that all 

 prior authorized regulations and procedures should remain 

 in effect until changed by appropriate authority. 

 CH-7 2-6 
 MARINE SAFETY MANUAL 

2.B.1. b. Department Of Transportation (DOT). P.L. 89-670, 

 sec. 6 (formerly 49 U.S.C. 1655(b)(1), now 49 U.S.C. 

 108(a)) transferred the Coast Guard to the DOT in 1967, 

 and vested the Coast Guard related functions, powers, and 

 duties formerly held by the Secretary of the Treasury in 

 the Secretary of the Department of Transportation 

 (SECDOT). All regulations and procedures of the Coast 

 Guard remained intact upon the transfer. 

 c. General Activities. The Secretary of the Department in 

 which the Coast Guard operates is authorized to confer 

 Coast Guard related duties and powers upon the Commandant 

 (14 U.S.C. 631), and to promulgate regulations as deemed 

 appropriate to carry out provisions of law applicable to 

 the Coast Guard (14 U.S.C. 633). Although appointed by 

 the President, the Commandant shall execute the functions 

 of the Coast Guard subject to the general supervision of 

 the Secretary, unless specified otherwise (see 14 U.S.C. 

 632). To execute his vested powers and authority, the 

 Commandant may delegate duties and authority to personnel 

 and issue rules, orders, and instructions (not in 

 conflict with law) concerning the internal organization, 

 administration, and personnel of the Coast Guard. 

 2. COTP. Under 14 U.S.C. 634(a), the Commandant is specifically 

 authorized to designate any officer (including a warrant or 

 petty officer), as a "captain of the port" for such ports or 

 adjacent high seas or water over which the U.S. has 

 jurisdiction as he deems necessary, to facilitate execution 

 of Coast Guard duties prescribed by law. Executive Order No. 

 10173, presently found in title 33, CFR, part 6 and Article 3- 

 2-2 of Coast Guard Regulations further describe the COTP as 

 the officer designated by the Commandant to give immediate 

 direction to Coast Guard law enforcement activities within an 

 assigned area. 

 3. OCMI. 

 a. Origins. On 28 February 1871, a Congressional enactment 

 (16 Stat. 440) reorganized the Steamboat Inspection 

 Service and established and defined the types, duties, 

 and hierarchy of marine inspectors. All laws concerning 

 vessel inspection in effect prior to the enactment of 

 this legislation were repealed. In addition, the act 

 centralized administration of the service in the office 

 of a Supervising Inspector General. Included in the new 

 hierarchy was a Board 

 CH-7 2-7 
 MARINE SAFETY MANUAL 

 2.B.3. a. (cont'd) of Local Inspectors, composed of an 

 appointed hull inspector and a boiler inspector in a 

 designated "collection-district," who had to be qualified 

 to form competent and reliable opinions about their 

 respective subjects. Appointments to such positions, 

 upon approval by the Secretary of the Treasury, did ". . . 

 from the date of designation, constitute a Board of 

 Local Inspectors" (16 Stat. 443, sec. 11). The Board of 

 Local Inspectors was empowered and required to: 

 (1) Satisfy themselves of the suitability of the hulls 

 of steam vessels and their equipment at least once a 

 year, upon written request of the vessel owner or 

 master (sec. 11, later R.S. 4417). 

 (2) Satisfy themselves on the strength, form, 

 suitability, etc., of boilers and machinery fittings 

 on all steam vessels, at least once a year (sec. 11, 

 later R.S. 4418). 

 (3) Subject vessel boilers to prescribed standards of 

 hydrostatic testing (sec. 11, later R.S. 4418). 

 (4) Issue prescribed certificates attesting to the 

 vessel's compliance with standards to proper 

 authorities (sec. 11, later R.S. 4421). 

 (5) License and classify masters, mates, and officers of 

 all steam vessels (sec. 14, later R.S. 4438). 

 (6) Investigate acts of incompetence or misconduct 

 committed by any licensed officers while acting 

 under authority of their licenses, and to revoke or 

 suspend such licenses if any provision of applicable 

 law had been violated (see. 19, later R.S. 4450). 

 (7) Inspect steam vessels in districts outside their own 

 where no local board existed (sec. 22, later R.S. 

 4456). 

 (8) Examine arriving and departing vessels, as often as 

 necessary, to detect noncompliance with requirements 

 of law and defects that had become apparent since 

 the last inspection (sec. 21, later R.S. 4453). 

 CH-7 2-8 
 MARINE SAFETY MANUAL 

2.B.3. b. Organizational Changes. The Steamboat Inspection 

 Service was transferred from the Treasury Department to the 

 Department of Commerce and Labor in 1903. In 1913, this 

 Department was split into the Department of Labor and the 

 Department of Commerce; the latter became the new home of the 

 Steamboat Inspection Service. On June 30, 1932, the Steamboat 

 Inspection Service was combined with the Bureau of Navigation 

 to form the Bureau of Navigation and Steamboat Inspection. In 

 1936, this Bureau was redesignated the Bureau of Marine 

 Inspection and Navigation (BMIN). On February 28, 1942, 

 Executive Order No. 9083, Federal Register 1609 (1942) 

 transferred BMIN to the Coast Guard for the duration of the 

 Second World War. Reorganization Plan No. 3 of 1946, 60 Stat. 

 1097, made this transfer permanent and abolished the BMIN and 

 its designations of various inspectors. 

 c. Postwar Organization. In Coast Guard General Order 2-46, 11 

 Fed. Reg. 7775 (1946), the Commandant proclaimed that all 

 rules, regulations, permits, privileges, and orders in effect 

 prior to the transfer of functions to him under Reorganization 

 Plan No. 3 were to remain in effect. Hence, the names were 

 changed, but powers and authority remained the same. 

 Thereafter, under the authority in 33 CFR 1 and 46 CFR 1, the 

 Commandant assigned and distributed the inspection functions 

 transferred to him to these areas: 

 Former Function Assigned To

 BMIN and its Director; Commandant 

 Board of Supervising 

 Inspectors 

 Supervising Inspector District Commander 

 Board of Local Inspectors 0CMI 

 Local Inspectors and Marine Inspectors 

 Assistant Inspector 

 d. Enabling Authorities For The OCMI. The OCMI now performs and 

 exercises the powers and duties, formerly vested in the Board of 

 Local Inspectors, originally defined in 16 Stat. 443. Under 

 present law, the authority is granted by Title 46 U.S.C. to the 

 Secretary of the Department in which the Coast Guard is 

 operating. The Secretary has delegated the 

 CH-7 2-9 
 MARINE SAFETY MANUAL 

 2.B.3. d. (cont'd) authority to the Commandant (49 CFR 1.46) 

 and the Commandant has further delegated it to the OCMI 

 (33 CFR 1.01-20). 

 4. On-Scene Coordinator (OSC). The enabling authority for the 

 OSC is derived from the National Oil and Hazardous 

 Substances Pollution Contingency Plan (NCP) (40 CFR 300). 

 This plan mandates the coordination and direction of federal 

 pollution control efforts at the scene of discharge of oil 

 or release of hazardous substances to be accomplished 

 through an OSC, who shall be predesignated in accordance 

 with a regional contingency plan (RCP). The Environmental 

 ensure that OSC's are predesignated for all areas within a 

 Liability Act of 1980 (CERCLA), the OSC also has 

 Protection Agency (EPA) and the Coast Guard are required to 

 given region. The EPA furnishes OSC's for the inland zone, 

 and the Coast Guard furnishes OSC's for the coastal zone. 

 This zone includes waters subject to the tide, the 

 contiguous zone, certain other offshore waters (generally 

 out to 200 miles [370.4 kilometers]), the Great Lakes, and 

 specified ports and harbors on inland rivers. Under the 

 Comprehensive Environmental Response, Compensation and 

 jurisdiction over hazardous substance releases on land, into 

 ambient air, affecting groundwater, or land surfaces 

 included in the coastal zone. Generally, the land areas of 

 the coastal zone are immediately adjacent to waters where 

 the Coast Guard is the OSC. The Department of Defense (DOD) 

 is also designated under CERCLA to act as OSC for hazardous 

 substance releases from DOD vessels and facilities. DOD 

 does not act as OSC for oil discharges from their vessels or 

 facilities. 

 C. Specific Authorities For Requiring Coast Guard Inspection And

 Licensed Or Certificated Personnel On Vessels. In August 1983, 

 the Coast Guard-administered portions of Title 46, U.S.C. were 

 revised, consolidated, and enacted as "positive law." The 

 revision reorganized and restated laws in subject matter 

 categories useful to marine safety personnel. Each chapter of 

 Title 46 contains a more detailed table of contents. Figure 2-1 

 presents the basic organization. 

 D. Major Legislative Authorities For the Marine Environmental

 Protection (MEP) Program. The basic operating authorities for 

 Coast Guard marine environmental protection activities 

 follow: 

 The Federal Water Pollution Control Act of 1972, as amended 

 (FWPCA) and the Comprehensive Environmental Response, 

 Compensation, and Liability Act, as amended (CERCLA) charge the 

 Coast Guard to prepare for and respond to marine pollution 

 incidents, coordinating public and private response efforts. 

 CH-7 2-10 
 MARINE SAFETY MANUAL 

 FIGURE 2-1 

 ORGANIZATION OF TITLE 46 U.S.C. - SHIPPING 

SUBTITLE SECTION

 I. [Reserved - general] 101 

 II. Vessels and seamen 2101 

 III. Maritime Liability 30101 

 [BALANCE OF TITLE RESERVED] 

 SUBTITLE II - VESSELS AND SEAMEN 

 PART A - GENERAL PROVISIONS 

 CHAPTER SECTION

 21. General 2101 

 23. Operation of vessels generally 2301 

 PART B - INSPECTION AND REGULATION OF VESSELS 

 31. General 3101 

 33. Inspection generally 3301 

 35. Carriage of passengers 3501 

 37. Carriage of liquid bulk dangerous cargoes 3701 

 39. Carriage of animals 3901 

 41. Uninspected vessels 4101 

 43. Recreational vessels 4301 

 45. Uninspected commercial fishing industry 4501 

 vessels 

 PART C - LOAD LINES OF VESSELS 

 51. Loadlines 5101 

 PART D - MARINE CASUALTIES 

 61. Reporting marine casualties 6101 

 63. Investigating marine casualties 6301 

 PART E - LICENSES (Merchant Seaman), CERTIFICATES, AND 

 MERCHANT MARINER'S DOCUMENTS 

 71. Licenses and certificates of registry 7101 

 73. Merchant mariner's documents 7301 

 75. General procedures for licensing, 

 certification, and documentation 7501 

 77. Suspension and revocation 7701 

 2-11 CH-7 
 MARINE SAFETY MANUAL 

 FIGURE 2-1 (cont'd) 

CHAPTER SECTION

 PART F - MANNING OF VESSELS 

 81. General 8101 

 83. Masters and officers 8301 

 85. Pilots 8501 

 87. Unlicensed personnel 8701 

 89. Small vessel manning 8901 

 91. Tank vessel manning standards 9101 

 93. Great Lakes pilotage 9301 

 PART G - MERCHANT SEAMEN PROTECTION AND RELIEF 

 101. General 10101 

 103. Foreign and intercoastal voyages 10301 

 105. Coastwise voyages 10501 

 106. Fishing voyages 10601 

 107. Effects of deceased seamen 10701 

 109. Proceedings on unseaworthiness 10901 

 111. Protection and relief 11101 

 113. Official logbooks 11301 

 115. Offenses and penalties 11501 

 PART H - IDENTIFICATION OF VESSELS 

 121. Documentation of vessels 12101 

 123. Numbering undocumented vessels 12301 

 125. Vessel Identification System 12501 

 PART I - STATE BOATING SAFETY PROGRAMS 

 131. Recreational boating safety 13101 

 PART J - MEASUREMENT OF VESSELS 

 141. General 14101 

 143. Convention measurement 14301 

 145. Regulatory measurement 14501 

 147. Penalties 14701 

 SUBTITLE III - MARITIME LIABILITY 

 301. General 30101 

 313. Commercial Instruments and Maritime Liens 31301 

 CH-7 2-12 
 MARINE SAFETY MANUAL 

 2.D. (cont'd) The Ports and Waterways Safety Act of 1972, as amended 

 (PWSA) provides local Coast Guard Captains of the Port (COTP) 

 with authority to control the activities of vessels and 

 waterfront facilities. This includes issuing COTP orders, 

 promulgating safety zones and regulated navigation areas, 

 establishing vessel traffic services (VTS), directing or 

 prohibiting vessel movements and facility activities; and under 

 the Act to Prevent Pollution From Ships (ratification of the 

 international MARPOL 73/78 protocols) and the FWPCA the Coast 

 Guard has promulgated comprehensive shipboard and waterfront 

 facilities pollution prevention regulations. The Coast Guard 

 inspects U.S. and foreign vessels for compliance with these 

 standards and procedures. 

 1. Applicable Laws And Regulations. The specific statutes and 

 regulations which provide Coast Guard authority and 

 jurisdiction in the marine environmental protection program 

 are listed below. As the nation's maritime law enforcement 

 agency per 14 U.S.C. 89, the Coast Guard may enforce any U.S. 

 law, coordinating actions with appropriate federal, state, or 

 local agencies. 

 a. Clean Water Act of 1977 (86 Stat. 862; 33 U.S.C. 1321; 40 

 CFR 300; 33 CFR 153-156; 86 Stat. 871; 33 U.S.C. 1322); 

 b. The Comprehensive Environmental Response, Compensation and 

 Liability Act (CERCLA) as amended by the Superfund 

 Amendments and Reorganization Act of 1986 (SRA) (42 U.S.C. 

 9601; 40 CFR 300); 

 c. Ports and Waterways Safety Act (PWSA), as amended by the 

 Port and Tanker Safety Act of 1978 (92 Stat. 1471; 33 

 U.S.C. 1221-1232; 33 CFR 126 and 160-167); 

 d. The Act to Prevent Pollution From Ships (ratification of 

 the international MARPOL 73/78 protocols) (94 Stat. 2298; 

 33 U.S.C. 1901 et. seg.; 33 CFR 151, 155, 157, and 158; 46 

 CFR 25); 

 e. Deep Water Port Act, as amended (88 Stat. 2128, 2131; 33 

 U.S.C. 1504; 33 CFR 148-150); 

 f. Refuse Act of 1899 (33 U.S.C. 407); 

 g. Marine Protection, Research and Sanctuaries Act of 1972 

 (MPRSA) (33 U.S.C. 1401 et. seg.; 40 CFR 220- 

 223) (Domestic legislation implementing the Convention on 

 the Prevention of Marine Pollution by Dumping of Wastes 

 and other Matter (London Dumping Convention of 1972); 

 2-13 CH-7 
 MARINE SAFETY MANUAL 

 2.D.1. h. Outer Continental Shelf Lands Act (OCSLA), as amended (43 

 U.S.C. 1801); 

 i. Hazardous Material Transportation Act (HMTA) (88 Stat. 

 2157; 49 U.S.C. 1804; 49 CFR 171-173 and 176); 

 j. The International Safe Container Act (46 U.S.C. 1503; 49 

 CFR 450-453); 

 k. Subtitle II of Title 46 United States Code (46 U.S.C. 

 3701-3718; 33 CFR 157; 46 CFR subchapters D and 0); 

 p. Trans-Alaska Pipeline Authorization Act (TAPAA) (43 

 r. Coastal Zone management Act of 1972 (16 U.S.C. 1451 et. 

 l. Intervention on the High Seas Act (33 U.S.C. 1471); 

 m. Shore Protection Act of 1988 (33 U.S.C. 3501 et. seq., 33 

 CFR 151); 

 n. Marine Plastic Pollution Research and Control Act of 1987 

 (33 U.S.C. 1901 et. seq.; 33 CFR 151; 46 CFR 

 25)(Ratification of optional Annex V of MARPOL 73/78); 

 o. Ocean Dumping Ban Act of 1988 (33 U.S.C. 1401 et. seq.; 

 40 CFR 220-233); 

 U.S.C. 1653 (c)); 

 q. Rivers and Harbors Act of 1899, as amended (33 U.S.C. 411- 

 413); 

 seq.; 15 CFR 920-938); 

 s. Nonindigenous Aquatic Nuisance Prevention and Control Act 

 of 1990, P.L. 101-646; 

 t. OPA 90 Title 1, 7, P.L. 101-380; and 

 u. Hazardous Materials Transportation Uniform Safety Act 

 (HMTUSA)(P.L. 101-615, 49 U.S.C. 1801). 

 E. Specific Authority For The Port Safety And Security (PS-El

 Program. The specific statutes and regulations authorizing Coast 

 Guard PSS activities are divided into two basic groups: port 

 security and port safety. The statutes and regulations 

 authorizing Coast Guard PSS activities are listed in Figure 2-2. 

 1. Port Security. The PSS port security responsibilities are 

 derived from: 

 CH-7 2-14 
 MARINE SAFETY MANUAL 

 FIGURE 2-2 

 PORT SAFETY AND SECURITY 

 PROGRAM HISTORY 

 DATE EVENT RESULTING REMARKS 

 LEGISLATION/ 

 REGULATION. (IF 

 ANY) 

 07/30/16 Black Tom Island Espionage Act of Authority to issue 

 Explosion SS June 15, 1917 (40 regulations to 

 STAT 220) prevent damage to 

 harbors and vessels 

 during national 

 emergency. 

 02/11/30 MEUNCHEN fire & Dangerous Cargo Authority to develop 

 carriage of 

 explosions & CFR 126. 04/17/64 regulation of 

 1949-1950 "The Red Scare" Magnuson Act. Permanent Port 

 explosion Act - 28 March. and enforce 

 1940 regulations governing 

 explosives and 

 dangerous cargoes. 

 05/06/32 Cunard pier fire " " 

 07/27/39 SS SAINT " " 

 AMBROSIE and 

 Algiers dock 

 fire 

 04/16/47 Texas City Regulations In 33 More stringent 

 fire ammonium nitrate, 

 nitro carbo nitrate 

 and bulk hazardous 

 cargoes in general. 

 08/09/50, (50 Security Regulations, 

 U.S.C. 191) & broad powers to 

 Executive Order search vessels in 

 10173, 10/18/50, U.S. waters, control 

 33 CPR 6 of foreign vessel 

 movements in U.S. 

 ports. 

 05/19/50 South Amboy, New Amendment to the Regulations for 

 Jersey explosion Dangerous Cargo carriage of 

 Act. 07/16/52 explosives. 

 Provisions for port 

 authority 

 requirements. 

 March SS TORREY CANYON Federal Water Required the Coast 

 1967 grounding & oil Quality Guard to "establish 

 spill (& Improvement Act procedures, methods 

 subsequent 03/25/70(84 STAT and requirements for 

 domestic 191). Executive equipment to prevent 

 incidents) Order 11735 discharges of oil 

 delegated from vessels and 

 authority to EPA onshore and offshore 

 & USCG facilities." 

 01/20/70 USS YANCEY Ports & Waterways Extended authority of 

 collision with Safety Act of the Magnuson Act to 

 Chesapeake Bay 1972. 10 JUL protect use of ports 

 bridge 1972(33 U.S.C. as transportation 

 1221) facilities and to aid 

 efforts against 

 degradation of the 

 marine environment. 

 2-15 CH-7 
 MARINE SAFETY MANUAL 

 FIGURE 2-2 (cont'd) 

 DATE EVENT RESULTING REMARKS 

 LEGISLATION/ 

 REGULATION.(IF ANY) 

 01/18/71 SS OREGON Ports & Waterways Extend authority of 

 STANDARD/SS Safety Act of 1972, the Mangnuson Act to 

 ARIZONA STANDARD 10 JUL 1972(33 protect use of ports 

 collision & oil U.S.C. 1221) an transportation 

 spill facilities and to 

 aid efforts against 

 degradation of the 

 marine environment. 

 July, 1971 Creation of the The first 

 office of Marine Headquarters office 

 Environment A created since 1946, 

 systems (G-W) at (When G-M was 

 Headquarters established). 

 from components 

 of the office of 

 11/02/73 International (See below) 

 Operations 

 1971/1972 Puget Sound 33 CPR 155 Used to evaluate 

 Transfer transfer monitors as 

 monitoring study a PSS mission and to 

 assist with 

 generation of 

 prevention 

 regulations. 

 Coastal Zone CG role with Federal 

 Management Act of consistency 

 1972 (15 CPR 920- determinations. 

 938) 

 Marine Protection, U.S. regulations to 

 Research and implement U.S. 

 Sanctuaries of ratification of the 

 1972(Ocean Dumping convention for the 

 Ban Act) (33 U.S.C. Prevention of 

 1401) (40 CFR 220- Pollution of the Be& 

 233) from the Dumping of 

 Wastes (London 

 Dumping Convention). 

 Tasked CG with 

 surveillance of 

 ocean dumping 

 activities. 

 10/18/72 Enactment of Federal Water 

 Public Law 92- Pollution Control 

 500 Act Amendments of 

 1972. 

 12/21/72 Original 33 CFR 154-156 Established 

 Pollution equipment, 

 Prevention procedural & 

 Regulations personnel 

 Published. requirements for oil 

 (Effective on transfer operations. 

 07/01/74) 

 Convention for 

 Prevention of 

 Pollution from 

 Ships (MARPOL) 

 Deepwater Port 33 CPR 148-150 CG tasked with 

 Act of 1974 (33 approval and 

 U.S.C. 1501) licensing of 

 deepwater ports 

 CH-7 2-16 
 MARINE SAFETY MANUAL 

 FIGURE 2-2 (cont'd) 

 DATE EVENT RESULTING REMARKS 

 LEGISLATION/ 

 REGULATION. (IF 

 ANY) 

 07/01/74 Effective date 33 CFR 154-156 

 of the Pollution 

 Prevention 

 explosion in Los 

 Regulations 

 12/15/76 SS ARGO MERCHANT Port & Tanker Increased supervision & 

 grounding & oil Safety Act, control of vessels in 

 spill, off 10/17/78 (46 US waters. Inspection & 

 Massachusetts U.S.C. 3710, at. compliance program for 

 seq.) 33 CFR 164 tank vessels carrying 

 oil & hazardous 

 cargoes. Required 

 creation of MSIS to 

 track vessel histories. 

 12/17/76 SS SANSIMENA " 

 Angles harbor. 

 followed by a 

 series of tanker 

 accidents in or 

 near US waters 

 12/22/77 Public Law 95- Federal Water Pollution 

 217 Control Act Amendments 

 of 1977 

 08/12/80 US Ratifies The Act to 

 Annexes I &11 of Prevent 

 the MARPOL Pollution from 

 convention Ships. 10/21/80. 

 (PL 96-478) (33 

 U.S.C. 1901 et. 

 seq.) 

 10/02/83 Effective date 33 CFR 151, 155, International standards 

 for Annex I of 157, 158 for reducing oil 

 MARPOL pollution. Operational 

 requirements, including 

 Crude Oil Washing. 

 Construction 

 requirements including 

 Segregated ballast 

 tanks. 

 03/07/84 MOU between Creation of the 

 Secretary of Atlantic and Pacific 

 Transportation Maritime Defense Zones. 

 and Secretary of 

 Navy 

 10/07/85 The Italian International Amended the Ports and 

 cruise liner Maritime and Waterways Safety Act 

 ACHILLE LAURO is Port Security (33 U.S.C. 1226) 

 hijacked and a Act(33 U.S.C. authorizing activities 

 U.S. citizen is 1226. 46 U.S.C. and regulations to 

 killed app 1801) - prevent terrorism. 

 8/27/86 

 AUG. The Office of G- Headquarters 

 1986 W and O-M merged organization changed to 

 match District/field 

 office structure. 

 2-17 CH-7 
 MARINE SAFETY MANUAL 

 FIGURE 2-2 (cont'd) 

 DATE EVENT RESULTING REMARKS 

 LEGISLATION/ 

 REGULATION.(IF ANY) 

 08/27/86 International Amended the Ports and 

 Maritime and Port Waterways Safety Act(33 

 Security Act(46 U.S.C. 1226) authorizing 

 U.S.C. app 1801) activities and 

 regulations to prevent 

 terrorism. 

 04/06/87 Effective date 33 CFR 151, 158 International standards 

 of MARPOL for reduction of 

 Annex II pollution by Noxious 

 11/18/88 Executive Requirements for each 

 Control Act of through Ballast Water 

 1/4/92 Santa Clara 

 containers 

 Liquid Substances from 

 ships. 

 l/l/89 Effective date 33 CFR 151. 158 Effective data within 

 of MARPOL Shore U.S. prohibits all 

 Annex V discharge of plastic into 

 any waters. Restricts 

 other forms of vessel 

 generated garbage. 

 Protection Act of Required Coast Guard 

 1988 issued permits for the 

 transport of municipal & 

 commercial waste. 

 Order 12656 Federal Department to 

 perform specific 

 emergency preparedness 

 and response activities. 

 Superceded EO 11490. 

 3/24/89 Grounding of Oil Pollution Act Largest oil spill in US 

 the EXXON of 1990 waters - 41.64 million 

 VALDEZ in liters. Renewed national 

 Prince William interest in environmental 

 Sound, Alaska protection. 

 8/18/90 OPA 90 Amended FWPCA & required 

 tank vessel and facility 

 response plan. 

 11/29/90 Effective date Prevents unintentional 

 of Aquatic introduction of 

 Nuisance nonindigenous species 

 Prevention and into waters of U.S. 

 1990 M/V Management. 

 loses 

 containing 

 hazardous 

 materials off 

 New Jersey 

 coast during 

 storm 

 CH-7 2-18 
 MARINE SAFETY MANUAL 

 2.E.1. a. Espionage Act (40 Stat. 220) as amended (50 U.S.C. 191, 

 para. 1; 33 CFR Part 6); 

 b. Magnuson Act (64 Stat. 427; 50 U.S.C. 191, para.2); and 

 c. Parts and Waterways Safety Act (PWSA) (46 U.S.C. app. 

 1801-1809; 33 U.S.C. 1226). 

 2. Port Safety. The PSS port safety responsibilities are 

 derived from: 

 a. Ports and Waterways Safety Act (PWSA) (92 Stat. 1471; 33 

 U.S.C. 1221-1232; 33 CFR 126 and 160-167); 

 b. Subtitle II of Title 46 (46 U.S.C. 3701-3718; 33 CFR 157; 

 46 CFR 35.01-1, 35.32, and 35.35); 

 c. Hazardous Materials Transportation Act (HMTA) (88 Stat. 

 2157; 49 U.S.C. 1804; 49 CFR 171-173 and 176); 

 d. 33 CFR 160 Ports and Waterways Safety - General; and 

 e. 33 CFR 165 Regulated Navigation Areas and Safety Zones. 

F. Specific Authority For The Bridge Administration (BA) Program. 

 The laws governing the construction, operation, and alteration of 

 bridges over the navigable waters of the United States were first 

 administered by the U.S. Army Corps of Engineers (USACE). The 

 Coast Guard administered the approval of bridge lighting. With 

 the formation of DOT, certain functions, duties, and 

 responsibilities of the Secretary of the Army were transferred to 

 the SECDOT on April 1, 1967. The authority to administer these 

 laws was delegated to the Commandant of the Coast Guard by 

 Section 1.46 of Title 49, CFR. Parts of this authority have been 

 further delegated by the Commandant to the district commanders by 

 33 CFR 1.01 and 

 1.05. 

 1. Laws. The following laws govern the construction, operation, 

 alteration, and lighting of bridges across the navigable 

 waters of the U.S.: 

 a. Section 5 of the Act of August 18, 1894, as amended (28 

 Stat. 362; 33 U.S.C. 499), concerns drawbridge operation 

 and civil and criminal penalties for violations. 

 b. Sections 9 and 18 of the Act of March 3, 1899, as amended 

 (30 Stat. 1151 and 1153; 33 U.S.C. 401 and 502), concern 

 bridge construction, alteration or 

 2-19 CH-7 
 MARINE SAFETY MANUAL 

 2.F.1. b. (cont'd) removal of obstructive bridges, bridge 

 lighting, drawbridge operation, and civil and criminal 

 penalties for violations. 

 c. The Act of March 26, 1906, as amended (34 Stat. 497; 33 

 U.S.C. 491 et. seq.), concerns bridge construction, 

 alteration or removal of obstructive bridges, bridge 

 lighting and drawbridge operation, and civil and criminal 

 penalties for violations. 

 d. The Truman-Hobbs Act, June 21, 1940, as amended (54 Stat. 

 497; 33 U.S.C. 511 et. seq.), concerns alteration or 

 removal of obstructive bridges, cost-sharing between the 

 Coast Guard and bridge owner(s), removal of bridge at 

 owner's-expense, and criminal penalty for violations. 

 e. The General Bridge Act of 1946, as amended (54 Stat. 497; 

 33 U.S.C. 525 et. seq.), concerns bridge construction and 

 civil and criminal penalties for violations. 

 cases. 

 f. The Act of August 4, 1949, as amended (63 Stat. 501; 14 

 U.S.C. 85), concerns lighting of fixed and floating 

 structures and criminal penalty for violations. 

 g. The Department of Transportation Act of 1966 (80 Stat. 

 931; 49 U.S.C. 1651 et. seq.), concerns transfer of BA 

 functions. 

 h. The International Bridge Act of 1972, (86 Stat. 731; 33 

 U.S.C. 535), concerns construction and operation of 

 bridges connecting the United States with any foreign 

 country; also subject to the provisions of the Act of 

 March 26, 1906. 

 i. The Surface Transportation Assistance Act of 1978, as 

 amended (92 Stat. 2689; 23 U.S.C. 144), concerns bridge 

 construction and exemption from bridge permit in certain 

 2. Regulations. The following regulations relate to governing 

 the construction, operation, alteration, and lighting of 

 bridges across the navigable waters of the U.S. 

 a. 33 CFR 1 - General Provisions. Delegation of authority 

 for bridge construction permitting and drawbridge 

 operation rulemaking; civil and criminal penalty 

 procedures for violations of law related to 

 CH-7 2-20 
 MARINE SAFETY MANUAL 

 2.F.2. a. (cont'd) bridge construction, drawbridge operation, 

 alteration or removal of obstructive bridges, and bridge 

 lighting. 

 b. 33 CFR 114 - General. Purpose and policy on bridge 

 construction permitting, drawbridge operation 

 regulations; lists special drawbridge operation 

 regulations, and violations of related laws. 

 c. 33 CFR 115 - Bridge Locations and Clearances; 

 Administrative Procedures. Policy and procedures for 

 bridge construction permitting. 

 d. 33 CFR 116 - Alteration of Obstructive Bridges. Policy 

 and procedures for alteration or removal of obstructive 

 bridges. 

 e. 33 CFR 117 - Drawbridge Operation Regulations. Policy 

 and procedures for changing drawbridge operation 

 regulations. 

 f. 33 CFR 118 - Lighting of Bridges. Policy and 

 procedures for approval of bridge lighting; criminal 

 penalties for violations of law. 

G. Specific Authority For The Recreational Boating Safety (RBS) 

 Program. The primary authority for the RBS Program came from the 

 Federal Boat Safety Act of 1971. The provisions of this act have 

 been codified in Title 46, U.S.C. The cited statutes provide 

 authority for: 

 1. Establishing minimum safety standards for recreational 

 vessels and associated equipment, and establishing procedures 

 and tests required to measure conformance (46 U.S.C. 4302); 

 compliance enforcement (46 U.S.C. 4303); exemption (46 U.S.C. 

 4305); federal preemption (46 U.S.C. 4306); and prohibited 

 manufacturer acts (46 U.S.C. 4307(a)). 

 2. Enforcing recreational vessel manufacturer requirements to 

 repair or replace defective or non-complying vessels (46 

 U.S.C. 4310). 

 3. Prohibiting unsafe operation of a vessel (46 U.S.C. 4307(b)); 

 termination of unsafe operation (46 U.S.C. 4308); imposing 

 penalties for negligent operations (46 U.S.C. 2302). 

 4. Prescribing casualty reporting (46 U.S.C. 6101); collecting, 

 analyzing, and publishing reports and statistics on marine 

 casualties (46 U.S.C. 6102). 

 2-21 CH-7 
 MARINE SAFETY MANUAL 

 2.G.5. Prescribing a standard numbering system for vessels (46 

 U.S.C. Chapter 123); documenting of pleasure vessels (46 

 U.S.C. Chapter 121). 

 6. Establishing guidelines and standards for state recreational 

 boating safety programs and distributing funds to assist 

 states in carrying out programs (46 U.S.C. 13101-13109). 

 7. Establishing and consulting with the National Boating Safety 

 Advisory Council (46 U.S.C. 13110). 

 8. Administering the Coast Guard Auxiliary (14 U.S.C. 821-894). 

H. Grants Of Authority. The general authority for the Coast Guard 

 to enforce or assist in the enforcement of applicable federal 

 laws on or under the high seas and waters subject to U.S. 

 jurisdiction is set forth in 14 U.S.C. 2. Under 14 U.S.C. 89, 

 Coast Guard commissioned, warrant, and petty officers are 

 authorized to board any vessel subject to the jurisdiction of the 

 U.S., make inquiries of those aboard, examine the vessel's 

 documents and papers, and inspect or search the vessel for law 

 enforcement purposes. Similarly, under 14 U.S.C. 704 a member of 

 the Coast Guard Reserve on active duty or inactive duty training 

 has the same authority, rights, and privileges. 

 1. Marine Investigations. The basic authority for marine 

 casualty investigations (to include recreational boating 

 accidents) is 46 U.S.C. Chapter 63. The basic authority for 

 personnel investigations is 46 U.S.C. Chapter 77. The basic 

 authority to investigate casualties on the Outer Continental 

 Shelf (OCS) is 43 U.S.C. 1348. A general description of the 

 delegation of authority is found in 46 CFR 1.01 and 49 CFR 

 1.46. 

 2. Marine Inspection. The Secretary has delegated authority to 

 the Commandant in 49 CFR 1.46. The Commandant has delegated 

 of marine inspection functions to district commanders and 

 Order No. 12234 delegates the responsibility of enforcing the 

 considerable authority and responsibility for the performance 

 OCMI's. A general description of the delegation of 

 functional authority is set forth in 46 CFR 1.01. Executive 

 International Convention for the Safety of Life at Sea (SOLAS 

 74) to DOT. 

 3. Specific Navigation And Vessel Inspection Laws. Powers and 

 functions delegated to the Commandant by the SECDOT (pursuant 

 to 14 U.S.C. 631 and 46 U.S.C. 2104) are listed in 49 CFR 

 1.46. 

 CH-7 2-22 
 MARINE SAFETY MANUAL 

2.H. 4. Marine Environmental Protection (MEP). The basic 

 authorities for performing MEP functions are derived from 

 the FMPCA, 33 U.S.C. 1321, and CERCLA, 42 U.S.C. 9604. 

 Authorities to act under both these laws have been 

 delegated to district commanders and Coast Guard OSCs. 

 The delegations under CERCLA are contained in 33 CFR 

 1.01-70, and the delegations under FWPCA are contained in 

 33 CFR 153.105. Both delegations provide the OSC with 

 broad authority to act to remove discharges of oil or 

 releases of hazardous substances. This authority has 

 been limited to exclude actions against vessels that 

 would constitute intervention. Commandant Instruction 

 (COMDTINST) 16451.5A details the scope of intervention 

 actions and procedures to be followed by OSCs. 

I. Line Of Authority. The Commandant, as senior officer of the 

 Coast Guard, has ultimate responsibility for the execution of 

 military and regulatory duties assigned to the Coast Guard. 

 To execute the Coast Guard's marine safety duties 

 effectively, the Commandant has delegated authority to 

 specific positions (e.g., district commanders, OCMIs, COTPs) 

 in the Coast Guard to execute certain command functions. 

 1. Chain Of Command. 

 a. Regulatory Control. 33 CFR 1.01 and 46 CFR 1.01 

 provide for the delegation of authority by the 

 Commandant to district commanders, OCMIs, and COTPs. 

 33 CFR 3.01-1(d) and (e) describe the command 

 authority of OCMIs and COTPs within their geographic 

 zones. 46 CFR 1.01-15 states the militar (a) that y 

 chain of command is from the district commander to

 each Officer in Charge, Marine Inspection, within the

 district. In some cases, authority flows from the 

 Commandant to the district commanders and then to 

 OCMIs and COTPs. In other cases, it flows directly 

 from G-C to the OCMIs and COTPs, as well as to the 

 district commanders (see 33 CFR 160.111). Final

 authority is vested in the OCMI for the performance, 

 within the area of his Jurisdiction, of the functions

 specified in 33 CFR 1.01-20, subject to appeal as 

 provided in 46 CFR 2.01-70. Thus, while the OCMI is 

 under administrative command of the district 

 commander, the delegated authority runs from the 

 Commandant through the district commander or directly 

 from the Commandant. 

 b. Military Control. The concept of OCMI and COTP 

 authority relates to operational responsibilities for 

 safety of life and property, national security, and 

 environmental protection, under applicable laws, 

 apart from the Coast Guard's internal command and 

 support network. Where internal management is 

 involved, the authority of the unit commanding 

 officer (CO) is exercised. An OCMI or COTP is the 

 2-23 CH-10 
 MARINE SAFETY MANUAL 

2.I.1. b. (cont'd) CO of the principal Coast Guard facility 

 that is charged with performance of Commercial Vessel 

 Safety (CVS) or PSS/MEP duties for a certain 

 geographical area. In the United States, these are 

 "district units" and their CO's report directly to 

 the respective district commanders. This permits the 

 unit to function at a remote location without the 

 burden of a large administrative support staff. 

 2. Titles For Signing Correspondence, Documents, Etc. 

 a. OCMI. 

 (1) OCMI Signature. The CO of a marine inspection 

 office (MIO) or a marine safety office (MSO) 

 will be governed by the provisions of Article 7- 

 1-9 of Coast Guard Regulations with respect to 

 signing official correspondence, documents, 

 etc., except as modified by other parts of this 

 manual. The term "officers" as used in the 

 regulations includes both military and civilian 

 personnel. When the OCMI signs licenses, 

 certificates, and documents other than official 

 service correspondence, the signature shall 

 appear above the title "Officer in Charge, 

 Marine Inspection." 

 (2) OCMI Signature Redelegation. Pursuant to 46 CFR 

 2.01-30, an OCMI may redelegate, in writing, to 

 one individual on his staff, authority to sign 

 Temporary Certificates of Inspection (CG-854) 

 and Certificates of Inspection (COI) documents 

 updated as a result of mid-periods, 

 reinspections, drydockings, and administrative 

 changes such as change of address. (The written 

 redelegation remains in effect until terminated 

 in writing.) The individual given signature 

 authority must sign and state "By direction" 

 above the title "Officer in Charge, Marine 

 Inspection." (See Appendix A for example.) 

 b. COTP. With the exception of the COTP Order, there 

 are no documents for which the COTP may not delegate 

 authority to sign. The COTP may designate an officer 

 COTP signs official communications, the signature 

 (as provided by Coast Guard Regulations) to sign 

 official communications, as appropriate. When the 

 shall appear above the title "Captain of the Port." 

 A designated representative of the COTP may sign 

 official communications with a signature, followed by 

 the words "By direction of the Captain of the Port." 

 c. Documentation Officers. These officers are 

 authorized to approve applications, sign certificates 

CH-10 2-24 
 MARINE SAFETY MANUAL 

 2.I.2. c. (cont'd) of documentation, certificates of 

 ownership, and abstracts of title, and record and certify 

 copies of instruments provided for in 46 CFR 67. 

J. Port Safety And Security (PSS) And Marine Environmental

 Protection (MEP) Mission Performance Standards. (BEING DEVELOPED) 

K. Authority For Commercial Vessel Safety (CVS) Performance

 Standards. (BEING DEVELOPED) 

L. Authority For Maritime Defense Zone (MDZ). 

 1. Purpose. The MDZ concept grew out of a review of Coast Guard 

 roles and missions which Congress mandated to identify those 

 areas where the Coast Guard could enhance defense 

 capabilities within statutory limitations. The Navy and 

 Coast Guard (NAVGARD) Board forwarded the "Review of Coast 

 Guard Wartime Tasking" study to the Chief of Naval Operations 

 (CNO) and the Commandant on 19 March 1981. The primary 

 recommendations of the study concerned the formal linking of 

 the existing Coast Guard command and control structure for 

 U.S. coastal areas to the Navy Fleet Commanders-in-Chief 

 (CINC's) on each coast, and planning for the coastal defense 

 mission. By an MOA between the SECDOT and the Secretary of 

 the Navy on March 7, 1984, the Coast Guard Atlantic and 

 Pacific area commanders were given collateral duties as the 

 Commanders, Maritime Defense Zones Atlantic and Pacific, 

 respectively. In performing their MDZ duties, they report to 

 the Navy Atlantic and Pacific Fleet CINC's, even in 

 peacetime. 

 2. Command Structure. The MDZ's are Navy commands, even though 

 the MDZ Commanders are Coast Guard officers. In wartime or 

 when properly directed, the MDZ Commanders will perform those 

 tasks relating to the coastal defense of the United States 

 assigned by the appropriate Navy Fleet CINC utilizing Coast 

 Guard and Navy forces, as assigned. 

 3. MDZ Sectors. The two MDZ's are each divided into sectors. 

 These sectors generally follow the Coast Guard district 

 boundaries. Most sectors are commanded by the local Coast 

 Guard district commander, with a senior Navy officer serving 

 as the deputy sector commander. However, there are four 

 sectors (two on each coast) where the situation is reversed; 

 they are commanded by Navy officers and senior Coast Guard 

 officers serve as the deputies. 

 2-25 CH-7 
 MARINE SAFETY MANUAL 

 2.M. Authority For Exemptions And Waivers. 

 1. Exemptions. SOLAS 1974 requires an exemption 

 certificate to be carried aboard certain passenger, cargo, 

 and tank vessels embarked on international voyages when they 

 do not fully comply with the provisions of the Convention. 

 The Commandant may issue an exemption certificate, through 

 the OCMI, to a vessel exempted from complying with certain 

 requirements of the Convention. In conjunction with this 

 rule, the Federal Communications Commission (FCC) may issue 

 an exemption certificate that modifies the Cargo Ship Safety 

 Radiotelephone Certificate or the Cargo Ship Safety 

 Radiotelegraphy Certificate (see 46 CFR 2.01-25). 

 2. National Defense Waivers. 

 a. Authority Of The Commandant. The Commandant has the 

 authority to issue general or individual waivers of 

 navigation and vessel inspection laws and regulations 

 administered by the Coast Guard in any case when it is 

 deemed necessary in the interest of national defense. 

 See 64 Stat. 1120 (the note preceding Section 1, 46 

 U.S.C. App.), and 46 CFR 2.45 for a description of 

 general waiver authority. 

 b. Authority Of District Commanders And Their

 Or The Representatives Of The Commandant. 

 Under 46 CFR 6.01 and 33 CFR 19.01, the 

 Commandant has provided for certain vessels a waiver of 

 compliance with the navigation and vessel inspection 

 laws and regulations administered by the Coast Guard, 

 and has established the terms and conditions applicable 

 to such waivers. Among these terms is the authority 

 for district commanders or their designated 

 representatives to issue waivers to vessels on an 

 individual basis, without reference to the Commandant, 

 in cases when delay created by referral may adversely 

 affect national defense interests. Each district 

 commander may designate, in writing, qualified 

 commissioned or civilian officers of appropriate rank 

 or position to act as representatives in carrying out 

 these provisions. In an order of designation, the 

 district commander may impose restrictions and 

 conditions upon the authority of such representatives. 

 Copies of such designations shall be forwarded to the 

 Office of Marine Safety, Security and Environmental 

 Protection, Commandant (G-M). The ports at-which such 

 representatives are designated shall be determined by 

 the respective district commanders. The following 

 regulations have been issued under the provisions of 64 

 Stat. 1120: 

 CH-7 2-26 
 MARINE SAFETY MANUAL 

2.M.2.b. (1) 46 CFR 6.01 And 33 CFR 19.01. These regulations 

 authorize the district commander or a 

 representative to waive compliance with the 

 navigation and vessel inspection laws and 

 regulations to the extent deemed necessary, in the 

 interest of national defense, for a particular 

 vessel. Waivers requested in accordance with these 

 provisions should be submitted in time for normal 

 processing. However, in cases of extreme urgency a 

 decision on the request may be made by the district 

 commander or a representative, if referral to 

 Headquarters would result in an undue delay of the 

 vessel's sailing. 

 (2) 46 CFR 6.06 And 33 CFR 19.06. These regulations 

 require the district commander or a representative 

 to waive compliance with the navigation and vessel 

 inspection laws and regulations for a particular 

 vessel chartered to or operated by the Military 

 Sealift Command (MSC), pursuant to the request of 

 the Commander, MSC, or a designated 

 representative. Such waivers shall in all cases 

 be granted consistent with 64 Stat. 1120. It 

 should be noted that waivers under this authority 

 are restricted to individual vessels operated by 

 or chartered to MSC. Vessels operated under 

 general agency agreement are not included under 

 this authority, and shall be handled under 46 CFR 

 6.01 and 33 CFR 19.01, unless a waiver is 

 requested by the Secretary of Defense or a 

 designee. 

 3. Procedures For Effecting National Defense Waivers of

 Navigation And Inspection Laws. 

 a. General Waivers. 46 CFR 2.45-20 states that only the 

 Commandant is authorized to issue general waivers which 

 affect more than one vessel in one order. 

 b. Individual Waivers Issued Under 46 CFR 6.01 And 33 CFR

 19.01. 

 (1) General. Under this procedure, application may be 

 made by any person interested in the vessel 

 involved, including representatives of any 

 interested government agency. In all cases in 

 which the OCMI believes that the delay involved in 

 referral to the Commandant will not prevent the 

 vessel from sailing on time or otherwise be 

 contrary to national defense, applications shall 

 CH-7 2-27 
 MARINE SAFETY MANUAL 

 2.M.3.b. (1) (cont'd) be forwarded to the Commandant for 

 action. In other words, it is intended that waivers 

 be effected in the field only in those cases in which 

 time will not permit action by the Commandant. [NOTE: 

 The OCMI must be the judge of whether time will 

 permit reference of the application to the 

 Commandant.] 

 (2) Oral Applications. While it is contemplated that 

 applications will be made in writing, except in 

 unusual circumstances, no oral application made with 

 representations of urgency and otherwise merited 

 should be denied on the ground that it could have 

 been made in writing. However, all particulars of 

 cases in which the oral application privilege appears 

 to have been abused shall be reported to the 

 Commandant for appropriate action. This action may 

 be taken either by initiating suspension and 

 revocation (S&R) proceedings against licensed 

 officers, or by reporting to the federal agency whose 

 representatives abused this privilege. Commandant (G- 

 M) should also be advised of all waivers effected 

 upon oral application that are not reduced to writing 

 and filed within the period specified in the waiver 

 order, as required by 46 CFR 6.01 or 33 CFR 19.01. In 

 such cases, the Commandant will advise the cognizant 

 district commander whether statutory penalties for 

 failure to comply with the requirements should be 

 invoked. 

 c. Applications Considered By Coast Guard Officers. 

 Although the representations of the person making a waiver 

 application should always be given due consideration, it 

 is not contemplated that a Coast Guard officer authorized 

 to effect the waiver will be guided solely by such 

 representations. Each application should be considered in 

 the light of such factors as: 

 (1) The time at which the vessel is scheduled to depart; 

 (2) The mission of the vessel; 

 (3) The requirements of law proposed to be relaxed; 

 (4) The effects of relaxation upon the safety of the 

 vessel and the persons aboard; and 

 CH-7 2-28 
 MARINE SAFETY MANUAL 

 2.M.3.c. (5) The consequences of failure to relax such 

 requirements insofar as national defense is 

 concerned and other relevant factors. 

 If, after full consideration of the application, the 

 officer judges that the national defense justifies the 

 risk so calculated, the waiver should be made effective 

 to the extent deemed justified. If the officer believes 

 that the waiver is not justified, the waiver order shall 

 not be issued, regardless of the representations 

 contained in the application. 

 d. Guidelines For Waivers Of Manning Requirements. If a 

 request for a waiver of manning requirements is requested 

 under 46 CFR 6.01 or 33 CFR 19.01, and it is determined 

 that national defense interests are involved, a waiver 

 may be granted under the following 

 conditions: 

 (1) The owner, operator, or master has made a diligent 

 effort to obtain properly qualified personnel. 

 (2) Waivers to permit the substitution of unlicensed 

 personnel to fill billets for licensed personnel 

 will not be granted. 

 (3) Except for the master and chief engineer, licensed 

 officers may be substituted without regard to grade, 

 provided the officer is a holder of a license of 

 proper routs and scope (e.g., a person holding a 

 second or third mate license may be authorized to 

 serve as acting chief mate, and should sign on the 

 vessel in this acting capacity, consistent with 

 subparagraph 2.M.3.d.(4) below). 

 (4) No substitution of personnel to a higher capacity 

 than that for which they are currently licensed or 

 certificated shall be made without the concurrence 

 of the master and, in those cases involving 

 engineroom personnel, the chief engineer. 

 (5) Waivers to sail with a master and two mates and a 

 chief and two engineers may be granted. The 

 requirements of 46 U.S.C. 8301 may be waived in 

 cases that would require the master or chief 

 engineer to stand a watch. 

 2-29 CH-7 
 MARINE SAFETY MANUAL 

 2.M.3.d. (6) The holders of Able Seaman (AB) ratings (Limited 

 or Special) may be substituted for required able 

 seamen. 

 (7) The requirements for at least 65 percent of the deck 

 crew, exclusive of licensed officers and 

 apprentices, to be AB's may be reduced to 33 

 percent. Waivers issued under this guide should be 

 restricted to the actual percentage required; 

 blanket reductions to 33 percent should not be 

 granted. Vacant AB positions must be filled by 

 experienced ordinary seamen or other deck ratings 

 who are satisfactory to the master; they shall be 

 signed on as acting able seamen. Those persons 

 filling acting AB positions must show proof of their 

 acuity of vision, color sense, and hearing. This 

 may be done by a licensed physician or licensed 

 physicians assistant. 

 (8) Waivers may be granted to permit one-third of the 

 oilers and one-third of the fireman/ watertenders to 

 be replaced by wipers or qualified members of the 

 engineering department (QMED's) acceptable to the 

 chief engineer. Waivers granted under these terms 

 should allow the chief engineer sufficient time to 

 ensure that replacements are capable of standing the 

 required watch. 

 e. Application For Waiver And Waiver Orders, Form CG-2633. 

 All applications for waivers of navigation and vessel 

 inspection laws and waiver orders shall be made on Form 

 CG-2633. One copy of every application filed and acted 

 upon in the field shall be forwarded to the Merchant 

 Vessel Inspection and Documentation Division, Commandant 

 (G-MVI), on waivers concerning inspection, and to the 

 Merchant Vessel Personnel Division, Commandant (G-MVP), 

 on waivers concerning personnel. This shall be done 

 whether or not the application is approved. In cases 

 when the application is denied, a notation to that 

 effect, signed by the cognizant officer, shall be made on 

 the copy sent to Headquarters. 

 f. Requests Concerning Military Sealift Command (MSC) 

 Vessels. The following is a list of officials designated 

 by the Commander, MSC, to apply for individual waivers 

 CH-7 2-30 

 under 46 CFR 6.06 and 33 CFR 19.06: 

 (1) Commander, MSC, Washington, DC; 
 MARINE SAFETY MANUAL 

 (8) Commander, MSC Eastern Atlantic and Mediterranean 

 2.M.3.f. (2) Commander, MSC, Atlantic Area, New York, NY; 

 (3) Commander, MSC, Gulf Subarea, New Orleans, LA; 

 (4) Commander, MSC, Pacific Area, San Francisco, CA; 

 (5) Commanding Officer, MSC Office, Guam, Marianas; 

 (6) Commanding Officer, MSC Office, Honolulu, HI; 

 (7) Commander, MSC Office, Seattle, WA; 

 Area, London, England; 

 (9) Commanding Officer, MSC Office, Bremerhaven, 

 Germany; 

 (10) Commander, MSC Mediterranean Subarea, Leghorn, 

 Italy; and 

 (11) Commander, MSC Far East Area, Yokosuka, Japan. 

N. Appeals. 

 1. Right To Appeal. Most CFR subchapters provide guidance for 

 individuals who feel aggrieved by any OCMI or COTP decision. 

 Specific citations for right to appeal categories follow: 

 a. 33 CFR. 

 (1) 1.07-70 Enforcement; Civil and Criminal Penalty 

 Proceedings 

 (2) 6.10-9 Protection and Security of Vessels, Harbors, 

 and Waterfront Facilities 

 (3) 125.47 Identification Credentials for Persons 

 Requiring Access to Waterfront Facilities or Vessels 

 (4) 127.015 Liquefied Natural Gas Waterfront Facilities 

 (5) 135.405 OCSLAA Denial of Entry/Detention Orders 

 (6) 140.25 OCS Activities 

 (7) 150.425 Suspension of Oil Transfer Operations 

 2-31 CH-7 
 MARINE SAFETY MANUAL 

 2.N.l.a. (8) 156.113 Compliance With Oil Transfer Suspension 

 Orders 

 (9) 157.06 Tank Vessels Carrying Oil in Bulk 

 (10) 160.7 Ports and Waterways Safety 

 b. 46 CFR. 

 (1) 2.01-70 Vessel Inspections 

 (2) 5.701 S&R Proceedings 

 (3) 10.204 Marine Licensing 

 (4) 12.02-25 Certification of Seamen 

 (5) 15.510 Manning 

 (6) 30.20-50 Tank Vessels 

 (7) 42.07-75 Load Lines 

 (8) 50.20-40 Plan Submittal and Approval 

 (9) 157.18-10 Officers' Competency Certificates 

 Convention, 1936 

 (10) 90.01-7 Cargo and Miscellaneous Vessels 

 (11) 175.30-1 Small Passenger Vessels 

 (12) 188.01-7 Oceanographic Research Vessels 

 (13) 187.05-35 Small Passenger Vessels (Licensing) 

 

 2. Suspension And Revocation (S&R) Proceedings Under 46 U.S.C. 

 7702. The decisions of an administrative law judge (ALJ) may 

 be affirmed, reversed, altered, modified, or remanded by the 

 Commandant. The Commandant's decision on appeal shall be 

 final in the absence of a remand under 46 CFR 5, Subpart J. 

 However, the party adversely affected may appeal the 

 Commandant's decision to the. National Transportation Safety 

 Board (NTSB), according to rules set forth in 49 CFR 825. 

 3. Administrative Orders Issued Pursuant To Section 106(a) Of

 CERCLA. Any person directly affected by an administrative 

 order may request reconsideration by the OSC. If not 

 satisfied with the decision of the OSC, that person may 

 appeal in writing to the appropriate district 

 CH-7 2-32 
 MARINE SAFETY MANUAL 

 2.N. 3. (cont'd) commander. The Chief of the Marine Safety Division 

 (m) processes appeals to the district commander, whose 

 decision is final. A detailed discussion of the Commandant's 

 policy and procedures for appeal is discussed in CERCLA 

 Response Authority and Associated Coast Guard Policies, 

 COMDTINST M16465.29. 

 4. MARPOL Detention Orders. See 33 U.S.C. 1904(g). 

 O. MSIS. (BEING DEVELOPED) 

 2-33 CH-7 
 MARINE SAFETY MANUAL 

 CHAPTER 3. MARINE SAFETY ORGANIZATION 

 CONTENTS 

SECTION PAGE

 3.A. Headquarters 3-1 

 3.A.1. Commandant (G-M) Responsibilities 3-1 

 3.A.2. Commandant (G-W) Responsibilities 3-2 

 3.A.3. Commandant (G-B) Responsibilities 3-3 

 3.A.4. Commandant (G-N) Responsibilities 3-4 

 3.A.5. Commandant (G-CMC) Responsibilities 3-4 

 3.B. Field 3-4 

 3.B.1. Marine Safety Center (MSC) 3-4 

 3.B.2. District Level 3-5 

 3.B.3. Marine Safety Office (MSO) 3-5 

 3.B.4. Marine Safety Detachment (MSD) 3-5 

 3.B.5. Vessel Traffic Service (VTS) 3-5 

 3.B.6. National Strike Force (NSF) 3-5 

 3.B.7. Marine Inspection Office (MIO) 3-5 

 3.B.8. Marine Inspection Detachment (MIDET) 3-7 

 3.B.9. Captain Of The Port (COTP) 3-7 

 3.B.9.a. Port Safety Station (PSSTA) 3-7 

 3.B.9.b. Port Safety Detachment (PSD) 3-7 

 3.B.10. Regional Examination Center (REC) 3-7 

 3.B.11. Vessel Documentation Office 3-7 

 3.C. Program Billets And Positions 3-7 

 3.C.1. District level 3-7 

 3.C.1.a. District/Area Commander 3-7 

 3.C.1.b. Chief, Marine Safety Division (District 

 Commander (m)) 3-8 

 3.C.1.b.(1) Responsibilities 3-8 

 3.C.1.b.(2) Staff Liaison 3-9 

 3.C.1.c. Chief, Boating Safety Division (District 

 Commander (b)) 3-10 

 3.C.1.d. Hearing Officer 3-10 

 3.C.2. Unit Level 3-11 

 3.C.2.a. Officer In Charge, Marine Inspection (OCMI) 3-11 

 3.C.2.a.(1) Duties 3-11 

 3.C.2.a.(2) Authority 3-13 

 3.C.2.a.(3) Responsibility 3-13 

 3.C.2.a.(4) Professional Concerns And Liaison 3-13 

 3.C.2.b. Acting OCMI (AOCMI) 3-14 

 3.C.2.c. Captain Of The Port (COTP) 3-14 

 3.C.2.c.(1) Duties 3-14 

 3.C.2.c.(2) Authority 3-16 

 3.C.2.c.(3) Professional Concerns And Liaison 3-16 

 3.C.2.d. Alternate COTP 3-16 

 3-I 
 MARINE SAFETY MANUAL 

 CONTENTS 

SECTION PAGE

 3.C.2.e. On-Scene Coordinator (OSC) 3-17 

 3.C.2.e.(1) Designations And Duties 3-17 

 3.C.2.e.(2) Responsibilities 3-17 

 3.C.2.f. On-Scene Commander/Coordinator (OSC) 3-18 

 3.C.2.g. Offshore Oil Pollution Compensation Fund 

 Representatives 3-18 

 3.C.2.h. Offshore Oil Pollution Compensation Fund 

 Claims Adjusters 3-19 

 3.C.2.i. Proper Use Of Titles 3-19 

 3.C.2.i.(1) Command Personnel 3-19 

 3.C.2.i.(2) Units 3-19 

 3.C.2.j. Supervisory Positions 3-19 

 3.C.2.j.(1) Chief, Inspection Department 3-19 

 3.C.2.j.(2) Chief, Investigation Department 3-20 

 3.C.2.j.(3) Chief, Maritime Personnel Department 3-21 

 3.C.2.j.(4) Chief, Port Operations Department 3-22 

 3.C.2.j.(5) Supervisor, Marine Inspection Detachment 

 (MIDET) 3-23 

 3.C.2.j.(6) Supervisor, Port Safety Detachment 

 (PSD) 3-23 

 3.C.2.j.(7) Supervisor, Marine Safety Detachment 

 (MSD) 3-23 

 3.C.2.k. Field Positions 3-23 

 3.C.2.k.(1) Marine Inspector 3-23 

 3.C.2.k.(1)(a) Records Of Inspections 3-23 

 3.C.2.k.(5) Dangerous Cargoman 3-25 

 3.C.2.k.(6) Port Securityman 3-25 

 3.C.2.k.(7) Pollution Investigator 3-25 

 3.C.2.k.(11) Shipping Commissioner 3-26 

 3.C.2.k.(1)(b) Requirements For Judgment 3-24 

 3.C.2.k.(1)(c) Interface With Industry 3-24 

 3.C.2.k.(1)(d) Resident Marine Inspector 3-24 

 3.C.2.k.(1)(e) Hull, Boiler, And Electrical Inspectors 3-24 

 3.C.2.k.(2) Investigating Officer (1.0.) 3-25 

 3.C.2.k.(3) Licensing Examiner/Evaluator 3-25 

 3.C.2.k.(4) Explosives Loading Supervisor 3-25 

 3.C.2.k.(8) On-Scene Coordinator's (OSC' s) 

 Representative 3-25 

 3.C.2.k.(9) Tonnage Surveyor 3-26 

 3.C.2.k.(10) Vessel Documentation Specialist 3-26 

 3.C.3. Maritime Defense Zone (MDZ) 3-26 

 3-II 
 MARINE SAFETY MANUAL 

 CHAPTER 3. MARINE SAFETY ORGANIZATION 

A. Headquarters. The Commandant directs the policy and 

 administration of the Coast Guard under the general supervision of 

 the Secretary of the Department of Transportation (SECDOT). He is 

 assisted by management and technical assistants who serve as 

 principal advisors in those areas in which they are qualified. 

 Generally, policy and general programs for operations and support 

 are developed by the Commandant for implementation by district 

 commanders, who perform command and support functions for units 

 under their command. With respect to the regional regulatory 

 responsibilities and authorities of captains of the port (COTP's) 

 and officers in charge, marine inspection (OCMI's), the district 

 commanders perform command and appellate review roles. The goal for 

 the Coast Guard's field organization is to achieve the best 

 utilization of resources while being flexible enough to adapt to 

 changes in workloads and local conditions. Consolidation of program 

 functions at marine safety offices (MSO's) has been a major step in 

 this direction. Under the present Headquarters organization, the 

 responsibility for the broad scope of marine safety functions 

 encompassed in this manual and related laws and regulations is 

 divided among the Offices of Merchant Marine Safety, Commandant 

 (G-M); Marine Environment and Systems, Commandant (G-W); Navigation, 

 Commandant (G-N); and Boating, Public, and Consumer Affairs, 

 Commandant (G-B). 

 1. Commandant (G-M) Responsibilities. 

 a. Managing and coordinating all phases of the Commercial 

 Vessel Safety (CVS) Program. 

 b. Administering and enforcing vessel materiel safety standards 

 relative to the design, construction, and equipment of 

 vessels subject to the vessel inspection laws. 

 relative to the maintenance of inspected vessels. 

 d. Administering and enforcing equipment standards relative to 

 c. Administering and enforcing materiel safety standards 

 documented uninspected commercial vessels. 

 e. Administering and enforcing vessel and materiel safety standards for 

 foreign vessels subject to U.S. jurisdiction. 

 f. Developing and establishing national and international 

 standards relating to the safety of commercial vessels. 

 g. Developing and establishing standards related to 

 occupational safety and health for the maritime industry. 

 h. Administering and enforcing personnel standards and 

 qualifications for all licensed and unlicensed personnel. 

 i. Administering and enforcing equipment and materiel standards 

 for offshore platforms. 

 3-1 
 MARINE SAFETY MANUAL 

 3.A.1. j. Initiating and conducting investigations of reported marine 

 accidents, marine casualties, violations of law and 

 regulations, and incidents of misconduct, negligence, and 

 incompetence. 

 k. Conducting surveillance operations and boardings to detect 

 violations of navigation and vessel inspection laws and 

 regulations. 

 l. Tonnage measurement of vessels. 

 m. Administering vessel documentation laws. 

 n. Monitoring workplace safety and conducting investigations on 

 Outer Continental Shelf (OCS) facilities and platforms. 

 o. Administering OCS inspection program. 

 p. Maintaining liaison with international organizations (e.g., 

 the International Maritime Organization (IMO)). 

 q. Shipment and discharge of merchant marine personnel, and 

 maintaining seamen's records. 

 r. Ensuring the operational status and quality of data of the 

 Marine Safety Information System (MSIS), and providing 

 policy and guidance to districts and field units concerning 

 MSIS CVS activity reporting. 

 2. Commandant (G-W) Responsibilities. 

 a. Managing and coordinating the Port and Environmental Safety 

 (PES) Marine Environmental Response (MER), Waterways 

 Management (WWM), and Financial Responsibility (WFR) 

 Programs, including the promulgation of policies, standards, 

 and guidelines to govern the operations of the National 

 Strike Force (NSF). 

 b. Acting for SECDOT on internal and external matters relating 

 to port and water resources utilization and development for 

 which DOT has responsibility. 

 c. Establishing, operating, and maintaining vessel traffic 

 services (VTS) for ports, harbors, and other waters subject 

 to congested vessel traffic. 

 d. Investigating incidents, accidents, or acts involving the 

 loss, destruction of, or damage or structures that affect or 

 may affect the safety or environmental quality of ports, 

 harbors, or navigable waters of the U.S. 

 e. Managing functions relating to the safety of navigable 

 waters, port facilities, adjacent shore areas, and movement 

 of hazardous cargos in waterborne commerce. 

 3-2 
 MARINE SAFETY MANUAL 

 3.A.2. f. Conducting surveillance operations, vessel boardings and 

 facility inspections to detect violations of laws and 

 regulations pertaining to pollution prevention, the 

 transportation of hazardous materials, and navigation safety. 

 g. Enforcing federal laws on navigable waters, exclusive of 

 laws that are specifically the responsibilities of 

 Commandant (G-B), (G-M), (G-N), or (G-O). 

 h. Enforcing maritime treaties and laws on the high seas. 

 i. Regulating and facilitating the construction and operation of 

 deepwater ports off the coasts of the U.S. 

 l. Maintaining close liaison with international bodies and 

 agencies to promote a consistent international approach to 

 the prevention, reduction, and elimination of pollution in 

 joint international contingency plans and bilateral 

 exchanges and training. 

 MSIS, and providing policy and guidance to the districts and 

 j. Conducting surveillance operations, monitoring, and 

 boardings to detect violation of laws and regulations 

 pertaining to ocean dumping and ocean incineration of 

 hazardous materials and other wastes. 

 k. Administering vessel and offshore facility financial 

 responsibility and certification functions. 

 foreign governments as well as other U.S. government 

 the marine environment. This includes: representing the 

 U.S. at international forums; facilitating implementation of 

 international pollution prevention treaties; maintaining 

 agreements; and conducting and coordinating technical 

 m. Ensuring the operational status and quality of data of the 

 field units concerning MSIS marine environment and systems 

 activity reporting. 

 n. Managing functions relating to the security of navigable 

 waters, port facilities and vessels, including the Special 

 Interest Vessel (SIV) Program, which are intended to prevent 

 or deter intentional damage or destruction, sabotage and 

 espionage, and acts of terrorism. 

 o. Developing mobilization planning policy and guidance 

 applicable to the PES/MER/WWM Program areas. 

 p. Overseeing and coordinating all in-house environmental 

 compliance, including pollution abatement standards and the 

 management and disposal of hazardous waste produced by Coast 

 Guard facilities. 

 3. Commandant (G-B) Responsibilities. 

 a. Developing, coordinating, and directing a national 

 Recreational Boating Safety (RBS) Program aiming at reducing 

 accidents, injuries, and fatalities associated with the use 

 of recreational boats through preventive means on waters of 

 the U.S. 

 3-3 
 MARINE SAFETY MANUAL 

 3.A.3. b. Establishing criteria and technical safety standards for 

 boats and associated equipment, and implementing a control 

 system to ensure compliance with such requirements, 

 including a defects notification program. 

 c. Administering the enforcement of federal laws and regulations 

 governing recreational boating, the reporting and 

 investigating of boating accidents, and the publishing of 

 boating accident statistics. 

 d. Maintaining liaison with the various states and 

 jurisdictions, federal agencies, private industry, and other 

 private, public, and international organizations concerned 

 with boating safety. 

 e. Overseeing the operations of the Coast Guard Auxiliary, its 

 boating education program, and other areas of assistance to 

 the Coast Guard. 

 f. Coordinating a national public education program to make 

 boat owners, operators, and occupants aware of the elements 

 of boating safety. 

 4. Commandant (G-N) Responsibilities. The Office of Navigation is 

 responsible for approving the construction of bridges, 

 regulating the operation of drawbridges, requiring the 

 alternation of removal of obstructive bridges, and administering 

 the enforcement of the laws and regulations related in bridges. 

 5. Commandant (G-CMC) Responsibilities. 

 a. Advising the Commandant on regulatory policy and process, 

 utilizing the Marine Safety Council. 

 b. Ensuring that all regulatory initiatives are well-considered 

 e. Ensuring that the Towing Safety Advisory Committee (TSAC) is 

 and impose no greater burden upon the public than is 

 reasonably necessary. 

 c. Managing, monitoring, and serving as the focal point for the 

 development and implementation of Coast Guard regulations 

 affecting the general public. 

 d. Recommending the convening of public hearings when necessary 

 or desirable. 

 consulted whenever necessary. 

B. Field. 

 1. Marine Safety Center (MSC). The basic organization of the MSC 

 is addressed in the Coast Guard Organization Manual, Commandant 

 Instruction (COMDTINST) M5400.7. The MSC is a Headquarters unit 

 under the technical control of the Chief, Office of Merchant 

 Marine Safety. The MSC centralizes the primary plan review 

 functions relative to the design, construction, alternation, and 

 repair of U.S. commercial vessels. [NOTE: The MSC will be 

 established about 1 July 1986 and will consolidate the 

 3-4 
 MARINE SAFETY MANUAL 

 3.B.1. (cont'd) field merchant marine technical (mmt) offices of the 

 Third, Eighth, and Twelfth Coast Guard Districts.] 

 2. District Level. The basic organization of a district command 

 is outlined in the Coast Guard Organization Manual, COMDTINST 

 M5400.7. The district commander, as the principal 

 representative of the Commandant, is responsible for the support 

 of units under his command. He is specifically charged with 

 ensuring that Coast Guard duties are performed efficiently, 

 safely, and economically within his district. In the 

 performance of his duties, the district commander is assisted by 

 administrative and technical advisors in those areas in which 

 they are qualified. The marine safety division is the staff 

 component that administers the CVS and PES/MER/WWM Programs at 

 the district level. Port safety stations (PSSTA's), marine 

 inspection offices (MIO's), and MSO's are generally district 

 units. In addition, some bases, groups, and stations have 

 commanding officers (CO's) designated as COTP's. 

 3. Marine Safety Officer (MSO). Figure 1-3 shows the prescribed 

 organization of a typical MSO and the type of functional 

 alignment desired. Sufficient flexibility is permitted for 

 local command option and considerations of unit size. To the 

 extent practicable, MSO CO's shall utilize this organizational 

 structure for their individual commands. 

 4. Marine Safety Detachment (MSD). When there is a need to 

 provide marine safety services at a remote location, an MSD may 

 be established upon the submittal of a planning proposal by the 

 district commander and its approval by the Commandant. This 

 review process is required because personnel at an MSD perform 

 combined functions of the OCMI/COTP/on-scene coordinator (OSC). 

 The MSD supervisor, equivalent to that of a unit department 

 head, acts under the supervision of the CO of the "parent" MSO, 

 and exercises OCMI/COTP/OSC powers in the zone in which the MSD 

 is located. 

 5. Vessel Traffic Service (VTS). A VTS can be a separate unit, a 

 subunit, or part of an MSO's port operations department. It 

 their own CO's. 

 provides VTS within a defined area. Separate VTS units have 

 6. National Strike Force (NSF). The Coast Guard NSF is one of 

 the special forces available to assist OSC's in carrying out 

 pollution response functions. The NSF, comprised of the 

 Pacific, Gulf, and Atlantic Strike Teams and NSF Dive Team, is 

 under the operational and administrative control of the 

 respective area commander. Each strike team has a CO and 

 responds to OSC requests for assistance within a defined area. 

 When responding to a spill, members are under the operational 

 control of the OSC. See volume VI of this manual for 

 information on the administrative and operational requirements 

 of the NSF. 

 7. Marine Inspection Office (MIO). An MIO is headed by a CO who 

 is also designated as an OCMI. An MIO's organizational pattern 

 and workload are similar to that of an MSO, except that the port 

 operations department and COTP functions do not exist. Due to 

 managerial considerations at several major U.S. ports, some MIO's 

 will remain separate units. 

 3-5 
 MARINE SAFETY MANUAL 

 

 3-6 
 MARINE SAFETY MANUAL 

3.B.8. Marine Inspection Detachment (MIDET). A MIDET is a subunit of 

 an MIO, established where CVS functions are required at a remote 

 location. MIDET supervisors are designated by the Commandant, 

 but act under the supervision of the OCMI of the "parent" marine 

 inspection zone. 

 9. Captain Of The Port (COTP). Due to managerial considerations 

 at several major ports, some COTP's will remain separate from 

 OCMI's. In such cases, a unit is headed by a CO who is also 

 designated as a COTP. The unit may be a base, group, or PSSTA. 

 a. Port Safety Station (PSSTA). PSSTA's are separate COTP 

 units attached to bases or groups, or are district units 

 which primarily support PES/MER/WWM Programs, but may 

 provide assistance for other Coast Guard programs as well. 

 b. Port Safety Detachment (PSD). A PSD is a subunit of a 

 PSSTA or COTP established where there is a need to provide 

 PES/MER/WWM services at a location remote from the "parent" 

 station. The supervisor of a PSD is designated by the 

 Commandant, but acts under the supervision of the COTP who 

 is responsible for the "parent" COTP zone. 

 10. Regional Examination Center (REC). An REC, headed by the 

 Chief, Maritime Personnel Department, is a department of an MIO 

 officers and certification of seamen. These involve 

 or MSO. The primary functions of the REC's are the licensing of 

 quantification of sea service/experience and evaluation of other 

 professional qualifications, administration of written 

 examinations and practical demonstrations of skills (including 

 traveling examination teams for remote location testing), and 

 issuance of the appropriate documents or licenses. An REC may 

 have a monitoring facility. 

 11. Vessel Documentation Office. A Vessel Documentation Office, 

 headed by a Vessel Documentation Officer, is a subunit of an MIO 

 or MSO. In the Ninth Coast Guard District the Vessel 

 Documentation Office is a subunit of the Marine Safety Division 

 (m). The primary functions of the Vessel Documentation Office 

 are the review of applications for documentation and related 

 submissions to determine the eligibility of vessels for 

 documentation with a coastwise license, a Great Lakes license, a 

 fishery license, a pleasure license, or a registry endorsement; 

 and the review of mortgages, notices of claim of lien, bills of 

 sale, and other instruments of title to determine their 

 eligibility for recordation. The Vessel Documentation Office is 

 the place (homeport) where these instruments are recorded, and 

 where the record copies of these instruments are retained and 

 made available, in accordance with the Ship Mortgage Act, 1920. 

C. Program Billets And Positions. 

 1. District Level. 

 a. District/Area Commander. The district commander, as the 

 direct representative of the Commandant, has command 

 responsibility for the performance of duties assigned to the 

 Coast Guard within the geographical limits of his district. 

 The Third District (New York) 

 3-7 
 MARINE SAFETY MANUAL 

 3.C.1. a. (cont'd) and Twelfth District (San Francisco) commands are 

 co-termed "Area" commands. These have larger staffs to 

 coordinate and oversee the activities carried out by the 

 district and semiautonomous commands under them (see 33 CFR 

 3 for delineations of area and district boundaries). With 

 regard to marine safety functions, the district/area 

 commander has been delegated general authority over, and 

 responsibility for, administration and enforcement of the 

 CVS, PES/MER/WWM, Bridge Administration (BA), and RBS 

 Programs. 

 b. Chief, Marine Safety Division (District Commander (m)). 

 (1) Responsibilities. The staff officer assigned to 

 assist the district commander in the administration and 

 enforcement of the Coast Guard's marine safety programs 

 is designated the "chief, marine safety division." 

 activities include, but are not limited to: 

 Under the general direction of the district commander 

 and chief of staff, this officer and the officer's 

 staff members coordinate, review, and approve MSO, 

 COTP, and OCMI marine safety activities and taskings, 

 and evaluate unit performance based on established 

 mission performance standards. Marine safety 

 (a) Vessel inspections, examinations, and certifications. 

 (b) Licensing and certificating of merchant mariners, 

 and actions taken against their licenses and 

 certificates, as warranted. 

 (c) Tonnage measurement and documentation of vessels. 

 (d) Investigations for violations of marine safety and 

 environmental protection statutes and regulations. 

 (e) Investigations of marine casualties. 

 (f) Review of vessel design and equipment plans. 

 (g) Enforcement of offshore oil production activities 

 within Coast Guard jurisdiction. 

 (h) Activities relative to marine pollution prevention. 

 (i) Enforcement of regulations for safety and security 

 of vessels and waterfront facilities. 

 (j) Enforcement of regulations for the safe storage, 

 labelling, packing, and handling of hazardous 

 materials, explosives, and other dangerous cargoes 

 shipped in bulk and packaged form. 

 (k) Safe operation of tank vessels and liquefied gas 

 carriers. 

 3-8 
 MARINE SAFETY MANUAL 

 3.C.1.b.(1) (l) Providing Coast Guard membership to the Regional 

 Response Team (RRT). 

 (m) Development and maintenance of federal regional, 

 federal local contingency and mobilization plans. 

 Coordination of activities under the multi-agency 

 memorandum of understanding (MOU) on port 

 readiness (COMDTINST 16601.5). 

 Administration (OSHA), U.S. Army State Area 

 Commanders (STARC's), Continental U.S. Army 

 Commander, Military Traffic Management Command 

 Port Controller (also state and local agencies, 

 (n) Coordinating activities relative to environmental 

 response. 

 (o) Monitoring of field unit MSIS activity; reviewing 

 and adjudicating reports of violation filed in 

 MSIS within the district; providing district MSIS 

 policy guidance as appropriate; and monitoring, 

 coordinating, and allocating MSIS terminal and 

 hardware resources within the district. 

 (p) Establishing and maintaining liaison with other 

 government agencies, such as the Environmental 

 Protection Agency (EPA), Minerals Management 

 Service (MMS), and Occupational Safety and Health 

 Commanders (CONUSA's), Regional Corps of Engineers 

 (MTMC), U.S. Navy Military Sealift Command (MSC), 

 Naval Control of Shipping Organization (NCSORG), 

 and Maritime Administration's (MARAD's) Federal 

 such as sheriffs, police, fire, and fish and 

 wildlife departments). 

 (q) Inspection of OCS facilities. 

 (r) Investigations for violations of safety and environmental 

 statutes and regulations on the U.S. OCS. 

 (s) Surveillance of ocean dumping and incineration 

 activities. 

 (t) Inspection and oversight of deepwater ports and 

 associated activities. 

 (u) Certification and inspection of reception 

 facilities for oil and noxious liquid substances 

 (NLS). 

 (v) Conducting harbor patrols within COTP zones. 

 (w) Planning, conducting, and evaluating contingency 

 drills and mobilization exercises. 

 (x) Conducting SIV activities. 

 (2) Staff Liaison. The marine safety division is 

 responsible for marine safety activities in the 

 district command, much as the Offices of Merchant 

 Marine Safety and Marine Environment and 

 3-9 
 MARINE SAFETY MANUAL 

 3.C.1.b. (2) (cont'd) Systems are responsible for such activities 

 at the national level. However, district control is 

 defined within geographic limits, and appeals may be 

 made of district level decisions to Commandant (G-M) 

 and (G-W). The chief, marine safety division, advises 

 the district commander on actions taken by the OCMI's 

 and the COTP's in the district; is responsible for 

 uniform application of statutory and regulatory 

 requirements; and maintains awareness of the effects of 

 such requirements on members of the maritime industry. 

 The district commander (m) must be continually aware of 

 the resources and needs of the marine safety units in 

 the district organization, and take timely actions to 

 redistribute resources or request resources in 

 accordance with the Planning and Programming Manual to 

 meet mission performance standards. Close coordination 

 must also be maintained between the marine safety 

 division and other district staff elements that affect 

 the activities of those units. 

 c. Chief, Boating Safety Division (District Commander (b)). 

 The staff officer assigned to assist the district commander 

 in carrying out the Coast Guard's RBS Program at the 

 district level is designated as the "chief, boating safety 

 division." Under the general direction and supervision of 

 the district commander and the district chief of staff, this 

 officer has responsibility to: 

 (1) Coordinate with the Coast Guard Auxiliary, state boating 

 officials, U.S. Power Squadrons, American Red Cross, 

 marine trade and boat owner associations, and other 

 organizations involved with boating safety. 

 (2) Direct the operation of the Coast Guard Auxiliary. 

 (3) Administer the Boating Standards Program in accordance 

 with COMDTINST's and applicable laws and regulations. 

 (4) Maintain liaison with state boating law administrators 

 in order to promote comity between jurisdictions and 

 encourage uniformity and reciprocity of boating laws 

 and regulations. 

 (5) Maintain Coast Guard/state agreements to establish the 

 working relations between the Coast Guard and the 

 states to encourage them to assume a greater role in 

 enforcing boating safety laws and regulations and 

 educating boaters. 

 (6) Coordinate with Coast Guard Headquarters, MSO's, and 

 state boating law administrators regarding boating 

 accident reporting, review, and investigation. 

 d. Hearing Officer. One or more district civil penalty 

 hearing officers are designated by the district commander 

 and delegated authority to receive allegations of, and to 

 assess civil penalties as appropriate for, violations of the 

 Federal Water Pollution Control Act (FWPCA), as amended (33 

 U.S.C. 1251 et seq.), the Ports and Waterways Safety Act 

 3-10 
 MARINE SAFETY MANUAL 

 3.C.1. d. (cont'd) (PWSA) (33 U.S.C. 1221 et seq.), the Hazardous 

 Materials Transportation Act (HMTA) (49 U.S.C. 1801 et 

 seq.), statutes relating to the Carriage of Liquid Bulk 

 Dangerous Cargoes (46 U.S.C. 3701-3718), the Act to Prevent 

 Pollution From Ships (APPS) (33 U.S.C. 1901 et seq.), and 

 all other Coast Guard-administered statutes which provide 

 for penalties. Chapter 5 of this volume explains the 

 responsibilities of the hearing officer and the procedures 

 for review of alleged violations. 

 2. Unit Level. 

 a. Officer In Charge, Marine Inspection (OCMI). 

 (1) Duties. The OCMI administers the Coast Guard's 

 marine safety "field" activities within a marine

 inspection zone delineated by regulations (see 33 CFR 

 3). The OCMI's duties are to administer, enforce, and 

 give direction to the programs that implement the 

 marine safety status and regulations, relative to: 

 (a) Inspection of vessels to determine their fitness 

 for the services for which they are intended, and 

 their compliance with applicable statutes, 

 regulations, and standards related to 

 construction, equipage, manning, and operation. 

 (b) Inspection of shipyards, waterfront facilities, and 

 factories. 

 (c) Inspection of mobile offshore drilling units 

 (MODU's), artificial islands, and structure 

 operating on the OCS of the United States. 

 (d) Vessel documentation functions are the 

 responsibility of the following OCMI's for the 

 area indicated: 

 OCMI Area

 Boston First Coast Guard District 

 St. Louis Second Coast Guard District 

 New York Third Coast Guard District, 

 (except Philadelphia Marine 

 Inspection zone) 

 Philadelphia Philadelphia Marine Inspection Zone 

 Norfolk Fifth Coast Guard District 

 Miami Seventh Coast Guard District 

 3-11 
 MARINE SAFETY MANUAL 

 3.C.2.a.(1) (d) (cont'd) 

 OCMI AREA

 New Orleans Eighth Coast Guard District, 

 (except Texas and New Mexico) 

 Houston Texas and New Mexico 

 Los Angeles/Long Beach Eleventh Coast Guard District 

 San Francisco Twelfth Coast Guard District 

 Seattle Washington and Montana 

 Portland, OR Oregon and Idaho 

 (f) Investigation of marine casualties and personnel 

 injuries and deaths aboard commercial and 

 recreational vessels, and OSC facilities. 

 violations of statutes or regulations, misconduct, 

 Honolulu Fourteenth Coast Guard District 

 Juneau Seventeenth Coast Guard District 

 [NOTE: Documentation in the Ninth Coast Guard District is a 

 district function.] 

 (e) Licensing and certification of seamen in those 

 ports where REC's are located (see volume III of 

 this manual). 

 (g) Detection of, and investigations into reports of, 

 incompetence, or misbehavior of merchant mariners 

 or other persons aboard commercial vessels; 

 initiation of remedial action to suspend or revoke 

 licenses and certificates of merchant mariners for 

 such occurrences. 

 (h) Enforcement of the navigation and vessel 

 inspection laws, and of all laws relating to 

 seamen in general. 

 (i) Detection of unsafe conditions and practices, to 

 the end that the greatest practicable levels of 

 safety are maintained. 

 (j) Application and enforcement of all treaties, 

 agreements, MOU's, etc., involving marine safety 

 matters. 

 (k) Managing the MSIS at the unit level including 

 hardware and software integrity, and ensuring 

 timely and quality data entry for CVS activities 

 through a unit review and validation process. 

 3-12 
 MARINE SAFETY MANUAL 

3.C.2.a. (2) Authority. The OCMI is vested with the authority to 

 perform such activities, and to delegate them to 

 subordinates, by the Code of Federal Regulations (CFR). 

 The OCMI, though designated and assigned by the 

 Commandant, is directly answerable to the district 

 commander. The OCMI's decisions may be appealed to the 

 district commander and ultimately to the Commandant, 

 whose decision is final (see chapter 2 of this volume). 

 The OCMI serves as the CO of an MSO or MIO, in 

 accordance with the provisions of Coast Guard 

 Regulations, COMDTINST M5000.3, and applicable 

 Commandant and district directives. The OCMI is 

 responsible for the supervision and training of all 

 unit personnel, so that they are qualified to perform 

 the duties of the marine safety programs. Sound 

 judgment in the discharge of these duties shall be 

 emphasized, so that requirements and standards are 

 reasonably applied. 

 (3) Responsibility. The OCMI and those under the OCMI's 

 authority shall adhere to the procedure established by 

 statutes and regulations, international treaties, 

 agreements, COMDTINST's and Commandant Notices 

 (COMDTNOTE's), Navigation and Vessel Inspection 

 Circulars (NVIC's), and the provisions of this manual 

 to ensure uniform application of requirements and 

 and arbitrary or unreasonable decisions in the 

 Commandant, via the district commander. In the interim, 

 standards to vessels, facilities, and personnel. The 

 OCMI shall strive to avoid unreasonable requirements 

 discharge of the marine safety programs. In some 

 cases, requirements may vary for similar vessels 

 because of different proposed routes or service and 

 other circumstances. In the event that inspection of a 

 vessel type is not covered by regulations or other 

 standards, the OCMI shall make recommendations to the 

 the OCMI shall act to promote a reasonable level of 

 safety and to minimize unnecessary expenses on the part 

 of vessel and facility owners and operators. 

 (4) Professional Concerns And Liaison. For the most 

 effective execution of responsibilities, the OCMI must 

 consider the many elements affecting the safety and 

 activity levels within the marine inspection zone. 

 These include: 

 (a) Geographic arrangements of principal and secondary 

 waterways; 

 (b) Shipping companies and their personnel; 

 (c) Equipment factories and their personnel; 

 (d) Shipyards and repair facilities; 

 (e) Maritime unions and their officers; 

 (f) Other Coast Guard units operating within the 

 zone; and 

 (g) The American Bureau of Shipping (ABS). 

 3-13 
 MARINE SAFETY MANUAL 

 3.C.2.a. (4) (cont'd) The OCMI shall ensure effective liaison with 

 representatives of these and other interests. The 

 Commandant believes that cooperative consultations 

 result in better relations with members of the maritime 

 industry and interested agencies, and better promote 

 the objectives of the marine safety programs. 

 b. Acting OCMI (AOCMI). In the absence of the OCMI, the unit 

 executive officer (XO) serves as the AOCMI. This officer is 

 authorized to perform all duties of the OCMI while serving 

 in that capacity. Should both officers be absent, the 

 district commander will designate a qualified marine 

 inspector as AOCMI. This designation shall be given in 

 writing, for a specified period of time. A copy of the 

 designation shall be forwarded to the Office of Personnel, 

 Commandant (G-P). 

 c. Captain Of The Port (COTP). 

 (1) Duties. The COTP is designated by the Commandant and 

 is answerable to the district commander. The COTP is 

 responsible for administering and enforcing the 

 PES/MER/WWM Programs within the boundaries of the "COTP 

 zone," as defined in the regulations (see 33 CFR 3), 

 and may be assigned concurrent duties, such as CO, MSO, 

 group commander, or CO of a Coast Guard base. With 

 only PES/MER/WWM duties, the COTP's unit is loosely 

 referred to as a "captain of the port." If the unit 

 duties include CVS elements, the unit is referred to as 

 a "marine safety office." The COTP serves as the CO, 

 in accordance with COMDTINST M5000.3 and applicable 

 directives. [NOTE: The cognizant district commander 

 serves as the COTP in a zone for which no COTP has been 

 designated by the Commandant.] The COTP's 

 responsibilities are as follows: 

 (a) Supervision and control of vessel movements and 

 moorings within the zone, including vessel traffic 

 control; supervision and control of vessel 

 anchorages within the zone. 

 (b) Monitoring of vessels and facilities which 

 transfer bulk liquid cargoes. 

 (c) Enforcement of the regulations concerning port 

 security, port and waterways safety, tank vessel 

 operations, shipment of military explosives, bulk 

 solid cargoes, and packaged hazardous materials. 

 (d) Periodic examination of foreign vessels of novel 

 design or construction, or the operation of which 

 involves potential unusual risks in U.S. waters. 

 (e) Ensuring compliance with the load line regulations 

 for vessels making foreign and domestic voyages 

 (see volume IV of this manual). 

 3-14 
 MARINE SAFETY MANUAL 

 3.C.2.c (1) (f) Enforcement of all pollution prevention laws and 

 regulations. 

 (g) Immediate response to, and investigation of, 

 discharges of oil and refuse into the navigable 

 waters of the U.S., and releases of hazardous 

 substances into the environment. 

 (h) Surveillance of ocean dumping and incineration 

 operations, and the enforcement of applicable 

 regulations. 

 (i) Issuance of permits for "hot work" aboard vessels 

 and at waterfront facilities, for the handling of 

 designated dangerous cargoes, and the suspension 

 or termination of such permits as warranted. 

 (k) Promotion of the Automated Mutual Assistance 

 Vessel Rescue (AMVER) system among members of the 

 maritime industry and fostering of the AMVER 

 Educational Program. 

 (CONFIDENTIAL) of this manual). 

 national security or public safety or as directed 

 prevention of destruction, loss of, or damage to 

 (q) Managing the MSIS at the unit level including 

 (l) Issuance of COTP Orders and establishment of 

 safety and security zones, when necessary to 

 prevent accidental or intentional damage to any 

 vessel, waterfront facility, or structure, or when 

 otherwise appropriate. 

 (m) Conduct of security boardings of certain foreign 

 vessels entering U.S. waters (see volume VIII 

 (n) Restriction of access to vessels, waterfront 

 facilities, or structures when necessary for 

 by the Commandant, and the enlistment of support 

 from other federal, state and/or local agencies 

 for the enforcement of such restrictions. 

 (o) Ensuring the general safety and security of ports 

 and waterways within the COTP zone, and the 

 vessels, facilities, or structures in U.S. 

 navigable waters or on adjacent shorelines. 

 (p) General Coast Guard law enforcement activities, as 

 prescribed by 33 CFR 6 and 14 U.S.C. 89. 

 hardware and software integrity, and ensuring 

 timely and quality data entry for COTP activities 

 through a unit review and validation process. 

 3-15 
 MARINE SAFETY MANUAL 

3.C.2.c (2) Authority. The COTP is vested with the authority to 

 perform the above activities, and to delegate them to 

 staff members (33 CFR 1.01-30). COTP enforcement 

 decisions may be appealed to the district commander 

 and ultimately to the Commandant, whose decision is 

 final. Appeal procedures are found in the various 

 regulations the COTP enforces (see chapter 2 of this 

 volume). The COTP may serve as the CO of a COTP 

 office, MSO, or PSSTA, as per Coast Guard Regulations, 

 COMDTINST M5000.3. The COTP is responsible for the 

 supervision and training of all personnel in the 

 command, ensuring they are qualified to perform the 

 duties of the PES/MER Programs. 

 (3) Professional Concerns and Liaison. The COTP has a 

 broad role as the coordinator and overseer of all 

 PES/MER activities within the COTP zone. The COTP must 

 carefully consider many elements and interests 

 affecting PES/MER and ensure effective liaison with all 

 interested parties. These elements and interested 

 parties include: 

 (a) Geographic arrangement and character of waters and 

 facilities within the COTP zone. 

 (b) Shipping terminals and other waterfront facilities 

 and their operators. 

 (c) Federal agencies having specific responsibilities 

 relative to PES/MER. These agencies include the 

 EPA, U.S. Navy, MSC, U.S. Army Corps of Engineers 

 (USACE), U.S. Customs Service, National Oceanic 

 and Atmospheric Administration (NOAA), and OSHA. 

 (d) Federal, state, and local enforcement, safety and 

 environmental agencies whose activities impact upon 

 PES/MER. These agencies include the Drug 

 Enforcement Agency (DEA), Federal Bureau of 

 Investigation (FBI), harbormaster s, marine 

 divisions of state police, environmental, fish and 

 wildlife agencies, and fire departments. 

 (e) Environmental action groups. 

 (f) Entities that provide port services, such as port 

 authorities, pilots, shipping agents, 

 longshoremen's and maritime unions and their 

 officers. 

 (g) Other Coast Guard units operating within the COTP 

 zone. 

 (h) The National Cargo Bureau, Inc. (NCB). 

 d. Alternate COTP. The Commandant designates an officer to 

 act as alternate COTP. This officer performs the duties of 

 COTP and has the COTP's authority in the absence of the 

 designated COTP. When both officers are absent, the 

 district commander acts as the COTP. 

 3-16 
 MARINE SAFETY MANUAL 

 3.C.2. d. (cont'd) Initiation of, or changes to such designations shall be 

 requested in writing from Commandant (G-P) via Commandant (G-W). 

 e. On-Scene Coordinator (OSC). It is the policy of the Coast 

 Guard to ensure that timely and effective response action is 

 taken to control and remove discharges of oil and releases 

 of hazardous substances, including substantial threats of 

 discharges and releases, into the coastal zone, unless such 

 removal actions are being conducted properly by the 

 responsible party. Each COTP, under the National Oil and 

 Hazardous Substance Pollution Contingency Plan (NCP) (40 CFR 

 300) and applicable Regional Contingency Plan (RCP), 

 coordinates federal activities on scene as either the 

 predesignated OSC of first federal official, in the absence 

 of the predesignated OSC. 

 (1) Designations and Duties. The Coast Guard is charged 

 with designating OSC's for oil discharges and for the 

 immediate removal of hazardous substances, pollutants, 

 or contaminants into or threatening the coastal zone 

 except that the Coast Guard will not provide 

 predesignated OSC's for discharges and releases from 

 hazardous waste management facilities or in similarly 

 chronic incidents. The term coastal zone delineates an 

 area of federal responsibility for response action. 

 Precise boundaries are determined by the EPA/Coast 

 Guard agreements and identified in federal RCP's. 

 [NOTE: The EPA is responsible for designating OSC's 

 for the Inland Zone (i.e., the environment inland of 

 the coastal zone, excluding the Great Lakes and 

 specified ports and harbors of inland rivers). The 

 Department of Defense (DOD) is responsible for 

 designating OSC's for all actions resulting from 

 releases of hazardous substances, pollutants, or 

 contaminants from DOD facilities and vessels.] 

 (a) The coastal zone includes all U.S. waters subject 

 to the tide, U.S. waters of the Great Lakes, 

 specified ports and harbors on the inland rivers, 

 waters of the contiguous zone, other waters of the 

 high seas subject to the NCP, and the land surface 

 or land substrata, ground waters, and ambient air 

 proximal to those waters. 

 (b) There shall be only one OSC at any time during the 

 course of a response operation. Should a 

 discharge or release affect two or more areas, the 

 RRT shall designate the OSC, giving prime 

 consideration to the area vulnerable to the 

 greatest damage. If this is impracticable, the 

 National Response Team (NRT) will designate the OSC. 

 (2) Responsibilities. 

 (a) Developing and maintaining a federal local 

 contingency plan covering the Coast Guard OSC's zone; 

 (b) Evaluating the magnitude and severity of a 

 discharge or release; 

 3-17 
 MARINE SAFETY MANUAL 

 3.C.2.e.(2) (c) Notifying members of the RRT, as appropriate; 

 (d) Determining the feasibility of removal; 

 (e) Determining whether removal efforts of the suspected 

 polluter are proper; 

 (g) Ensuring adequate supervision or monitoring of 

 (f) Assuming federal control when a polluter is 

 unknown, not acting responsibly, or whose removal 

 effort is insufficient; 

 removal activities; and 

 (h) Making final determinations of when removal is 

 complete (thus terminating federal response 

 efforts). 

 Volume VI of this manual provides additional guidance on 

 the role of the OSC. 

 f. On-Scene Commander/Coordinator (OSC). This alternative 

 term usage is found in the Canada-United States Joint Marine 

 Pollution Contingency Plan and is synonymous with "On-Scene 

 Coordinator" as used in the NCP. Canada uses the term 

 "On-Scene Commander" whereas the U.S. uses the term 

 "On-Scene Coordinator." The appropriate Canadian Coast 

 Guard regional director and the appropriate U.S. Coast Guard 

 district commander each designate an OSC for the various 

 regions. The U.S. predesignates the OSC's, whereas the 

 Canadians designate individuals on a case-by-case basis. 

 The determination as to which party will actually assign the 

 OSC for a particular incident is dependent on the location 

 of the spill (incident), and the relative threat that it 

 poses to the U.S. and Canada. The country that is most 

 threatened by the spill (incident) assigns the OSC. If the 

 relative threat shifts to the other party, then the 

 assignment of the OSC could switch. The designated OSC that 

 is not acting as OSC will serve as the Deputy OSC for the 

 particular incident, and will serve as liaison and 

 coordinate with the assigned OSC as appropriate. 

 g. Off-shore Oil Pollution Compensation Fund Representatives. 

 These persons are designated by the Commandant and assigned 

 to the staffs of the Atlantic Area, and Eighth and Eleventh 

 District Commanders. They are responsible for initial 

 review of cases alleging violations of Title III of the 

 Outer Continental Shelf Lands Act Amendments (OCSLAA) of 

 1978 (43 U.S.C. 1811 et seq.). These representatives 

 monitor performances of private claims adjusters and provide 

 services to the federal OSC as required (see subparagraph 

 3.C.2.e above). In cooperation with the chief of the 

 district marine safety division, the RRT, and the OSC, they 

 provide training for private claims adjusters and coordinate 

 their integration into on-scene activities. They can 

 authorize payments of single claims up to $100,000 and 

 multiple claims up to $200,000. 

 3-18 
 MARINE SAFETY MANUAL 

3.C.2. h. Offshore Oil Pollution Compensation Fund Claims Adjusters. 

 These are private claims adjusters contracted by the Fund 

 Administrator and paid through the fund. They are 

 identified in regional and local contingency plans, and 

 report to the scene of an OCS-related pollution incident 

 whenever damage claims payable from the fund result. The 

 be granted. 

 responsibility of Fund Claims Adjusters is the settlement of 

 damage claims. While on-scene, they can provide valuable 

 information to the OSC and all reasonable assistance, in the 

 way of transportation and other support requirements, should 

 i. Proper Use of Titles. 

 (1) Command Personnel. The Coast Guard's marine safety 

 programs are administered through the command structure 

 of Headquarters, the area/district command, the unit, 

 and the subunit (where appropriate). As in other 

 operating units, these have an internal organization of 

 a CO and various subordinates, as required by the scope 

 of the unit's assignments. [NOTE: Subunits, such as 

 PSD's or MSD's, are controlled by "supervisors" who 

 report to the parent unit's CO.] The officers 

 specified by regulations to be responsible for marine 

 and environmental safety are specified in the 

 regulations as the OCMI and COTP (see subparagraphs 

 3.C.2.a and 3.C.2.c above). They also serve as the 

 CO's of their respective units. These terms should 

 not be confused. 

 (2) Units. The MSO is the unit under which the field 

 functions of the CVS, PES/MER/WWM, and RBS Programs 

 have been consolidated; the CO of such units has dual 

 responsibilities as the OCMI and COTP. Other units 

 have not been consolidated, for reasons of size or 

 other management needs. MIO's are involved with CVS 

 and RBS (investigative) functions, and are commanded by 

 officers responsible only for the duties of the OCMI. 

 PSSTA's and COTP's deal with PES/MER/WWM functions, and 

 are commanded by officers responsible only for the 

 duties of the COTP. 

 j. Supervisory Positions. 

 (1) Chief, Inspection Department. This officer, who may 

 also serve as the XO of the unit, is responsible for 

 immediate supervision of activities relating to the 

 promotion of marine safety through preventive

 measures, including: 

 (a) Boarding and inspecting U.S. vessels, and foreign 

 vessels in U.S. waters, to determine their levels 

 of compliance with applicable statutes, 

 regulations, and Coast Guard policy concerning 

 their structure, equipment, manning, and general 

 worthiness for the routes and services in which 

 they operate. 

 (b) The conduct and satisfactory results of fire and 

 lifeboat drills. 

 3-19 
 MARINE SAFETY MANUAL 

 3.C.2.j.(1) (c) Shipyard inspections of new construction, alterations, 

 and repairs of vessels. 

 (d) Inspections of factories producing materials and 

 equipment for vessels. 

 (e) Inspection of vessels of novel design or 

 construction, or the operation of which poses 

 unusual potential risk. 

 (f) Enforcement of regulations for the transportation 

 and stowage of cargoes and the carriage of 

 passengers. 

 (g) Review of vessel and vessel equipment plans and 

 specifications, and assistance in this regard to 

 other federal agencies (such as the MSC and the 

 USAGE), as requested. 

 (h) Assistance in the overall enforcement of 

 navigation and vessel inspection laws. 

 (i) Maintenance of all records, files, and automated 

 systems in accordance with current directives. 

 The Chief, Inspection Department shall: ensure that 

 all required inspections and other duties are 

 fulfilled in accordance with legal requirements, 

 the policy of the OCMI, sound judgment, and 

 prudence so as to avoid delays or unreasonable 

 requirements to the industry; require all reports, 

 logs, and other paperwork to be completed and 

 submitted as necessary, to apprise the OCMI of the 

 conditions of vessels within the inspection zone; 

 require notification as soon as practicable of 

 problems or dangerous situations, so that effective 

 new technical information and inspection requirements 

 as they are developed. 

 (2) Chief, Investigation Department. This officer is 

 responsible for overseeing the investigative activities 

 of the unit (including) the forwarding of reports and 

 case materials to the district commander, the 

 Commandant, and to other agencies, as warranted). These 

 include the investigation and report of: 

 (a) Marine casualties and accidents, to determine 

 their cause and to recommend means of preventing 

 recurrences. 

 (b) Alleged acts by licensed and certificated merchant 

 mariners that, if proven, may warrant suspension 

 or revocation (S&R) of their documents and/or 

 forwarding of the case to the U.S. attorney for 

 criminal prosecution. 

 3-20 
 MARINE SAFETY MANUAL 

 3.C.2.j.(2) (c) Reported violations of load line requirements. 

 (d) Damage to aids to navigation (ATON) within the 

 inspection zone. 

 (e) Reported violations of the navigation and vessel 

 inspection laws. 

 (f) Casualties or incidents at waterfront or offshore 

 facilities within the inspection zone. 

 (g) Discharges of oil, other hazardous substances, or 

 refuse into the navigable waters or adjoining 

 shorelines of the U.S. 

 The Chief, Investigation Department shall ensure that 

 reports from personnel of other unit departments are 

 followed up, as appropriate, and shall also provide for 

 ongoing training for "all hands" in methods of 

 investigation, legal requirements, and policy affecting 

 the activities noted above. 

 (3) Chief, Maritime Personnel Department. On 1 July 

 1982, the number of marine safety/inspection offices 

 performing the merchant seamen's 

 licensing/certification function was reduced from 49 to 

 17. In those units retaining this function, the entity 

 providing for its performance is called an REC. The 

 individual directly responsible for REC operation is 

 the Chief Maritime Personnel Department. As in the 

 past, the officer serves as a departmental head within 

 the MSO/MIO unit structure. In order to assure policy 

 continuity and enhanced professionalism in the 

 licensing area over the long term, however, the Chief, 

 Maritime Personnel Department is designated by the 

 Commandant and retains this position for the entire 

 tour length. The officer is responsible for: 

 (a) Receiving and reviewing applications for an 

 original license or merchant marine's document 

 (MMD), extensions of route, and raise of grade or 

 renewal. 

 (b) Evaluating the professional qualifications of 

 applicants. 

 (c) Compiling, administering, and grading examinations 

 for applicants. 

 (d) Awarding licenses to successful applicants. In 

 the case of staff officers on merchant vessels, 

 this process includes receiving applications and 

 issuing certificates of registry to eligible 

 applicants. In the case of seamen, the process 

 includes receiving applications; evaluating the 

 eligibility of applicants; giving oral or written 

 and practical examinations when required by law; 

 issuing Continuous Discharge Books (CDB's) and 

 MMD's to eligible applicants; making appropriate 

 endorsements on such documents; 

 3-21 
 MARINE SAFETY MANUAL 

 3.c.2.j.(3) (d) (cont'd) forwarding applications for seamen's 

 documents for securing screening; and issuing 

 validated security documents. 

 (e) Evaluating submitted training courses for Coast 

 Guard approval. 

 (f) Maintaining all records, reports, and other 

 documentation concerning merchant mariners. 

 The Chief, Maritime Personnel Department shall provide 

 for ongoing training for personnel in the department. 

 The officer is also responsible for the security of all 

 examination materials, whether prepared locally or by 

 the Coast Guard Institute, and for the immediate 

 reporting of any loss, damage to, or compromise of 

 examination materials. 

 (4) Chief, Port Operations Department. This officer is 

 responsible for PES/MER/WWM concerns of the unit, 

 including: 

 (a) Supervising port monitoring and surveillance 

 (b) Supervising and controlling vessel movement and 

 COTP zone. This includes vessel traffic control 

 activities. 

 mooring within the port and anchorages within the 

 if a separate VTS has not been established for the 

 port. 

 (c) Ensuring the safety of vessels, facilities, 

 personnel, waterways, and structures in the port 

 area from accidental or intentional harm. 

 (d) Monitoring vessel status in the port area. 

 (e) Conducting harbor, anchorage, and waterfront patrols. 

 (f) Detecting load line violations. 

 (g) Responding immediately to port emergencies and to 

 discharges of oil or refuse into the navigable 

 waters, or releases of hazardous substances within 

 the unit's OSC zone. 

 (h) Surveillance of ocean dumping and incineration 

 operations and enforcement of applicable 

 requirements. 

 (i) Conducting security and SIV boardings for certain 

 foreign 

 (j) Establishing and enforcing security and safety 

 zones and regulated navigation areas, and limited 

 access areas, as warranted, to prevent accidental 

 or intentional harm to any vessel, facility, or 

 structure in the port area, or for purposes of 

 public safety or national security. 

 3-22 
 MARINE SAFETY MANUAL 

 3.C.2.j. (4) (k) Managing and coordinating serial surveillance 

 activities for pollution response. 

 (l) Supervising the unit communications system. 

 (m) Promoting the AMVER System and the AMVER 

 educational program to merchant mariners. 

 (n) General enforcement of the navigation and vessel 

 inspection laws and regulations. 

 (o) Issuance of port security cards, as warranted. 

 (p) Developing emergency response plans and exercises. 

 (q) Developing and maintaining various contingency plans. 

 (5) Supervisor, Marine Inspection Detachment (MIDET). 

 The MIDET is a subunit of an MIO (see paragraph 3.B.8 

 above). The MIDET Supervisor is designated by the 

 Commandant, but acts under the direction of the OCMI. 

 (6) Supervisor, Port Safety Detachment (PSD). The PSD is 

 a subunit of the PSSTA or COTP (see paragraph 3.B.9.b 

 above). The PSD Supervisor is designated by the 

 Commandant, but acts under the direction of the COTP. 

 (7) Supervisor, Marine Safety Detachment (MSD). The MSD 

 is a subunit of an MSO (see paragraph 3.B.4 above). 

 The MSD Supervisor is designated by the Commandant, but 

 acts under the direction of the OCMI/COTP. 

 k. Field Positions. 

 (1) Marine Inspector. The marine inspector is an officer 

 or civilian assigned to the inspection department of an 

 MSO or MIO to perform the field duties of the CVS 

 Program. The inspector must understand and apply 

 federal statues and regulations, Coast Guard policy, 

 and accepted industrial standards in the inspection of 

 construction, alterations and repairs, equipment, and 

 operating procedures for various types of vessels. To 

 this end, the inspector shall be thoroughly familiar 

 with applicable references (including this manual), and 

 shall take advantage of available technical training 

 and references. [NOTE: Qualified petty officers are 

 termed "assistant marine inspectors."] 

 (a) Records Of Inspections. The inspector shall 

 submit reports, logs, and other work records and, 

 as warranted, report verbally to the Chief, 

 Inspection Department on the conditions and status 

 of vessels inspected. The inspector shall bring 

 all situations requiring greater experience, or a 

 "command decision," to the attention of the Chief, 

 Inspection Department as soon as practicable. 

 3-23 
 MARINE SAFETY MANUAL 

3.C.2.k.(1) (b) Requirements For Judgment. The marine inspector 

 must be alert generally to possible violations of 

 the navigation and vessel inspection laws. When 

 such practices or conditions are observed, 

 immediate action shall be taken to have the 

 practice stopped or the condition corrected. The 

 steps required in such cases will naturally vary 

 in each case, often, calling the matter to the 

 attention of the vessel's master or officers will 

 be sufficient. At other times, it may be 

 necessary to issue a Notice of Merchant Marine 

 Inspection Requirements, Form CG-835, and to 

 report the conditions to the Chief, Inspection 

 Department. Serious cases, or those in which 

 there is disagreement over how to resolve the 

 conditions, shall be brought to the OCMI's 

 attention immediately for resolution. Refusal of 

 the vessel's master to comply with the inspector's 

 requirements may lead to revocation of the 

 vessel's Certificate of Inspection (COI) or S&R 

 proceedings concerning the MMD's of the master or 

 officers aboard the vessel. 

 (c) Interface With Industry. The marine inspector's 

 duties affect one of the largest industries in the 

 U.S. The ultimate objective of the CVS Program is 

 the protection of life and property in the 

 maritime environment. The professional attitude 

 achievement of that objective. It must be 

 and deportment of the inspector is vital to the 

 remembered that the merchant mariner or commercial 

 operator is in business to make a profit. Sound 

 judgment and understanding is required of the 

 marine inspector, so that appropriate safety 

 standards are maintained without imposing 

 unnecessary or unreasonable standards on vessel 

 and facility owners, operators, and crews. 

 However, safety is not to be compromised due to 

 financial hardship. 

 (d) Resident Marine Inspector. This officer is a 

 marine inspector assigned to work at a specific 

 location, such as a shipyard or factory, away from 

 the MSO\MIO for a prolonged period. In such 

 assignments, the resident inspector operates under 

 the supervision of the Chief, Inspection 

 Department. 

 (e) Hull, Boiler, And Electrical Inspectors. The 

 "H" designator is assigned to marine inspectors 

 who are qualified to inspect vessel structures and 

 deck equipment for compliance with requirements. 

 The "B" designator is assigned to marine 

 inspectors who are qualified to inspect the 

 machinery and propulsion systems of vessels for 

 compliance with requirements. The "E" designator 

 is assigned to marine inspectors who are qualified 

 to inspect electrical installations and equipment 

 on board vessels for compliance with requirements 

 and standards. 

 3-24 
 MARINE SAFETY MANUAL 

3.C.2.k. (2) Investigating Officer (I.O.). The I.O. is an officer 

 or employee of the Coast Guard who is designated by the 

 OCMI, the district commander, or the Commandant to 

 investigate and report on matters involving marine 

 casualties and accidents; personnel deaths, injuries, 

 negligence, misconduct, and incompetence; reported 

 violations of load line requirements; damage to ATON; 

 oil and hazardous substances pollution incidents; 

 waterfront facility casualties or accidents, and other 

 reported violations of the navigation and vessel 

 inspection statutes and regulations. Qualified petty 

 officers are termed "assistant I.O.'s." [NOTE: The OCMI 

 is an I.O. without further designation under 46 CFR 

 4.03-30.] 

 (3) Licensing Examiner/Evaluator. This is an officer or 

 employee of the Coast Guard who is qualified to 

 prepare, conduct, and evaluate applications of, and 

 examinations given to, applicants for merchant marine 

 licenses and documents. 

 (4) Explosives Loading Supervisor. This is an officer or 

 petty officer of the Coast Guard who acts under the

 control of the COTP in the preloading inspection of 

 cargo handling gear, directing the loading and stowage 

 of explosives, and determining that safe securing 

 procedures are adhered to. 

 (5) Dangerous Cargoman. This is an officer or petty 

 officer of the Coast Guard who acts under the control

 of the COTP to enforce requirements regarding the 

 handling, stowage, and transportation of hazardous 

 cargoes, as defined in Coast Guard and DOT regulations 

 (Titles 46 and 49 CFR). 

 (6) Port Securityman. This is a reserve officer or petty 

 officer of Coast Guard who acts under the control of

 the COTP in patrolling safety and security zones, 

 conducting harbor and anchorage patrols, enforcing load 

 line requirements, and conducting waterfront facility 

 spot checks, inspections, and surveys. 

 (7) Pollution Investigator. This is an officer or petty 

 officer assigned to investigate cases of pollution to 

 determine whether a violation of law occurred and, if 

 so, to determine the source of pollution and to 

 also assist the COTP in the latter's role as an OSC 

 document the violation. The pollution investigator may 

 under the NCP. The pollution investigator must be 

 thoroughly familiar with all applicable laws and 

 regulations. 

 (8) On-Scene Coordinator's (OSC's) Representative. This 

 is an officer or petty officer designated by the OSC to 

 act as on-scene representative for monitoring 

 responsible party response actions or supervising 

 federally-funding response actions under the NCP. 

 3-25 
 MARINE SAFETY MANUAL 

 3.C.2.k. (9) Tonnage Surveyor. This is an officer or employee 

 of the Coast Guard (or of an authorized classification 

 society) who computes gross an net tonnages of vessels. 

 Tonnages are used nationally and intentionally for, 

 among other things, parameters in regulating vessels, 

 establishing manning levels, determining qualifications 

 for marine licenses, and providing a basis for tolls. 

 [NOTE: See volume IV of this manual for a discussion 

 of tonnage measurement.] 

 (10) Vessel Documentation Specialist. This is an officer 

 or employee of the Coast Guard who is responsible for 

 the documentation of vessels under the laws of the 

 United States, and for the examination, acceptance, and 

 recording of bills of sale, notices of claims of lien, 

 mortgages, and other documents relating to vessels (see 

 46 CFR 67.01-1). The Coast Guard is charged with 

 maintaining such records in accordance with 46 App. 

 U.S.C. 921-927. The vessel documentation specialist 

 maintains the official record of the application for 

 documentation and other submissions required by law at 

 that home port. The vessel documentation officer is 

 the principal advisor in vessel documentation matters 

 for that port. Technical advice is furnished by 

 Commandant (G-MVD). 

 (11) Shipping Commissioner. [NOTE: The Coast Guard 

 Appropriations Act passed in 1979 prohibited the Coast 

 Guard from expending any funds in support of the 

 Shipping Commissioners. The function of signing and 

 discharging seamen is being performed by vessel masters 

 in accordance with NVIC 1-86]. 

 3. Maritime Defense Zone (MDZ). MDZ's are Navy commands, even 

 though the MDZ Commanders may be Coast Guard officers. The 

 MDZ's primary mission is to carry out the coastal defense of the 

 United States. Currently the MDZ commands are engaged in 

 developing contingency plans and conducting training exercises 

 relating to that mission. In wartime or in times of heightened 

 tension, the MDZ Commanders will perform those tasks relating to 

 the coastal defense of the United States assigned by the 

 appropriate Navy Fleet Commander-in-Chief (CINC) utilizing USCG, 

 USN, and other DOD forces as assigned. The primary missions 

 currently assigned to the MDZ Commanders include planning for 

 and exercises of: command and control of assigned assets; 

 coastal and harbor defense; and maritime surveillance. Other 

 missions which the MDZ Commanders may perform jointly with other 

 commands include planning for and exercises of: antisubmarine 

 warfare (ASW); mine countermeasures; harbor breakout; and naval 

 control of shipping. In addition, the following Coast Guard 

 statutory responsibilities will be carried out concurrently with 

 the MDZ mission: search and rescue (SAR); port security and 

 safety short range ATON; domestic icebreaking; and CVS. 

 3-26 
 MARINE SAFETY MANUAL 

 CHAPTER 4. LAW ENFORCEMENT 

 CONTENTS 

SECTION PAGE

4.A. Enforcement Perspective And Scope 4-1 

4.A.1. Perspective 4-1 

4.A.2. Scope 4-1 

4.B. Enforcement Objectives And Principles 4-1 

4.B.1. Enforcement Objectives 4-1 

4.B.1.a. Mandate 4-1 

4.B.1.b. Timeliness 4-2 

4.B.l.c. Documentation 4-2 

4.B.l.d. Measurement 4-2 

4.B.2. Enforcement Principles 4-2 

4.B.2.a. Authority And Jurisdiction 4-2 

4.B.2.a.(1) Authority 4-3 

4.B.2.a.(2) Jurisdiction 4-3 

4.B.2.f. Cooperation 4-4 

4.B.2.b. Evaluation 4-3 

4.B.2.c. Judgment 4-3 

4.B.2.d. Fairness 4-3 

4.B.2.e. Communication 4-4 

4.C. Definitions 4-4 

4.C.1. Deficiency 4-4 

4.C.2. Violation 4-5 

4.C.2.a. Major Violation 4-5 

4.C.2.b. Minor Violation 4-5 

4.C.3. Prima Facie Evidence 4-5 

4.C.4. Nonconforming Vessel Or Facility 4-5 

4.C.5. Substandard Vessel Or Facility 4-5 

4.C.6. Control 4-6 

4.C.7. Port State Control Of Foreign Vessels 4-7 

4.C.8. Flag State Control Of U. S. Vessels 4-7 

4.C.9. SOLAS Intervention 4-7 

4.C.10. Detention 4-7 

4.C.10.a. CCGD/COTP Detention 4-8 

4.C.10.b. SOLAS Intervention Detention 4-8 

4.C.10.c. Customs Hold 4-8 

4.D. Enforcement Policy 4-8 

4.D.l. Overview 4-8 

4.D.2. Enforcement Thresholds And Appropriate 

 Controls 4-9 

4.D.2.a. Corrective Actions And 

 Operational Controls 4-9 

 4-i CH-8 
 MARINE SAFETY MANUAL 

 CONTENTS 

SECTION PAGE

4.D.2.a.(1) Corrective Actions 4-10 

4.D.2.a.(2) Operational Controls 4-10 

4.D.2.a.(2)(b) Nonconforming Vessels 

 Bonds For Foreign Vessels 4-20 

4.D.2.a.(2)(a) Substandard Vessels 

 And Facilities 4-11 

 And Facilities 4-14 

4.D.2.b. Suspension And Revocation 

 Proceedings 4-17 

4.D.2.c. Civil Penalty Violations 4-18 

4.D.2.c.(1) Letters Of Warning 4-18 

4.D.2.c.(2) Submittal Of Violation Cases 

 For Civil Penalty 

 Adjudication 4-19 

4.D.2.c.(2)(a) Recommended Penalties 4-19 

4.D.2.c.(2)(b) Adjudication 4-19 

4.D.2.c.(3) Letters Of Undertaking/Surety 

4.D.2.c.(4) Denial And Revocation Of 

 Endorsements For A 

 Certificate Of Documentation 

 For U.S. Vessels 4-21 

4.D.2.d. Criminal Violations 4-21 

4.E. Intragovernmental And International 

 Enforcement Coordination 4-21 

4.E.1. Intragovernmental Enforcement 

 Coordination 4-21 

4.E.1.a. U. S. Government Agencies 4-22 

4.E.1.a.(1) Customs Service Holds On 

 Vessels (OCMI, COTP, FOSC) 4-22 

4.E.1.a.(2) Department Of Justice 

 Assistance (COTP, OCMI,FOSC) 4-23 

4.E.1.b. State Governments 4-24 

4.E.2. International Enforcement Coordination 4-25 

4.E.2.a. General 4-25 

4.E.2.a.(1) SOLAS, STCW, And ILO 147 

 Communication 4-25 

4.E.2.a.(2) MARPOL Communication 4-25 

4.E.2.b. Detention Reporting And 

 Deficiency Referrals 4-25 

4.E.2.b.(1) STCW Detention 4-25 

4.E.2.b.(2) MARPOL Deficiency Referral 4-25 

4.E.2.b.(3) SOLAS Intervention 4-26 

4.E.2.b.(4) ILO 147 Deficiency Referral 4-26 

 CH-8 4-ii 
 MARINE SAFETY MANUAL 

 CHAPTER 4. LAW ENFORCEMENT 

 A. Enforcement Perspective And Scope. 

 1. Perspective. The guidance provided by this chapter signals a 

 strong Coast Guard national law enforcement posture. This 

 posture requires the initiation of appropriate enforcement 

 actions which serve to minimize the risk to people, property, 

 and the marine environment. For all situations where prima 

 facie evidence of a violation exists, administrative, 

 judicial, and/or criminal enforcement actions should be 

 initiated, regardless of how the violation is discovered 

 (i.e., through a port safety boarding, a marine inspection, 

 or other activity). For instances involving civil 

 violations, enforcement actions should range from issuance of 

 a Letter of Warning for a minor, first time violation which 

 is immediately corrected to the initiation of civil violation 

 cases (including Letters of Undertaking/Surety Bonds or 

 denial/revocation of endorsements for a Certificate of 

 Documentation, as appropriate). 

 2. Scope. This chapter provides an overview of marine safety 

 and environmental protection law enforcement. It defines 

 enforcement from a system's perspective and establishes 

 overall enforcement principles. Furthermore, this chapter 

 categorizes enforcement options and provides policy 

 thresholds for initiating various enforcement options. 

 Guidance concerning specific enforcement actions are 

 described in detail elsewhere in the Marine Safety Manual and 

 in other instructions, as referenced within this chapter. 

B. Enforcement Obectives And Principles. Law enforcement is the 

 next logical step beyond educational efforts and regulatory 

 controls imposed to minimize maritime risks. 

 1. Enforcement Obectives. Marine safety law enforcement 

 supports the overall goals of the marine safety program to 

 promote the safety of life and property at sea and protect 

 the marine environment. Marine safety law enforcement 

 actions are intended to correct deficiencies, deter future 

 noncompliance, and minimize risks to persons, property, or 

 the marine environment. 

 a. Mandate. Marine safety enforcement programs must 

 successfully detect deficiencies and violations, rectify 

 them by exercising appropriate corrective and 

 CH-8 4-1 
 MARINE SAFETY MANUAL 

 operational control mechanisms, and deter future 

 violations through the appropriate use of administrative, 

 judicial, and criminal proceedings. 

 b. Timeliness. Effective enforcement programs require 

 timely action to detect deficiencies and violations, and 

 complete corrective, operational, and adjudicative 

 enforcement actions. 

 c. Documentation. Enforcement actions should be formally 

 documented and communicated both externally (i.e., 

 deficiency or violation notifications, letters, incident 

 reports, etc.) to the involved parties and internally 

 within the Coast Guard (i.e., messages, MSIS reports, 

 etc.) as required. Meeting enforcement objectives 

 depends in large part on informed targeting and 

 prioritization of activities. This, in turn, is 

 dependent upon proper documentation of enforcement 

 actions within the Marine Safety Information System 

 (MSIS) and access at all levels of the Coast Guard 

 organization. See chapter 12 of this manual and 

 COMDTINST M5230 (series) for guidance. 

 d. Measurement. Effective enforcement programs require 

 useful measures of effectiveness; providing commanding 

 officers, district staffs, program managers, and other 

 decision-makers information necessary to assess the 

 impact of Coast Guard enforcement actions employed and 

 thus measure their effectiveness. 

 2. Enforcement Principles. The cognizant district commander 

 (CCGD), Captain of the Port (COTP), Officer in Charge Marine 

 Inspection (OCMI), and Federal On-Scene Coordinator (FOSC) 

 must have the flexibility to tailor enforcement actions to 

 adequately serve program goals; while maintaining a desired 

 level of national consistency. Thus, while it is desirable, 

 and intended, that field enforcement efforts be reasonably 

 consistent nationwide, absolute consistency would preclude 

 the exercise of command judgment and would be contrary to 

 program interests. 

 a. Authority And Jurisdiction. All enforcement actions are 

 dependent upon thorough knowledge of applicable 

 U.S. laws, regulations and international conventions, 

 coupled with vigilance while conducting Coast Guard 

 activities. Enforcement actions must be exercised within 

 the constraints of authorities and jurisdiction as 

 discussed below: 

 CH-8 4-2 
 MARINE SAFETY MANUAL 

 (1) Authority. See chapter 2 of this manual for a complete 

 compilation of Coast Guard marine safety related legal 

 authorities. 

 (2) Jurisdiction. These statutory responsibilities 

 provide Coast Guard law enforcement capabilities within 

 specific parameters over parties, places, and events. 

 As a concept, jurisdiction can be elusive. Its 

 establishment is dependent upon the favorable comparison 

 of the relevant facts of the incident with the 

 applicability of the specific law. Each law is enacted 

 with a particular jurisdictional scope. When in doubt, 

 it is prudent to discuss jurisdictional issues with a 

 legal officer. 

 b. Evaluation. Proper evaluation is essential to determine 

 relevant facts and draw conclusions concerning the deficiency 

 including seriousness, impact, duration, culpability, etc. 

 In situations where evidence will be collected for possible 

 administrative adjudication or criminal prosecution, 

 appropriate evidenciary standards must be maintained for its 

 admissibility. 

 c. Judgment. Sound judgment must be used in employing 

 appropriate enforcement actions. Based upon the seriousness 

 of the deficiency and sufficiency of evidence obtained, one 

 or more appropriate enforcement actions may be initiated: 

 corrective action, operational controls, Suspension and 

 Revocation (S & R) proceedings, civil penalties, and 

 criminal prosecution. No two situations are alike and the 

 same deficiency or violation on different ships or 

 facilities may dictate different Coast Guard enforcement 

 actions, depending upon variables including violation 

 histories of the specific parties involved, differing 

 circumstances and risks, quantity and quality of available 

 evidence, etc. Thus, while the results of enforcement 

 actions should be equivalent for simular circumstances, 

 the methods used are not expected to be identical in all 

 cases. 

 d. Fairness. All enforcement actions must be directed toward 

 those specific parties responsible for the deficiencies or 

 alleged violations. Otherwise, target the party subject to 

 the law or regulation who can most effectively bring about 

 compliance or a 

 4-3 CH-8 
 MARINE SAFETY MANUAL 

 remedy. Commanding officers retain ultimate 

 responsibility for identifying responsible parties and 

 initiating appropriate enforcement action. The level and 

 type of enforcement action(s) initiated should be 

 proportional to the seriousness of the deficiency or 

 violation in terms of the impact or potential risk to 

 lives, property or the environment. 

 e. Communication. Open communications between the Coast 

 Guard and other entities including foreign governments, 

 intragovernmental law enforcement agencies, regulated 

 maritime interests, etc. is fundamental. While on-site 

 notifications to vessel/facility personnel should be 

 exercised to the maximum extent possible, it should be 

 viewed only as a first step in establishing effective 

 communication. Cognizant district commanders, COTP's, 

 OCMI's, and FOSC's must insure that timely and accurate 

 notification is made to all entities at the appropriate 

 levels of management directly affected by enforcement 

 actions which they have initiated. A summary of appeal 

 procedures is found in chapter 2 of this manual. 

 f. Cooperation. In many circumstances, other federal, 

 state, and local law enforcement organizations share 

 concurrent jurisdiction with the Coast Guard. When such 

 circumstances exist, mutual assistance, close working 

 relationships, and coordination of effort is essential to 

 minimize duplicative requirements, leverage resources, 

 and eliminate barriers to marine transportation due to 

 differing federal, state, or local regimes. 

 Additionally, international cooperation is improved 

 through the reporting of foreign vessel detentions or the 

 referral of deficiencies for possible flag state 

 enforcement, as detailed in applicable international 

 conventions. 

C. Definitions. 

 1. Deficiency. A deficiency is any condition, operation, or act 

 pertaining to a vessel or facility that fails to meet 

 acceptable standards including but not limited to those 

 established by applicable international conventions, 

 U. S. laws or regulations, industry standards, equipment 

 manufacturers recommendations, "good marine practice," etc. 

 Examples include equipment which is considered to be 

 unsatisfactory for its intended purpose; vessel or facility 

 operations which place persons, property, or the 

 CH-8 4-4 
 MARINE SAFETY MANUAL 

 environment at risk; or inadequate response by personnel to 

 contingency drills. 

 2. Violation. A violation is any deficiency resulting from a 

 failure to meet applicable U. S. statutory or regulatory 

 requirements where sufficient evidence exists to initiate 

 administrative, judicial, or criminal proceedings (including 

 suspension and revocation hearings, civil penalty hearings, and 

 criminal prosecution) as appropriate. 

 a. Major Violation. Major violations are any criminal or civil 

 penalty violations of federal law or regulation which create 

 an immediate and critical risk to lives, property, or the 

 environment. 

 b. Minor Violation. Minor violations are all civil penalty 

 violations not classified as major. 

 3. Prima Facie Evidence. Prima facie evidence is evidence good and 

 sufficient on its face; such evidence as, in the judgement of the 

 law, is sufficient to establish a given fact, or the group or 

 chain of facts constituting the party's claim or defense, and 

 which if not rebutted or contradicted, will remain sufficient. 

 Prima facie evidence is evidence which, if unexplained or 

 uncontradicted, is sufficient to sustain a judgement in favor of 

 the issue which it supports, but which may be contradicted by 

 other evidence. 

 4. Nonconformina Vessel Or Facility. A vessel or facility is 

 regarded as nonconforming when it fails to comply with one or 

 more applicable requirements of U. S. laws, regulations, or 

 international conventions. 

 5. Substandard Vessel Or Facility. Based upon the definition of 

 substandard provided by International Maritime Organization 

 Assembly Resolution A.466 (XII), a substandard vessel or facility 

 is defined as any nonconforming vessel or facility whose hull, 

 structure, machinery, or equipment is substantially below the 

 standards required by U. S. law or international conventions, and 

 whose deficiencies as a whole or individually endanger persons, 

 property, or present an unreasonable risk to the marine 

 environment. Conditions that could result in a vessel or 

 facility being regarded as substandard include but are not 

 limited to the following: 

 4-5 CH-8 
 MARINE SAFETY MANUAL 

 propulsion, communications, navigation, or cargo systems); 

 substandard and forms the basis of a decision to conduct 

 foreign vessels which are clearly hazardous to safety or 

 6. 

 a. The absence of principal equipment or arrangement required 

 by U. S. laws or international conventions (e.g., absence 

 of required life boats, life preservers, fire hoses, or 

 fire extinguishers); 

 b. Gross noncompliance of equipment or arrangement with 

 relevant specifications of U. S. laws or international 

 conventions (e.g., serious deficiencies of the lifesaving, 

 firefighting, structural fire protection, steering, 

 c. Substantial deterioration of the structure or its 

 essential equipment (e.g., severely wasted hull, deck, 

 frames, or hatch covers; or inoperative fire mains, inert 

 gas systems, pollution prevention equipment); 

 d. Noncompliance with operational standards required by 

 U. S. law, or international convention (e.g., personnel- 

 related factors such as inability of responsible parties 

 to perform duties, properly conduct drills, or communicate 

 emergency procedures). 

 The lack of valid certificates or their attachments required 

 under U. S. laws or international conventions will constitute 

 prima facie evidence that the vessel or facility may be 

 further examination. Similarly, conditions found aboard 

 health and in nonconformance with the standards established 

 by the International Labor Organization Convention Concerning 

 Minimum Standards in Merchant Ships (ILO Convention 147) are 

 indicative that the vessel may be substandard and will 

 normally form the basis of a decision to conduct a more in- 

 depth examination. 

Control. Control legally means to exercise restraining or 

 directing influence over other parties. For the purposes of 

 this chapter, control is any verbal or written law 

 enforcement action by the CCGD, COTP, OCMI, FOSC or their 

 representatives which requires compliance by responsible 

 parties. Control may be exercised simply by bringing 

 deficiencies to the attention of the responsible party who 

 owns or operates specific vessels or facilities and directing 

 that corrective action be taken, or may be carried out 

 through other enforcement actions including the initiation of 

 operational controls, 

 CH-8 4-6 
 MARINE SAFETY MANUAL 

 S & R proceedings, civil penalties, and criminal prosecution. 

 7. Port State Control Of Foreign Vessels. Port state control is the 

 exercise of controls over a foreign vessel by the government of a 

 nation within which the vessel is operating. Within the context 

 of this chapter, port state enforcement controls exercised by the 

 U. S. Coast Guard are taken against nonconforming foreign flag 

 vessel owners/operators and consist of corrective actions, 

 operational controls, civil penalty action, and/or criminal 

 prosecution. 

 8. Flag State Control Of U. S. Vessels. Flag state control is the 

 exercise of control over a vessel anywhere in the world by the 

 the full range of enforcement controls authorized by law 

 government of the nation whose flag the vessel is entitled to 

 fly. Within the context of this chapter, flag state enforcement 

 controls of U. S. flag vessels by the U. S. Coast Guard include 

 including corrective actions, operational controls, S & R 

 proceedings, civil penalty action, and/or criminal prosecution. 

 9. SOLAS Intervention. A SOLAS intervention is a port state 

 enforcement action over a foreign ship taken under the authority 

 of Regulation 19 of Chapter I of the applicable International 

 Convention for the Safety of Life at Sea (SOLAS) which interposes 

 the authority of the port state between the ship and that of the 

 flag state in order to enforce SOLAS requirements. SOLAS 

 interventions may take several forms including requiring 

 corrective actions, requiring a vessel to proceed for repairs, 

 denying entry, detaining in port, etc. 

 10. Detention. A detention is the imposition of specific port state 

 or flag state operational controls which prevent a vessel's 

 departure from U. S. waters until such time as the vessel is 

 deemed safe to proceed on its voyage. Detentions may also be 

 imposed to ensure compliance with marine safety and pollution 

 prevention requirements, collection of assessed civil penalties, 

 and receipt of Letter of Undertaking/ Surety Bond to assure 

 payment of a penalty, should it be assessed. The imposition of a 

 restriction on a vessel's movement constitutes a detention, 

 regardless of whether a delay from a vessel's normal or expected 

 itinerary occurs. Detentions are normally effected through 

 execution of one of the following controls: 

 4-7 CH-8 
 MARINE SAFETY MANUAL 

 a. CCGD/COTP Detention. A CCGD or COTP Detention Order is a 

 detention imposed when there is reason to believe that a 

 vessel may be unsafe or may pose a threat to the marine 

 environment, under the authority of the Ports and 

 Waterways Safety Act of 1972 (33 U.S.C. 1221) and 

 implementing regulations of 33 CFR 

 160.113. 

 b. SOLAS Intervention Detention. A SOLAS intervention 

 detention is an enforcement action taken under the 

 authority of Regulation 19 of Chapter I of the applicable 

 International Convention for the Safety of Life at Sea 

 (SOLAS) in order to ensure foreign ships do not sail 

 until they can proceed to sea, or proceed from port for 

 repairs, without danger to the ship or persons on board. 

 c. Customs Hold. A customs hold is a detention imposed by 

 the U. S. Customs Service, under applicable U. S. laws 

 and international conventions as discussed in paragraph 

 and regulations (including 19 CFR 4.61) in order to 

 ensure vessel compliance with applicable shipping laws 

 4.E.1.a.(1) of this chapter. 

D. Enforcement Policy. A strong Coast Guard national law 

 enforcement posture requires the initiation of appropriate 

 enforcement actions which serve to minimize the risk to people, 

 property, and the marine environment. For all situations where 

 prima facie evidence of a violation exists, administrative, 

 judicial, and/or criminal enforcement actions should be 

 initiated, regardless of how the violation is discovered (i.e., 

 through a port safety boarding, a marine inspection, or other 

 activity). For instances involving civil violations, enforcement 

 actions should range from issuance of a Letter of Warning for a 

 minor, first time violation which is immediately corrected to the 

 initiation of civil violation cases (including Letters of 

 Undertaking/Surety Bonds or denial/revocation of endorsements for 

 a Certificate of Documentation, as appropriate). 

 1. Overview. Enforcement controls may be taken independently or 

 in conjunction with one another, as appropriate. Commanding 

 officers should consider the full range of enforcement 

 options available, and ensure the most effective collective 

 means is employed to achieve the Coast Guard's program goals 

 relative to marine safety, security and environmental 

 protection. As authorized by law, enforcement actions target 

 entities 

 CH-8 4-8 
 MARINE SAFETY MANUAL 

 and documents including but not limited to: individuals; Coast 

 Guard issued licenses and merchant mariner's documents; legal 

 entities such as partnerships and corporations; public entities 

 such as other federal, state, or local governments; etc. 

 Depending upon the circumstances, multiple enforcement actions 

 may and often should be initiated for the same deficiency, 

 including corrective actions, operational controls, S & R 

 actions, and civil violation cases, and criminal prosecution as 

 appropriate. However, investigations must be conducted and 

 sufficient evidence obtained in order to initiate appropriate 

 administrative, judicial, or criminal proceedings for suspected 

 violation of federal laws and regulations. Figures 4-1, 4-2, and 

 4-3 summarize available controls for foreign vessels, U. S. flag 

 vessels, and inspected waterfront facilities. 

 2. Enforcement Thresholds And Appropriate Controls. The following 

 enforcement policy, identifying enforcement thresholds and 

 appropriate use of enforcement controls, is intended to provide 

 relative consistency, across distinct operational commands (i.e., 

 among field units and CCGD's) and programs (i.e., among COTP, 

 OCMI, and FOSC), in selecting appropriate actions within the 

 enforcement spectrum: 

 a. Corrective Actions And Operational Controls. Upon discovery 

 of a nonconforming vessel or facility, initial enforcement 

 actions should establish a sufficient level of corrective 

 actions and/or operational controls necessary to fix the 

 problem and to minimize any resultant risk to persons, 

 property, or the environment. The selection of appropriate 

 corrective actions and/or operational controls require sound 

 judgement which balances factors such as: the seriousness of 

 the deficiency, the specific nature of the deficiency (i.e., 

 noncompliance with U. S. law, regulation, international 

 convention, industry standard, manufacturers instructions, 

 "good marine practice," etc.), and the parties involved 

 (i.e., owners, operators or persons in charge of U. S. flag 

 vessels, foreign flag vessels, and facilities). The use of 

 corrective actions or operational controls alone are only 

 appropriate for situations which lack sufficient prima facie 

 or substantial evidence necessary to prove that a violation 

 occurred. 

 

 4-9 CH-8 
 MARINE SAFETY MANUAL 

 (1) Corrective Actions. Corrective actions are 

 normally employed to allow nonconforming vessels or 

 facilities to rectify less serious deficiencies 

 within a reasonable period of time or to formally 

 notify responsible parties of their legal 

 responsibilities. Examples of specific enforcement 

 actions available include: 

 (a) Verbally point out deficiencies, enabling on- 

 the-spot correction. (OCMI, COTP, FOSC) 

 (b) List deficiencies and require corrective 

 actions within a reasonable time period, or 

 possibly deferring corrective action until a 

 vessel's next drydocking. In all cases, 

 deficiencies should be properly documented 

 utilizing the appropriate MSIS product sets, 

 and the responsible parties formally advised 

 of the deficiencies. Formal notification 

 should be accomplished by providing the 

 master, owner, agent, or person-in-charge with 

 a copy of the appropriate form listing the 

 deficiencies. For example for U. S. vessels, 

 use Form CG835, Merchant Marine Inspection 

 Requirement, for examined commercial foreign 

 flag vessels use Form CG-5437, Vessel 

 Boarding Report; or Form CG-84OS-2, Tank 

 Vessel Enclosure; as appropriate. For 

 inspected waterfront facilities, use Form CG- 

 4200, Waterfront Facility Inspection Report. 

 See chapter 2, 3, 20, and 22 of volume II of 

 this manual for guidance, as detailed in the 

 index under deficiencies. (OCMI, COTP) 

 (c) Issue a FOSC Letter of Federal Interest to 

 potential responsible parties, as discussed in 

 chapter 7 of volume VI of this manual. (FOSC) 

 (2) Operational Controls. Operational controls are 

 employed to prevent, restrict, or direct operations 

 of vessels or facilities based upon more serious 

 deficiencies. Operational controls are normally 

 exercised as a preventative measure when greater 

 control of nonconforming vessels or facilities is 

 necessary to adequately reduce risks of injury, 

 property damage or pollution. 

 CH-8 4-10 
 MARINE SAFETY MANUAL 

 Operational controls often have a greater impact on 

 vessel and facility operators than do corrective 

 actions, particularly when those controls may halt 

 operations in progress, restrict planned operations, or 

 prevent vessel movements. For example, operational 

 conscientious owner/operators and appropriate 

 owner/operator notifies the OCMI/COTP of the 

 controls often have major impacts on vessels subject to 

 payment of demurrage costs or facilities with pending 

 cargo operations. In situations where major 

 deficiencies are reported to the Coast Guard by 

 corrective measures are initiated voluntarily which are 

 acceptable to the COTP/OCMI/FOSC, a SOLAS intervention 

 may be unnecessary. For example, a vessel which 

 becomes nonconforming as a result of casualty damage 

 suffered while within or enroute to the U. S., whose 

 deficiencies and voluntarily agrees to initiate 

 appropriate corrective measures while in port would not 

 normally be subjected to a SOLAS intervention. 

 Appropriate operational controls necessary to protect 

 life, property, or the environment within the port 

 should be imposed through a COTP order or other 

 authority in such circumstances. However, a SOLAS 

 intervention should normally be initiated in situations 

 where the deficiency appears to be the result of long 

 term neglect, mismanagement, poor maintenance or 

 operating practices, inability to carry out necessary 

 operations or other circumstances that are not the 

 result of an accident or unforeseeable equipment 

 failure. The following categorization, while not all 

 inclusive, provides many of the enforcement controls 

 available to the CCGD, COTP, OCM1, and FOSC. 

 (a) Substandard vessels and facilities should 

 normally be prevented from operating until such 

 time as it has been positively verified that they 

 are safe enough to do so without endangering 

 persons, property, or presenting an unreasonable 

 risk to the marine environment. In cases where 

 vessels are found to be substandard, operational 

 controls through SOLAS intervention directing the 

 vessel to proceed for repairs, denying entry, or 

 detaining it in 

 CH-8 4-11 
 MARINE SAFETY MANUAL 

 port should normally be initiated for those 

 failure of the owner, operator, flag state, or 

 applicable SOLAS standards. Cognizant district 

 circumstances where the vessel's substandard 

 condition is wholly or partially the result of a 

 classification society to ensure compliance with 

 commanders and unit commanding officers will 

 normally exercise the following operational 

 controls, as appropriate: 

 (i) Deny entry of vessels into U. S. waters, 

 under the authority of 33 CFR 160.107 and 33 

 CFR 160.111 or through SOLAS intervention, 

 under the authority of Regulation 19 of 

 chapter I. For denial of entry for foreign 

 vessels under SOLAS authority, see paragraph 

 4.E.2 of this chapter for international 

 reporting requirements and chapter 20 of 

 volume II of this manual for detailed 

 guidance. (CCGD, OCMI, COTP) 

 (ii) Detain vessels from departing port. While 

 33 U.S.C. 1223 (b)(1) provides the Coast 

 Guard with statutory authority to detain 

 vessels, international conventions authorize 

 controls by the U.S. government as follows: 

 A. CCGD/COTP Detention. CCGD/COTP 

 Detentions are appropriate for 

 nonconforming U. S. vessels or for 

 foreign vessels which are either not 

 conforming to the Act to Prevent 

 Pollution from Ships (MARPOL Annexes I, 

 II, and V per 33 U.S.C. 1901 et seq.) or 

 have uncorrected deficiencies of the 

 International Convention on Standards of 

 Training, Certification and Watchkeeping 

 for Seafarers (STCW) relating to the 

 certification of the master, chief 

 engineer, and other officers or ratings, 

 and which 

 CH-8 4-12 
 MARINE SAFETY MANUAL 

 pose a danger to persons, property, or 

 the environment. See paragraph 4.E.2 of 

 this chapter for international reporting 

 and referral requirements. (CCGD, COTP) 

 B. Detention through SOLAS Intervention. 

 Detentions through SOLAS intervention, 

 under the authority of SOLAS Regulation 

 19 of Chapter I, are appropriate for 

 substandard foreign vessels subject to 

 SOLAS. See paragraph 4.E.2 of this 

 chapter for international 

 reporting/referral requirements and 

 chapter 20 of volume II of this manual 

 for detailed guidance. (OCMI) 

 C. Customs Hold. U. S. Customs may 

 withhold clearance of U. S. vessels or 

 foreign vessels departing the United 

 States on international voyages for 

 specific situations when requested by 

 the COTP, OCMI, or FOSC. See paragraph 

 E.1.a.(1) of this chapter for 

 applicability. 

 (iii) Remove certificate of inspection for 

 substandard inspected U. S. flag vessels, 

 under flag state controls authorized under 46 

 U.S.C.A. 3313 (b)-(d) and 46 CFR 2.01-20. 

 (OCMI) 

 (iv) Direct a vessel to proceed for repairs under 

 the authority of 46 U.S.C.A. 3313 for U. S. 

 vessels or SOLAS Regulation 19 for foreign 

 vessels. For guidance concerning U. S. 

 vessels, see chapter 13 of volume II of this 

 manual. For foreign vessels, see paragraph 

 4.E.2 of this chapter for international 

 reporting/referral requirements and chapter 20 

 of volume II of this manual for detailed 

 guidance. (OCMI) 

 4-13 CH-8 
 MARINE SAFETY MANUAL 

 (v) Revoke classification as designated waterfront 

 126.16, as appropriate. (COTP) 

 facility under 33 CFR 126.13 and/or designated 

 facility of particular hazard under 33 CFR 

 (vi) Revoke Certificate of Adequacy for Reception 

 Facilities, Form CG-5401, under 33 CFR 

 158.170. (COTP) 

 (b) Nonconforming vessels and facilities with more 

 serious deficiencies will be controlled until such 

 time as it has been positively verified that they 

 are capable of operating without endangering 

 persons, property, or presenting an unreasonable 

 risk to the marine environment. Depending upon 

 the situation, unit commanding officers will 

 exercise appropriate operational controls, such as 

 controls identified for substandard vessels and 

 facilities or other operational controls, which 

 include: 

 (i) Remove, revoke, or void specific permits and 

 certificates authorizing specific operations 

 including: 

 A. Hot Work Permits, Form CG-4201, as 

 required by 33 CFR 126.15 (c) or 49 CFR 

 176.54 for designated waterfront 

 facilities, facilities of particular 

 hazard, coal/grain facilities, shipyards, 

 and vessels. See chapter 1 of volume VI 

 of this manual for guidance. (COTP) 

 B. Application and Permit to Handle Hazardous 

 Materials, Form CG4260, as required by 49 

 CFR 176.415 and 33 CFR 126.17. See 

 chapter 1 of volume VI of this manual for 

 guidance. (COTP) 

 C. Anchorage permit for federal anchorages 

 described in 33 CFR 110 and discussed in 

 chapter 1 of volume VI of this manual. 

 (COTP) 

 CH-8 4-14 
 MARINE SAFETY MANUAL 

 D. Permits for handling designated dangerous 

 cargo under 33 CFR 126.23 and/or permit 

 for handling dangerous cargo under 33 CFR 

 under a valid certificate of inspection, 

 126.31. (COTP) 

 (ii) Direct a commercial U. S. vessel subject to 

 inspection to cease operations, under flag 

 state controls authorized by 46 U.S.C.A. 3311 

 and 3313. (OCMI) 

 (iii) Place appropriate flag state CG-835 

 restrictions on U. S. commercial vessel 

 navigation or operations currently authorized 

 issued under 46 U.S.C.A. 3313 (b)-(d) and 46 

 CFR 2.01-20, for U. S. flag vessels. (OCMI) 

 (iv) Restrict foreign vessel operations by 

 formalizing appropriate port state controls on 

 certificates issued under 46 CFR 2.01-6 

 including: Coast Guard Tank Vessel 

 Examination Letter, Form CG-84OS-2 for vessels 

 carrying flammable or combustible bulk liquid 

 cargoes listed in 46 CFR 30.25, Letter of 

 Compliance, Form CG-2832 for vessels carrying 

 bulk dangerous cargoes per 46 CFR 153.9, and 

 Control Verification, Form CG-4504 for foreign 

 passenger vessels. See chapters 19-21 of 

 volume II of this manual for guidance. (COTP, 

 OCMI) 

 (v) Place appropriate flag or port state 

 navigational restrictions upon issuance of a 

 Letter of Deviation, under 33 CFR 164.53 and 

 164.55, authorizing individual commercial 

 vessels greater than 1600 gross tons to 

 operate with inoperative equipment or in 

 deviation of the 33 CFR 164 regulations. (COTP) 

 4-15 CH-8 
 MARINE SAFETY MANUAL 

 (vi) Place appropriate operational 

 restrictions on any vessel or waterfront 

 facility using CCGD or COTP orders, 

 under the Ports and Waterways Safety Act 

 (33 U.S.C. 1221 et. seq.) and associated 

 regulations of 33 CFR 160 Subpart B. 

 (CCGD, COTP) 

 attempt to resolve International Labor 

 Convention 147) deficiencies which are 

 clearly hazardous to safety or health. 

 the basis of a decision to conduct a 

 (vii) Notify U. S. Department of Labor and 

 Organization Convention Concerning 

 Minimum Standards in Merchant Ships (ILO 

 found aboard foreign vessels to be 

 Often the existence of such deficiencies 

 are indicative that the vessel may be 

 substandard, as defined in section 4.C.5 

 of this chapter, and will normally form 

 more in-depth examination. However, ILO 

 Convention 147 deficiencies in and of 

 themselves do not justify the imposition 

 of any operational controls (i.e., 

 vessel detention) due to the lack of 

 appropriate implementing legislation. 

 Therefore the guidance provided in 

 paragraphs 3.d.(2) and 4.c.(7) of 

 COMDTINST 16711.12 can not be taken 

 until the development of implementing 

 legislation. In lieu of resolution of 

 deficiencies resulting from actions by 

 the United States, deficiencies may be 

 referred internationally for action. 

 See paragraph 4.E.2 of this chapter for 

 referral guidance. (COTP, OCMI) 

 (viii) Control vessel or facility operations 

 under the Federal Water Pollution 

 Control Act, as amended (FWPCA, 33 

 U.S.C. 1321), the Comprehensive 

 Environmental Response, Compensation and 

 Liability Act of 1980 (CERCLA, 42 U.S.C. 

 9604) or Intervention on the High Seas 

 Act, as amended (33 U.S.C. 1471- 

 CH-8 4-16 
 MARINE SAFETY MANUAL 

 1487). See COMDTINST 16451.5 (series) for 

 guidance. (COTP, FOSC) 

 (ix) Issue administrative orders necessary to 

 protect the public health and welfare under 

 Section 106(a) of CERCLA (42 U.S.C. 9604) or 

 Section 311(e)(1)(B) of the FWPCA (33 U.S.C. 

 1321) to a vessel or facility requiring 

 hazardous materials. (FOSC) 

 (x) Issue suspension orders, under 33 CFR 156.112, 

 corrective measures when there is a threat of 

 release involving oil, hazardous substances, or 

 to terminate transfer operations in order to 

 prevent a possible discharge of oil or 

 hazardous material. (COTP, OCMI) 

 (xi) Require advance notice of transfer under 33 CFR 

 156.118 to target bulk liquid facilities 

 conducting transfer operations. (COTP) 

 (xii) Request a U. S. Customs Service hold of vessel 

 documents to prevent its departure. See 

 paragraph E.1.a.(1) of this chapter for 

 guidance. (COTP, OCMI, FOSC) 

 (xiii) Request a Temporary Restraining Order or 

 injunction by Federal Court, after consulting 

 with the district legal officer. See paragraph 

 E.1.a.(2) of this chapter for guidance. (CCGD, 

 COTP, OCMI, FOSC) 

 b. Suspension And Revocation Proceedings. S & R 

 administrative proceedings are a U. S. flag state vessel 

 control measure which should be initiated for all situations 

 where sufficient prima facie evidence exists that a mariner 

 acting under the authority of a license, merchant mariner's 

 document (MMD), or certificate of registry has committed an 

 act of misconduct, negligence or incompetence (as defined in 

 46 CFR Subchapter B and 33 CFR 95), committed an act 

 described in 46 U.S.C.A. 7703 (Bases for suspension 

 CH-8 4-17 
 MARINE SAFETY MANUAL 

 or revocation) or 46 U.S.C.A. 7704 (Dangerous drugs as 

 grounds for revocation), or has violated any law or 

 regulation intended to promote marine safety or to protect 

 navigable waters. S & R actions, described in detail in 

 volume V of this manual, include issuance of letters of 

 warning and initiation of administrative proceedings under 

 46 U.S.C.A. Chapter 77 against any license, certificate of 

 registry, or MMD issued by the Coast Guard. S & R cases 

 are prosecuted by the Coast Guard under the procedures set 

 forth in 46 CFR 5. (OCMI) 

 c. Civil Penalty Violations. Civil penalty enforcement 

 actions are separate and distinct from S & R proceedings 

 which can also be initiated for the same offense(s). 

 Civil penalty actions, described in detail in chapter 5 of 

 this manual, should be initiated by the COTP, OCMI, or 

 FOSC whenever sufficient prima facie evidence is obtained 

 necessary to establish that certain parties violated 

 federal law or regulation. Civil penalty enforcement 

 actions should target those parties who can most 

 effectively bring about compliance or a remedy and those 

 who need to be deterred from committing future violations. 

 For violations where several parties can with equal 

 effectiveness bring about compliance or remedy, then civil 

 penalty actions selected should target those parties whose 

 failure to comply requires the greatest degree of 

 correction. All conditions must be examined carefully for 

 circumstances where separate civil penalty actions can and 

 should be brought at the same time against liable parties 

 as follows: 

 (1) Letters Of Warning. A Letter of Warning is 

 appropriate for minor violations which are corrected 

 immediately by conscientious operators. The 

 discovery of administrative errors in dangerous cargo 

 manifests (i.e., missing call sign, not signed by 

 master, etc.), incorrectly sized lettering on 

 required warnings or signs, etc. are obvious examples 

 where use of a Letter of Warning for first time 

 violations is appropriate. However, a history in 

 MSIS of continuing violations by the same party for 

 similar U. S. laws or regulations; even though 

 continually corrected on the spot (i.e., a history of 

 noncompliance with detailed regulatory requirements 

 concerning dangerous cargo manifests for a particular 

 vessel 

 CH-8 4-18 
 MARINE SAFETY MANUAL 

 operator), indicates the need to exercise more stringent 

 enforcement actions to encourage compliance. (COTP, OCMI, 

 FOSC) 

 (2) Submittal Of Violation Cases For Civil Penalty

 Adjudication. The COTP, OCMI and FOSC should normally 

 initiate the civil penalty assessment process for all 

 major non-criminal violations, for repeat offenders, and 

 any minor violations which are not corrected immediately 

 by the responsible party. 

 (a) Recommended Penalties. If the statute does not 

 specify factors to be considered when recommending 

 major or minor violation), culpability, prior 

 penalty amounts, recommendations will be based upon 

 factors including the circumstances of the incident 

 and resultant seriousness of the violation (i.e., 

 history of similar violations, economic benefit of 

 noncompliance to the responsible party, degree of 

 success by the responsible party to minimize or 

 mitigate injury and/or risk, etc. See COMDTINST 

 16200.3 (series) and chapter 5 of this manual for 

 recommended penalty amounts and program specific 

 policy. 

 (b) Adjudication. Civil penalties, other than more 

 serious FWPCA/CERCLA violations, are adjudicated by 

 Coast Guard hearing officers under 33 CFR 1.07 

 non-adversarial proceedings and hearing officer 

 guidance contained within COMDTINST 16200.5 

 (series). For FWPCA/CERCLA violations cases may be 

 heard by hearing officers as Class I cases under 33 

 CFR 1.07 proceedings, prosecuted by the Coast Guard 

 in a trial type hearing before Administrative Law 

 Judges as Class II cases under 33 CFR 20 

 proceedings, or are referred to the Department of 

 Justice for prosecution as a judicial civil penalty 

 case. See COMDTINST 16200.3 (series) and chapter 5 

 of this manual for additional guidance. 

 4-19 CH-8 
 MARINE SAFETY MANUAL 

 (3) Letters of Undertaking/Surety Bonds For Foreign

 Vessels. Whenever a violation case is pursued, the 

 COTP, OCMI, or FOSC should normally require a Letter 

 of Undertaking (LOU) or Surety Bond from the vessel 

 owner, operator, or person in charge of a foreign 

 vessel as a port state control measure to assure 

 payment of a penalty or fine. Specifics are as 

 follows: 

 (a) For the maximum penalty amount which may be 

 assessed under the law for any prima facie civil 

 penalty or criminal case initiated for suspected 

 violation of the FWPCA (under 33 U.S.C. 

 1321(b)(12) or MARPOL (under the Act to Prevent 

 Pollution from Ships, 33 U.S.C. 19089(e)). 

 However, for FWPCA violations, if it is clear to 

 the COTP that the Class I or Class II civil 

 penalty forum would be appropriate for the 

 violation, then the value of the LOU/Surety Bond 

 should be based upon the statutory maximum 

 penalties provided under those forums. The 

 COTP, OCMI, or FOSC may request a U. S. Customs 

 hold to assure compliance. See paragraph 

 E.1.a.(1) of this chapter for further 

 information. 

 (b) To compel payment of civil penalties or criminal 

 fines assessed for violation of any of the 

 following laws: 

 (i) Ports and Waterways Safety Act (33 

 U.S.C. 1221 et seq.); 

 (ii) Tank vessel operating or inspection 

 requirements (46 U.S.C.A. Chapter 37); 

 (iii) Inland Navigation Rules Act (33 U.S.C. 

 2071); 

 (iv) Act to Prevent Pollution from Ships 

 (MARPOL Annexes 1, II, and V per 33 

 U.S.C. 1901 et seq.); or 

 (v) Federal Water Pollution Control Act, as 

 amended (33 U.S.C. 1321) Section 311 

 (B)(3), 311 (C), 311 (J), and 311 (E). 

 CH-8 4-20 
 MARINE SAFETY MANUAL 

 (4) Denial And Revocation Of Endorsements For A

 Certificate Of Documentation For U. S. Vessels. 

 As a flag state control measure for U. S. vessels, 

 Coast Guard documentation officers may deny the 

 issuance or renewal of, or may revoke, the 

 endorsements on a Certificate of Documentation 

 issued to a U. S. flag vessel if the owner of the 

 vessel has failed to pay a civil penalty assessed by 

 the Coast Guard. These enforcement actions are 

 authorized by 46 U.S.C.A. 12123 (The Oceans Act of 

 1992, Public Law 102-587). 

 d. Criminal Violations. Violations of certain statutes 

 entail both civil and criminal penalties, as permitted by 

 the specific law. For example, negligent operations of a 

 vessel under 46 U.S.C.A. 2302 provides for either civil 

 penalty adjudication or criminal prosecution as a class A 

 misdemeanor. During the initial investigation of 

 possible criminal violations, the COTP, OCMI, or FOSC 

 should normally request participation of the Coast Guard 

 senior special agent assigned at the cognizant district 

 office. Special agents possess criminal investigation 

 skills which are useful when collecting evidence, 

 interviewing suspects, etc. When sufficient evidence 

 exists to suspect criminal violation of Federal law by 

 specific parties, the cognizant district legal officer 

 may seek criminal prosecution through referral to the 

 Department of Justice in accordance with the procedures 

 established in 33 CFR 1.07-90. For violations carrying 

 both a civil and a criminal penalty, the cognizant 

 district commander is authorized to determine whether to 

 recommend civil penalty proceedings or seek criminal 

 prosecution, per 33 CFR 1.07-95. In order for the 

 cognizant district commander or Commandant to consider 

 criminal action, substantial evidence establishing all 

 elements of the violation must be properly obtained and 

 safeguarded in accordance with Federal Rules of Evidence 

 standards. Criminal enforcement actions are described in 

 detail in chapter 5 of this manual. 

E. Intragovernmental And International Enforcement Coordination. 

 1. Intragovernmental Enforcement Coordination. 

 4-21 CH-8 
 MARINE SAFETY MANUAL 

 a. U. S. Governorment Agencies. U. S. maritime law 

 enforcement efforts involve many other federal 

 agencies, including the Minerals Management Service, 

 Immigration and Naturalization Service, U. S. Customs 

 Service, U. S. Army Corps of Engineers, Research and 

 Special Programs Administration, the Federal 

 Communications Commission, Department of Labor, 

 Environmental Protection Agency, Occupational Safety 

 and Health Administration, Federal Bureau of 

 Investigation, U. S. Fish and Wildlife Service, 

 Department of Interior, Maritime Administration, 

 Animal and Plant Health Inspection Service of the U.S. 

 Department of Agriculture, etc. Interagency 

 Agreement, and Interagency Agreements, and are 

 (1) 

 coordination of effort has been established through 

 Memorandums of Understanding, Memorandums of 

 contained in volume X of this manual. In particular, 

 the U. S. Customs Service and Department of Justice 

 often provide significant law enforcement assistance, 

 as follows: 

Customers Service Holds On Vessels (OCMI, COTP, 

 FOSC). Under the authority of 46 U.S.C. 91, 

 vessels intending to depart the United States for 

 a foreign port must obtain a clearance from the 

 U.S. Customs Service. The Customs Service under 

 19 CFR 4.61 and applicable U. S. law, will 

 normally withhold or deny clearance based upon a 

 request from the Coast Guard in order to ensure 

 vessel compliance with shipping laws and 

 international conventions. Normally, the U. S. 

 Customs Service will exercise its authority to 

 hold vessels in order to: 

 (a) Obtain compliance of specific laws and 

 implementing regulations through the 

 exercise of the following specific citations 

 authorizing detention or denial of 

 clearance: 

 (i) U. S. vessel documentation requirements 

 (46 U.S.C.A. 12102) under 19 CFR 

 4.61(b)(3); 

 (ii) Applicable load line requirements (46 

 U.S.C.A. 5113(b) under 19 CFR 4.65a; 

 (iii) Certificate of Inspection or Control 

 Verification requirements (46 

 CH-8 4-22 
 MARINE SAFETY MANUAL 

 U.S.C.A. Chapter 33) under 19 CFR 4.66; 

 (iv) Any violation of regulations in 33 CFR 130 

 regarding requirements for Certificates Of 

 Financial Responsibility for oil 

 pollution, under 33 U.S.C. 2716 (b)(1); 

 (v) Permit under the Shore Protection Act of 

 1988 under 33 U.S.C. 2605 (c); and 

 (vi) Requirements relating to a Certificate 

 issued under the International Convention 

 for the Prevention of Pollution from Ships 

 (MARPOL) when the vessel in question is 

 subject to a Coast Guard detention order 

 evidence to suspect an FWPCA violation has 

 information. (OCMI, COTP) 

 (33 U.S.C. 1904 (f), 19 CFR 4.66c. (b) and 

 (c)). 

 (b) Obtain Letter of Undertaking or Surety Bond 

 required under 33 U.S.C. 1321(b)(12) from a 

 vessel owner, operator, or person in charge 

 based upon the existence of either known 

 liability for an existing unpaid FWPCA civil 

 penalty or the existence of prima facie 

 occurred. Customs Service authority is 

 detailed in 19 CFR 4.66a. See paragraph 

 4.D.2.c.(3) of this chapter for additional 

 (c) Obtain Letter of Undertaking or Surety Bond 

 required under 33 U.S.C. 1908 (e), of the Act 

 to Prevent Pollution from Ships, from a vessel 

 owner, operator, or person in charge based upon 

 the existence of either known liability for an 

 existing unpaid MARPOL civil penalty or 

 criminal fine, or the existence of prima facie 

 evidence to suspect a MARPOL violation has 

 occurred. Customs Service authority is 

 detailed in 19 CFR 4.66c (a). See paragraph 

 4.D.2.c.(3) of this chapter for additional 

 information. (OCMI, COTP) 

 (2) Department Of Justice Assistance (COTP, OCMI, FOSC). 

 4-23 CH-8 
 MARINE SAFETY MANUAL 

 (a) Request a temporary restraining order (TRO) or 

 injunction from federal court to prohibit a 

 person from carrying out a specific act, the 

 violation of which results in arrest. Federal 

 court action should only be sought when all 

 direct enforcement actions have proven 

 insufficient to prohibit individuals from 

 initiating or continuing high risk operations. 

 For example, a TRO or injunction might be sought 

 when a vessel subject to inspection continues to 

 operate without a Certificate of Inspection, 

 despite notification of the inspection 

 requirements and a direction to cease 

 operations. Consult the cognizant district 

 legal officer prior to initiating any such 

 request. 

 (b) Request the U. S. attorney to prosecute criminal 

 violations. Use of statutes or regulations 

 providing for criminal penalties against 

 individuals may be initiated when appropriate, 

 regardless of whether or not the individuals 

 involved hold Coast Guard issued 

 licenses/documents or certificates of registry. 

 The COTP, OCMI, or FOSC should forward possible 

 criminal violation cases to the cognizant 

 district legal officer for review and possible 

 referral to the U. S. attorney for action. 

 Examples include reckless and negligent 

 operation of a vessel, intoxication while 

 operating a vessel, and intentional discharges 

 or failure to notify in pollution cases. 

 b. State Governments. Many states with coastal zones and 

 inland waterways open to commercial vessel traffic have 

 established programs which parallel Coast Guard marine 

 safety efforts. With the passage of the Oil Pollution 

 Act of 1990, many states are redefining and expanding 

 their marine safety and marine environmental protection 

 programs through state legislation and regulation. Coast 

 Guard and state efforts are coordinated through 

 Memorandums of Understanding (MOU) between Coast Guard 

 district commanders and individual states. These MOU's 

 are 

 CH-8 4-24 
 MARINE SAFETY MANUAL 

 agreements of broad scope, coordinating the state's and the 

 Coast Guard's international, domestic, regional, state and 

 local agendas, and providing the foundation for law 

 enforcement cooperation. 

 2. International Enforcement Coordination. 

 a. General. Formal communication between the United States and 

 foreign governments encouraging improved enforcement of 

 international safety, security or environmental protection 

 requirements (i.e., SOLAS, STCW, ILO 147, MARPOL, etc.) are 

 often an effective means of eliciting increased cooperation. 

 Coast Guard requests will normally be initiated by the 

 appropriate G-M program manager, cleared by the chain of 

 command, and forwarded as follows: 

 (1) SOLAS, STCW, And ILO 147 Communication. Communications 

 concerning SOLAS, STCW, and ILO 147 are routed to the 

 Director of the Office of Maritime and Land Transit 

 (2) 

 (EB/TRA/MA) at the U. S. State Department for action. 

MARPOL Communication. Communications concerning MARPOL 

 are routed to the Director of the Office of Oceans and 

 International Scientific Affairs (OES) at the U. S. 

 State Department for action. 

 b. Detention Reporting And Deficiency Referrals. International 

 reporting of specific port state detentions/interventions 

 under the applicable international convention or the referral 

 of STCW, MARPOL, SOLAS, or ILO 147 deficiencies for possible 

 flag state control are as follows: 

 (1) STCW Detention. Formal notification must be made to the 

 vessel master, and Consul or nearest diplomatic 

 representative or the maritime authority of the flag 

 state of such action. (See Article X (2) of the 

 International Convention on Standards of Training, 

 Certification and Watchkeeping for Seafarers 1978). 

 Notifications received by G-M from foreign governments 

 concerning detentions of U. S. vessels will be forwarded 

 to the cognizant OCMI for appropriate enforcement 

 action. 

 (2) MARPOL Deficiency Referral. The appropriate G-M 

 program manager may refer the matter to the flag 

 4-25 CH-8 
 MARINE SAFETY MANUAL 

 state through the Secretary of State for appropriate 

 action by the flag state, rather than taking the actions 

 authorized under the Act to Prevent Pollution from Ships 

 (APPS), per 33 U.S.C. 1908 (f). Referrals made by 

 foreign governments to G-M concerning U. S. flag vessel 

 deficiencies will be forwarded to the cognizant OCMI for 

 appropriate enforcement action. 

 (3) SOLAS Intervention. Although Regulation 19 (d) of 

 Chapter I requires formal notifications to be made in the 

 event of a SOLAS intervention of any kind, the 

 universally accepted convention and Coast Guard policy is 

 to formally report only those SOLAS interventions 

 requiring a vessel to proceed for repairs, to be detained 

 in port, or to be denied entry. Formal notifications of 

 other SOLAS interventions may be made when deemed 

 necessary by the OCMI. Formal notification must be made 

 to the vessel master, and Consul or nearest diplomatic 

 representative or the maritime authority of the flag 

 state of such action. Notifications received by G-M from 

 foreign governments concerning interventions of U. S. 

 vessels will be forwarded to the cognizant OCMI for 

 appropriate enforcement action. 

 (4) ILO 147-Deficency Referral. The appropriate G-M 

 program manager may prepare a report referring 

 deficiencies to the flag state (with a copy to the 

 Director General of the International Labor Office), for 

 action under Article 4 of the Convention Concerning 

 Minimum Standards in Merchant Ships (Convention No. 147). 

 See COMDTINST 16711.12 (series) for details. Referrals 

 made by foreign governments to G-M concerning U. S. flag 

 vessel deficiencies will be forwarded to the cognizant 

 OCMI for appropriate enforcement action. 

 CH-8 4-26
 CH-8 4-27 
 CH-8 4-28 
 CH-8 4-29 
 MARINE SAFETY MANUAL 

 CHAPTER 5. CIVIL PENALTY VIOLATIONS AND CRIMINAL OFFENSES 

 CONTENTS 

SECTION PAGE

5.A. General Violation Case Procedures 5-1 

5.A.1. Civil Penalty Hearing Officer 5-1 

5.A.1.a. Relationship With Cases 5-1 

5.A.1.b. Responsibility 5-1 

5.A.1.c. Criteria For Selection 5-1 

5.A.2. Civil Penalty Case 5-1 

5.A.2.a. Initiation Of Violation Cases 5-1 

5.A.2.b. Preparation Of Civil Penalty Cases 5-2 

5.A.2.c. Civil Penalty Case Files 5-2 

5.A.2.d. Hearing Officer Review 5-2 

5.A.3. Hearing Officer Action 5-3 

5.A.3.a. Notification 5-3 

5.A.3.b. Counsel/Party Representative 5-3 

5.A.3.c. In-Person Hearings 5-3 

5.A.3.d. Disclosure 5-4 

5.A.3.e. Witnesses 5-4 

5.A.3.f. Agency Participation 5-4 

5.A.3.g. Transcripts 5-5 

5.A.3.h. Requests For Confidential Treatment 5-5 

5.A.3.i. Decisions 5-5 

5.A.3.j. Dismissals 5-6 

5.A.3.j.(1) Citations 5-6 

5.A.5. Reports Of Violations Involving Both Civil 

5.B.1. Discharge Investigations 5-10 

5.A.3.j.(2) Cases 5-6 

5.A.3.k. Warnings 5-6 

5.A.3.l. Appeals 5-6 

5.A.3.m. Reopening Of Hearings 5-7 

5.A.3.n. Demand For Payment 5-7 

5.A.4. Collection, Receipt, And Custody Of Penalties 5-7 

5.A.4.a. Compromise Of Penalties 5-7 

5.A.4.b. Collection Procedures 5-7 

5.A.4.c. Payments Of Assessments In Installments 5-7 

5.A.4.d. Payments Received Subsequent To The Time 

 Period Stipulated 5-8 

5.A.4.e. Collection Review 5-8 

5.A.4.f. Refund Of Civil Penalties 5-8 

 And Criminal Penalty Provisions 5-8 

5.A.6. Referrals Of Criminal Cases To The U.S. 

 Attorney 5-8 

5.B. Penalty Assessment Under The FWPCA 5-10 

5.B.1.a. Coast Guard Responsibility 5-10 

5.B.1.b. Outside Assistance 5-10 

5.B.1.c. Civil Penalty Case Feedback 5-11 

5.B.1.d. Discharge Severity Factors 5-11 

5.B.1.e. Failure To Investigate 5-11 

 5-i 
 MARINE SAFETY MANUAL 

 CONTENTS 

SECTION PAGE

5.B.2. Definitions 5-11 

5.B.2.a. "Discharge" 5-11 

5.B.2.a.(1) Introduction 5-11 

5.B.4.b. History 5-19 

5.B.6. Mandatory Civil Penalties 5-20 

5.B.11. Penalty Assessment For Marine Sanitation 

5.C.1. Background 5-24 

5.B.2.a.(2) Exclusions 5-12 

5.B.2.a.(3) Applicability Of The Section 402 

 Exclusion 5-12 

5.B.2.a.(4) Exclusion Claim 5-13 

5.B.2.a.(5) MARPOL 73/78 Discharges Into The 

 Contiguous Zone 5-13 

5.B.2.b. "Such Quantities As May Be Harmful" 5-13 

5.B.2.b.(1) Introduction 5-13 

5.B.2.b.(2) Engine Types 5-13 

5.B.2.b.(3) Oil Spills Beyond The Contiguous Zone 5-14 

5.B.2.c. "Oil" 5-14 

5.B.2.d. "Hazardous Substances" 5-14 

5.B.2.e. "Navigable Waters Of The United States" 5-16 

5.B.2.f. "Owner," "Operator," And "Person-In-Charge" 5-16 

5.B.2.g. "Person" 5-17 

5.B.3. Notification Of Discharge 5-17 

5.B.3.a. Affected Parties 5-17 

5.B.3.b. Statutory Immunity 5-17 

5.B.3.b.(1) Available Immunity 5-17 

5.B.3.b.(2) Lack Of Immunity 5-18 

5.B.4. Gravity Of The Violation 5 18 

5.B.4.a. Basic Considerations 5-18 

5.B.4.c. Mitigating Factors 5-19 

5.B.5. Financial Factors 5-20 

5.B.7. Minimum Penalties 5-20 

5.B.8. Proper Party To Penalty Assessment 5-21 

5.B.8.a. Determining The Source 5-21 

5.B.8.b. Determining The Owner/Operator 5-22 

5.B.8.c. Hearing Officer Decision 5-22 

5.B.9. Use Of Records Kept In Accordance With 

 Section 308 5-23 

5.B.10. Penalty Assessment Under Section 311(j)(2) 5-23 

 Device (MSD) Violations 5-24 

5.C. Publication Of Marine Safety Civil Penalty 

 And Other Enforcement Actions 5-24 

5.C.2. Guidelines 5-24 

5.C.2.a. Public Relations 5-24 

5.C.2 b News Media 5-24 

5.C.2.c. Final Action Publicity 5-25 

5.C.2.d. MSO Newsletters 5-25 

5.C.2.e. "Hazardous Materials Newsletter" 5-25 

5 C.2.f. "Environmental Response Newsletter" 5-25 

 5-ii 
 MARINE SAFETY MANUAL 

 CONTENTS 

SECTION PAGE

5.C.3. Coast Guard Action 5-25 

5.C.3.a. District Offices And Field Units 5-25 

5.C.3.b. Headquarters 5-27 

 5-iii 
 MARINE SAFETY MANUAL 

 CHAPTER 5. CIVIL PENALTY VIOLATIONS AND CRIMINAL OFFENSES 

A. General Violation Case Procedures. This chapter addresses the 

 roles of the district commander, district program managers, and 

 the civil penalty hearing officer in the disposition of reported 

 violations of federal statutes or regulations. Its purpose is to 

 promote uniform procedures in the preparation and processing of 

 both civil penalty and criminal violation cases. 

 1. Civil Penalty Hearing Officer. The district commander 

 delegates to one or more staff officers or employees the 

 authority to act as a civil penalty hearing officer. The 

 hearing officer reports directly to the district chief of 

 staff (dcs) (see chapter 1 of this volume). 

 a. Relationship With Cases. Hearing officers decide civil 

 penalty cases and, therefore, may have no other connection 

 with any cases they decide. Hearing officers functioning 

 on a collateral basis shall not hear cases involving the 

 program to which they are assigned on a primary duty basis; 

 for example, a hearing officer whose primary duty is with 

 the district (mep) branch may not hear marine environmental 

 protection (MEP) cases. Such cases should be referred to 

 another hearing officer or returned to the district program 

 manager with a written explanation. 

 b. Responsibility. Each hearing officer is solely responsible 

 for the decisions made in those cases heard. Decisions are 

 based on the evidence in the case record and on the 

 applicable laws, regulations, and authoritative agency 

 interpretations. 

 c. Criteria For Selection. Because hearing officers are in 

 "high-visibility" positions dealing with inherently 

 contentious matters, and their decisions may often be 

 subject to judicial review, persons selected to serve in 

 this capacity should be carefully considered on the basis 

 of superior personal and professional traits. Hearing 

 officers should display patience, mature judgment, and 

 judicious temperament, especially in difficult situations. 

 While there is presently no general requirement for a 

 hearing officer to be of a particular rank or grade, the 

 individual should normally be a lieutenant commander (or 

 equivalent) or above. 

 2. Civil Penalty Case. The rules governing civil penalty 

 proceedings are found in 33 CFR 1.07. 

 a. Initiation Of Violation Cases. Information concerning 

 apparent violations of federal law or regulation can be 

 received from a variety of sources other than observing 

 Coast Guard units. For example, local or other federal 

 agency law enforcement personnel, or private citizens, 

 may report to the Coast Guard the occurrence of an 

 alleged reckless or negligent operation of a pleasure 

 boat, or other vessel type. The district commander 

 establishes policy regarding the scope and extent for the 

 investigation of such reported incidents. Upon the 

 completion of an investigation by a Coast Guard unit and 

 the preliminary conclusion that a violation did occur, appropriate 

 5-1 
 MARINE SAFETY MANUAL 

 5.A.2. a. (cont'd) documentation, such as a Report of Violation, 

 Form CG-2636, is prepared. A Marine Safety Information 

 System (MSIS) MVRR entry is made when required. 

 Documentation, evidence, and other material on the 

 incident, are forwarded to the district (program manager) 

 in which the alleged violation occurred. When an agency 

 other than the Coast Guard conducts the investigation, 

 that agency's investigative report should be forwarded as 

 part of the violation case. When an early determination 

 is made that an investigation might be better conducted by 

 another Coast Guard district, or unit of that district, 

 and the other district has been consulted, the initial 

 report and other information on the incident may be 

 forwarded without preparation of a Report of Violation. 

b. Preparation Of Civil Penalty Cases. Upon receipt of a violation case, the 

 district program manager evaluates it to determine whether there is sufficient 

 evidence to establish a "prima facie" (i.e., all elements of the violation are 

 shown) civil penalty case. Care must be taken to ensure that all of the evidence 

 in support of the case is present, i.e., the facts available for development of 

 key conclusions should accompany those conclusions. If the program manager 

 determines that a prima facie civil penalty case exists that warrants assessment 

 of a civil penalty, the case should be prepared and submitted to the hearing 

 officer. These evaluations and submissions should be made in accordance with 

 current program guidelines. The district program manager may close a violation 

 case any time prior to its forwarding to the hearing officer; for example, this 

 might occur with the issuance of a district commander's Letter of Warning, or due 

 to the party's participation in the Marine Safety Reporting Program (MSRP). When 

 possible, program managers should advise originating units of the disposition of 

 their cases, including the reasons for the actions taken in each case. 

 c. Civil Penalty Case Files. Each civil penalty case should 

 be established and maintained as a separate case file 

 (folder). A case can have any number of alleged 

 violations. It may consist of information on several 

 alleged violations (of various laws or regulations) 

 occurring or observed at the same time, or on several 

 similar alleged violations occurring over a period of 

 time, but addressed by the single case. Normally a single 

 case should address a single party, cases against other 

 liable parties for the same incident being addressed by 

 separate case files. Prior violations by the party should 

 be shown on the record. Each case file should be assigned 

 its own case number consisting of, at a minimum, a 

 district identification number, a unit identification 

 code, a calendar year identifier, and a serial number. 

 Violation cases which are closed without opening a civil 

 penalty case may, for administrative purposes, be filed 

 under a general file number. 

 d. Hearing Officer Review. The submitted penalty case is 

 examined by the hearing officer. If the hearing officer 

 determines that there is not sufficient evidence to 

 proceed, or that there is any reason why penalty action 

 may otherwise be inappropriate, the case is returned to 

 5-2 
 MARINE SAFETY MANUAL 

 available to the program manager in disposition of the case 

 5.A.2.d. (cont'd) the program manager with a written statement of 

 the reason. The program manager acts to either close the 

 case, or to correct any deficiency, such correction permitting 

 the resubmittal of the case for further hearing officer 

 consideration. There may be other appropriate actions 

 (e.g., referral to the U.S. attorney as a criminal violation case). 

 3. Hearing Officer Action. The hearing officer acts in a civil penalty case in 

 accordance with the federal regulations found in 33 CFR 1.07. 

 a. Notification. Parties to penalty cases are provided written 

 notice that civil penalty proceedings have commenced. The 

 required notice should list those items found in 33 CFR 

 1.07-20(b), including "the amount of penalty that appears to 

 be appropriate." In describing this amount in the written 

 notice, avoid using the following terms: "penalty," 

 "assessment," or "preliminary penalty." No penalty will be 

 assessed until the alleged violator has been provided 

 opportunity to reply in the case, and it has been determined 

 the violation(s) did occur. This written notice should be 

 delivered by any available means that can be shown on the 

 record to have been effective. This may be by registered mail 

 with return receipt, by hand delivery and written attestation 

 to the delivery, or by any other suitable method. In certain 

 circumstances, if the civil penalty is not paid, collection 

 may be achieved by institution of in rem action (i.e., 

 arrest of the vessel) by the U.S. attorney. For in rem

 liability cases, when the offender is a person other than the 

 owner, a copy of the Letter of Notification shall be sent to 

 the owner. 

 b. Counsel/Party Representative. Once the hearing officer is 

 notified that counsel or some other person (e.g., agent, 

 managing operator, employer, or associate) will provide 

 representation for the party, this notice should be entered 

 onto the record in the case and all subsequent communications 

 should be directed accordingly. If there is any question as 

 to the exact nature or degree of that representation, the 

 hearing officer should provide duplicate communication to the 

 party directly. This is especially important where there may 

 be the appearance of an attempt by the person making the 

 notification of representation to force a change of the party, 

 without Coast Guard assent. For example, in a case against a 

 vessel master the hearing officer may receive a reply from the 

 vessel's owner or operator which argues the case or requests 

 an in-person hearing, but does not explicitly state that the 

 reply is on behalf of the master (the party). This raises the 

 question of whether the party is being represented properly, 

 or if some other person, not really representing the

 party, has been injected into the case. There must be no 

 doubt in the record as to complete communications being 

 properly effected with the party, or a "bona fide" 

 representative, throughout the proceedings. 

 c. In-Person Hearings. These must be requested by the party. 

 Requests for changes in location must be in writing and must 

 be justified to the party and 

 be supported. While hearings are generally conducted at the 

 office of the hearing officer, denials of such requests should 

 5-3 
 MARINE SAFETY MANUAL 

 5.A.3.c. (cont'd) on the record. Civil penalty hearings are open to the 

 public (including the news media and Coast Guard personnel), 

 space permitting, for the purpose of observation. No 

 statements from, or requests to be present are honored, given 

 limited space or some other constraint, is at the discretion 

 of that case's hearing officer and the district chief of 

 staff, or a senior supervising hearing officer. Portions of an 

 in-person hearing may be closed if material of a confidential 

 nature is to be offered or discussed. Participation by 

 persons other than the party may be permitted (see 33 CFR 

 1.07-50 and 55). It is not necessary that the hearing officer 

 decide a case at the close of an in-person hearing. The 

 volume or nature of the party's submissions and testimony may 

 require considerable time for complete consideration, or the 

 party may request time to make additional written submissions, 

 or it may be appropriate to permit the program manager to 

 review and rebut. Also, the hearing officer may, at the close 

 of the in-person hearing, state that a violation was shown to 

 have occurred, and then give the party additional time to 

 provide further information before deciding on an appropriate 

 penalty. 

 d. Disclosure. The hearing officer must ensure that the party 

 has been fully afforded the opportunity to view the 

 disclosable evidence and other substantive material in the 

 party's case file. A copy of the file can be forwarded with 

 the Letter of Notification. Alternatively, a copy of any 

 Report of Violation and a list of other items in the case file 

 can accompany the Letter of Notification. At an in-person 

 hearing it is easiest to simply have the party (or party's 

 representative) look through the complete file. Whatever 

 method is used, the party has a right to examine all materials 

 in the case file and to have a copy of all written documents. 

 This includes new evidence entered into the file after the 

 party has been provided copies of the file or has otherwise 

 been informed of the contents of the file. The file should 

 reflect the particulars of the party's notification and 

 exercise of the right to view the file. 

 e. Witnesses. A party may request the assistance of the 

 hearing officer in obtaining the appearance of a witness. If 

 the hearing officer determines that the personal appearance of 

 the witness may materially aid in the decision of the case, 

 then an effort must be made to honor the request. Should the 

 hearing officer decide that the appearance or statement of the 

 witness is essential, but is unable to obtain either, then the 

 case can be remanded to the district program manager for 

 further investigation. If the hearing officer decides to deny 

 the party's request, the party remains entitled to produce the 

 witness by whatever means are available. 

 f. Agency Participation. Participation in an in-person hearing 

 by a program manager, or some other government entity having an 

 investigative, administrative, or other responsibility in a 

 case may be permitted. Strict guidelines regarding procedures 

 should be developed and explained completely to the agency and 

 the party. The 

 5-4 
 MARINE SAFETY MANUAL 

 5.A.3.f. (cont'd) hearing officer must maintain complete control of the 

 hearing at all times. 

 g. Transcripts. The hearing officer may find it necessary to 

 review any verbatim transcript before deciding the case. If 

 the party has caused a verbatim transcript to be made, but 

 cannot or will not provide a copy of the transcript before the 

 decision is to be made, then the record should clearly show 

 this. If such transcript is subsequently submitted with an 

 administrative appeal (see 33 CFR 1.07-60(b)), the hearing 

 officer should carefully review it within 20 days before 

 taking further action. 

 h. Requests For Confidential Treatment. Hearing officers 

 should caution parties making requests for confidential 

 treatment of their submissions that the hearing officer's 

 decision to honor such a request is subject to review. Once 

 the material is entered into the record, third parties can 

 Hearing officers should only accept material submitted with a 

 request disclosure, and reviewing authority in the Coast Guard 

 may determine that the material is subject to disclosure. 

 request for confidential treatment after the party has been 

 cautioned, and has reaffirmed the submission and the request 

 for confidential treatment. 

 i. Decisions. Each decision (i.e., whether a violation did 

 occur and, if so, what penalty is appropriate) made in a case 

 must be in writing. Further, each decision should be supported 

 so that the party is able to discern the following: 

 (1) The basis for finding that a violation did occur; 

 (2) The basis for determining the size of the penalty; and 

 (3) The answer to, or acceptance of, each argument raised by the 

 party. 

 Decisions are not generally required to contain specific and 

 detailed finding of fact for all possible issues. However, 

 the disputed issues pertinent to the case should be covered. 

 When the party's arguments are clearly inappropriate, 

 incorrect, or without merit, there is no need to provide an 

 in-depth discussion. The hearing officer should take care, 

 though, to not casually dismiss an issue or argument out of 

 hand. The record in a case must contain the information that 

 compels or persuades the findings. Moreover, a complete and 

 clearly worded decision can communicate more effectively with 

 the party, perhaps more readily convincing the party of its 

 appropriateness. Finally, the decision should not impart an 

 impression that any relevant statutory factor was not duly 

 considered. The decision can be recorded on "hearing notes," 

 with copies provided for the party with the letter setting 

 forth the decision (Letter of Assessment or Letter of 

 Warning), or written into the body of the letter itself. 

 5-5 
 MARINE SAFETY MANUAL 

5.A.3.j. Dismissals. 

 (1) Citations. Individual citations in a case should be 

 dismissed only under one of the following circumstances: 

 (a) The evidence does not convince the hearing officer 

 that the cite violation, or other violation of which 

 the party has had full and fair notice, did occur; or 

 (b) The party to the case is an inappropriate party; or 

 (c) There is an extraordinary situation in which an 

 injustice would result if penalty action, including 

 a "warning," were taken. This may include the 

 party's participation in MSRP. 

 (2) Cases. Cases should be dismissed only if one of the 

 above circumstances exists for each citation in the case, 

 or there is an extraordinary situation in which an 

 injustice would occur if the penalty case as a whole were 

 to continue. For example, before coming to a decision on 

 factors (as they affect the party) with the need for 

 the facts in a case, a comparison of certain humanitarian 

 completion of the penalty case may persuade the hearing 

 officer to dismiss the case. All dismissals must be 

 explained on the record. 

 k. Warnings. The issuance of warnings in civil penalty cases is 

 permitted, except for discharges in violation of the Federal 

 Water Pollution Control Act (FWPCA) or Deepwater Port Act, when 

 implemented. The basis for a decision to give a warning in 

 lieu of a monetary penalty should be explained on the record. 

 l. Appeals. While the rules in 33 CFR 1.07 do not directly 

 authorize delays for submission or review of appeals, 

 permitting such is not an error if it is handled promptly and 

 extensions for appeal submissions are permitted and, if so, 

 additional period of time (e.g., not more than 21 days) 

 germane evidence should have been entered into the file before 

 carefully, in accordance with a reasonable and uniform 

 procedure. Decision correspondence should state whether 

 what limits and procedures are set. For example, a hearing 

 officer might establish a standard time period different 

 (e.g., 45 days) from the 30 days specified in 33 CFR 1.07, 

 with no provision for further extensions, or provide for an 

 subsequent to the receipt of a written request. Care must be 

 taken to ensure that any procedures established are reflective 

 of the apparent design of the regulations to preclude undue 

 delay by either a party or the Coast Guard. Strict adherence 

 to the time periods specified by the regulations is neither 

 incorrect nor improper. The district commander's comments 

 made on an appeal should not include new evidence. All of the 

 the decision was made. Appeals must be promptly forwarded to 

 Commandant (G-LMI), unless the substance of the "appeal" 

 persuades the hearing officer to reopen the case (see 33 CFR 

 1.07-80). In this situation, the hearing officer should, as 

 soon as possible, notify the party of the decision to reopen 

 the case. 

 5-6 
 MARINE SAFETY MANUAL 

5.A.3.m. Reopening Of Hearings. The basis for the reopening of a 

 case may not necessarily be conveyed specifically as a 

 petition, as per 33 CFR 1.07-80. Any timely submission by the 

 party after the decision in a case might contain the necessary 

 information. The reopening of the hearing (case) in the 

 absence of a specific petition is at the discretion of the 

 hearing officer. Whether the reopening of a case necessitates 

 honoring a request foe an in-person hearing depends on the 

 circumstances, and is at the discretion of the hearing 

 officer, However, any denial of such a request must be 

 explained on the record. 

 n. Demand For Payment. If a montary penalty is assessed, the 

 Letter of Assessment should direct that payment be made to the 

 order of the "U.S. Coas Guard," and be sent to the appropriate 

 accounting office (district (fac)) or to the hearing officer's 

 staff (district (dj)), if that staff is designated to receive 

 payments in response to Letters of Assessment. [NOTE: Other 

 than simple receipt of payments, hearing officers or their 

 staffs should not be involved in collection activities; that 

 is, actions or demands subsequent to the non-payment of the 

 Letter of Assessment demand.] 

 4. Collection, Receipt, And Custody Of Penalties. Payment of 

 assessed penalties shall be made to the appropriate Coast Guard 

 collection clerk with data necessary foe deposit of the collection 

 as prescribed in the Comptroller Manual, Commandant Instruction 

 (COMDTINST) M7300.4. This includes the source and purpose of the 

 collection, a dated letter of penalty assessment, and the case 

 file number. Accounting offices shall furnish the district 

 program manager a monthly memorandum of all penalties deposited 

 during the preceding mnoth. The memorandum shall include the name 

 of the remitter, the case file number, the amount deposited, and 

 the certificate of deposit number. The chief of the district 

 division involved in the case shall make apropriate notation in 

 the case file that the penalty was collected. 

 a. Compromise Of Penalties. the final action on a civil 

 penalty is the assessment by the hearing officer or, if 

 appealed, the appeal decision by the Commandant. Thereafter, 

 the amount of the penalty may be modified only by an 

 appropriate officer designated under 33 CFR 25 to compromise 

 the payment of debts owed to the United States, if collection 

 procedures are necessary. District legal officers have been 

 so designated. 

 b. Collection Procedures. Civil penalties that are not 

 promptly paid should be referred to the district legal officer 

 for collection. The district legal officer will conduct 

 collection in accordance with applicable policy. 

 c. Payments Of Assessments In Installments. The chief Counsel 

 of the Coast Guard has determined that the payment of penalty 

 assessments in installments is not contrary to law. However, 

 this method of collection may be accepted by the district 

 commander only in those instances when, in his opinion, the 

 best interests of the government are served. Agreements by 

 violators to make installment payments must 

 5-7 
 MARINE SAFETY MANUAL 

 5.A.4.c. (cont'd) be approved in advance by the district legal officer. 

 Whenever the violator becomes delinquent, the case may be 

 referred to the U.S. attorney for collection. 

 d. Payments Received Subsequent To The Time Period Stipulated. 

 When the violator makes payment subsequent to the time period 

 stipulated, the district commander may accept payment. If the 

 case has been referred to the district legal officer, the 

 district legal officer shall be immediately notified fo the 

 payment. 

 e. Collection Review. The district commander shall assist the 

 U.S. attorney as necessary when a case has been referred to a 

 U.S. attorney. 

 f. Refund Of Civil Penalties. Certain civil penalties which 

 have been improperly or excessively imposed and collected are 

 subject to refund under of 46 U.S.C. 2108; applications for 

 refund must be made within 1 year of the date of payment. 

 5. Report Of Violations Involving Both Civil And Criminal Penalty

 Provisions. Violations of certain statutes enforced by the 

 Coast Guard entail both civil and criminal penalties. For 

 example, 46 U.S.C. 2302 provides for the imposition of a civil 

 penalty or criminal prosecution for grossly negligent operation 

 of a vessel that endangers the life, limb, or properly of any 

 person. [NOTE: Discharges of oil or hazardous substances in 

 quantities which may be harmful (see 33 U.S.C. 1321(b)(3)) and the 

 failure to report such discharges immediately (see 33 U.S.C. 

 1321(b)(5)) are separate offense.] When such violations are 

 reported, the district commander shall determine whether or not 

 the imposition of a criminal penalty is warranted. If the 

 evidence is sufficient and the circumstances are such that a 

 criminal penalty is appropriate, the case shall be referred to the 

 U.S. attorney for action. The district commandetr shall act on 

 all reports of dual penalty violations as follows: 

 a. All reckless and negligent operation cases, whether or not

 deathor serious injury are involved, shall be carefully 

 the U.S. attorney for criminal prosecution. 

 evaluated to determine whether the circumstances and 

 documentary evidence available in the case warrant referral to 

 b. Flagrant cases or cases involving repeated offenses may be 

 especially appropriate for referral to the U.S. attorney if 

 the facts warrant such action. 

 c. When cases are referred to the U.S. attorney and prosecution is 

 declined, the district commander may, at his discretion, refer 

 the case to the hearing officer for institution of 

 administrative civil penalty proceedings. 

 6. Referrals Of Criminal Cases To The U.S. Attorney. Criminal 

 liability can arise under circumstances where there is a 

 corresponding civil penalty (as) noted in paragraph 5.A.5 above), 

 where jurisdiction for suspension and revocation proceedings 

 exists under 46 U.S.C. Chapter 77, or where it stands alone. In 

 the first two cases, a decision must be made as to 

 5-8 
 MARINE SAFETY MANUAL 

 5.A.6. (cont'd) whether the available noncriminal proceedings should be 

 pursued to the exclusion of criminal prosecution, whether criminal 

 prosecution is warranted, or whether both are appropriate. If 

 criminal prosecution is indicated, the following applies. 

 a. When criminal prosecution is contemplated, it is especially 

 important that the investigation fully develop the violator's 

 side of the story as well as the Coast Guard's. 

 b. Whenever evidence of violation of a criminal statute on the 

 part of any licensed officer, certificated person, or any 

 other person is found as a result of investigation or other 

 proceedings under 46 U.S.C. Chapter 63, a case based on this 

 evidence can be referred to the U.S. attorney. Each case 

 referred to the U.S. attorney shall include the record of any 

 Coast Guard investigation conducted and statements of 

 witnesses. A copy of the referral letter shall be sent to 

 Commandant (G-MMI). The procedures with respect to cases 

 developed by marine boards shall also be followed (see 

 subparagraphs 5.A.6.c.(1) and (2) below and volume V of this 

 manual). 

 c. Generally, cases in which there is evidence of violation of 

 maritime laws and regulations that carry criminal penalties 

 shall be referred directly to the appropriate U.S. attorney. 

 However, the Commandant's approval is required for cases: 

 (1) Involving marine casualties/motorboat accidents resulting 

 in death; 

 (2) Developed by marine boards of investigation; and 

 (3) Involving violations of port securirty regulations issued 

 under the Magnuson Act, including 33 CFR 6 and 122-125 

 (approval of commandant (G-W)). 

 d. In cases not listed in subparagraph 5.A.6.c. above, the 

 district commander may request guidance from Commandant (G-L) 

 if desired. Whenever guidance is sought or when approval is 

 required, the following applies. Cases of potentially broad 

 interest to or which impact upon the Coast Guard should be 

 specially noted, so that they may be given appropriate 

 attention. If the district commander believes that the 

 interest of the United States would be prejudiced by delays in 

 first referring a case to the Commandant, he may refer it 

 directly to the U.S. attorney; however, before doing so, he 

 shall inform the appropriate program manager by telephone of 

 his determination and the reasons therefor. 

 e. When the district commander refers a violation case involving 

 possible criminal prosecution to either the U.S. attorney or 

 to Commandant (G-LCL), the case file shall be transmitted with 

 a letter stating relevant facts and considerations that would 

 be helpful to the U.S. attorney or to the Commandant in 

 reaching a decision with respect to prosecution. The district 

 commander shall identify the law(s) or 

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 MARINE SAFETY MANUAL 

 5.A.6.e. (cont'd) regulation(s) violated and make specific recommendations 

 concerning the proceedings to be instututed. In particular, 

 the transmittal letter should include information on local 

 conditions which may have a bearing on the violation (e.g., 

 implications with respect of local compliance, the previous 

 record of the offender, or the general state of compliance in 

 the locality). 

B. Penalty Assessment Under The FWPCA. Under Section 311 of the 

 FWPCA(33 U.S.C. 1321), the Coast Guard is responsible for ensuring 

 that reports of discharge under Section 311 are investigated, and 

 that every proven violation results in the assessment and collection 

 of a civil penalty. The district commander is responsible for the 

 investigation of discharges and referral of appropriate cases to the 

 hearing officer. The hearing officer is responsible for 

 administrating cases fairly and inpartically, in accordance with 33 

 CFR 1.07 and for issuing decisions based on the facts of the case 

 and the applicable laws and regulations (see section 5.A. above). 

 This section is intended to described each phase of civil penalty 

 proceedings for cases involving unlawful discharges of oil and 

 hazardous substances, from the spill to the collection of the 

 penalty. [NOTE: Action taken by a state or municipality, or a 

 federal agency other than the Environmental Protection Agency (EPA), 

 under Section 311(b)(6)(B) of the FWPCA, does not not obviate the 

 requirement for appropriate coast Guard civil penalty action.] 

 1. Discharge Investigations. While it is not explicity stated 

 that the Coast Guard must conduct an investigation to assess a 

 penalty under Section 311(b)(6), investigation is obviously 

 necessary to develop evidence proving the elements of the 

 offense. It is also necessary to obtain corollary information 

 (e.g., the gravity of the offense) which may be considered in 

 assessing a penalty. 

 a. Coast Guard Responsibility. In the absence or specific 

 legal requirements to the contrary, an implicit 

 responsibility to investigate discharges rests on the Coast 

 Guard. Agreements should be made among Coast Guard district 

 commanders, EPA regional administrators, and state 

 authorities to distribute investigative burdens; the 

 predesignated on-scene coordinator's (OSC's) limits of 

 authority should be specified in these agreements, where 

 practicable. These agreements should outline the minimal 

 information to be included in the investigative report. 

 b. Outside Assistance. The Commandant recognizes that 

 personnel and budgetary constraints may preclude the 

 investigation of every reported discharge by Coast Guard 

 personnel. Assistance from outside resources, such as state 

 agencies, is encouraged in such circumstances for timely 

 response. In certain instances, the EPA may be requested to 

 forward a "Section 308 letter" to the suspented violator to 

 supplement or aid an investigation. The answers to the 

 questions in this letter may furnish information, not 

 otherwise obtainable, to support the assessment of a civil 

 penalty action. 

 5-10 
 MARINE SAFETY MANUAL 

5.B.1. c. Civil Penalty Case Feedback. The district commander shall 

 ensure that information concerning the disposition of all 

 civil penalty cases is forwarded to the person or agency 

 reporting the violation. 

 d. Discharge Severity Factors. When investigative needs 

 outstrip resources, a system of priorities should be 

 established according to the severity of the discharges. 

 Factors to be considered in determining severity include, 

 but are not limited to: 

 (1) Size of the discharge; 

 (2) Type of pollutant; 

 (3) Environmental sensitivity of the affected area (i.e., 

 water intakes, recreation areas, wildlife areas); 

 (4) On-scene weather; 

 (5) Corrective actions already taken by the discharger; 

 (6) Record of prior offenses; and 

 (7) Potential for further discharge. 

 e. Failure To Investigate. Any inability to investigate a 

 reported discharge due to lack of resources shall be 

 documented in the PES/Marine Environmental Response (MER) 

 Quarterly Activities Report (QAR) (see chapter 12 of this 

 volume) and in planning proposals (see the Planning and 

 Programming Manual, COMDTINST M16010.1A). 

 2. Definitions. 

 a. "Discharge." 

 (1) Introduction. This term as defined in Section 311(a) 

 (2) of the FWPCA, includes, but is not limited to, any 

 spilling, leaking, pumping, pouring, emitting, 

 emptying, or dumping. It has been suggested that the 

 list of descriptive words in Section 311(a) (2) 

 connotes "active" participation by an external forces 

 and that discharges which occur "participation by an 

 external force, and that pit of waste oil, causing the 

 pit to overflow, from which oil eventually reaches the 

 water) should not be considered "discharges" for FWPCA 

 purposes. This is not the case: the or any other 

 factor. Therefore, any release of oil into the 

 navigable waters or onto the shorelines of the United 

 States shall be considered a "discharge" for purposes 

 of enforcing the FWPCA. 

 5-11 
 MARINE SAFETY MANUAL 

5.B.2.a. (2) Exclusions. The definition excludes discharges 

 which are: 

 (a) In compliance with a permit under Section 402 of 

 the Act; 

 (b) The result of circumstances identified, reviewed, 

 and made a part of the public record with respect 

 to a permit issued or modified under Section 402, 

 and subject to a condition in the permit; or 

 (c) Continuous or anticipated intermittent discharges 

 from a point source, identified in a permit or 

 permit application under Section 402, which are 

 caused by events occurring within the scope of 

 relevant operating or treatment systems. 

 (3) Applicability Of The Section 402 Exclusion. On 2 

 November 1978, the term "discharge" was amended to add 

 the three exclusions listed in subparagraph 5.B.2.a.(2) 

 above. Thus, alleged violators may establish a defense 

 by proving that the spill was covered by one of these 

 three exclusions. When this is at issue, alleged 

 violator has the burden of proving (through the 

 introduction of permits, public record documents, and 

 other information) that the spill is within one of the 

 statutory exclusions. The exclusions are as follows: 

 (a) A discharge is excluded under subparagraph 

 5.B.2.a(2) (a) above if it conforms fully with all 

 relevant conditions of a Section 402 permit. 

 (b) A discharge is excluded under subparagraph 

 5.B.2.a.(2)(b) above if: 

 (i) The point source from which the discharge 

 occurred, and the oil or hazardous substance 

 which was discharged, are regulated 

 specifically by a condition in a Section 402 

 permit; and 

 (ii) The public record accompanying either the 

 issuance or modification of that permit 

 identifies the specific circumstances which 

 resulted in the discharge, and indicates 

 that they were reviewed by EPA in the 

 formulation of the condition in the permit. 

 [NOTE: To determine whether a discharge is 

 excluded under the second category, complete 

 and accurate documentation of the facts is 

 essential.] 

 (c) A discharge is excluded under subparagraph 

 5.B.2.a.(2)(c) above if: 

 (i) The discharge emanated from a point source 

 for which a Section 402 permit has been 

 issued or permit application has been made; 

 5-12 
 MARINE SAFETY MANUAL 

 5.B.2.a.(3) (c) (ii) The discharge was continuous in nature or,if 

 intermittent, anticipated (as evidenced in the 

 specific language of the permit or permit 

 application); and 

 (iii) The events which caused the discharge were 

 within the scope of the physical operating 

 or treatment systems connected to the point 

 source from which it occurred. 

 (4) Exclusion Claim. When an alleged violator claims 

 that a discharge is covered by one of the exclusions, 

 it is up to the Coast guard to make the final 

 determination. Although EPA's opinion of the case may 

 be considered if available, it is neither necessary nor 

 controlling 

 (5) MARPOL 73/78 Discharges Into The Contiguous Zone. 

 Section 311(b) (3) of the FWPCA provides that 

 discharges of oil into the waters of the contiguous 

 zone and other offshore waters seaward of the 

 territorial sea are not prohibited when permitted under 

 the International Convention for the Prevention of 

 Pollution From Ships, 1973, as Modified by the Protocol 

 of 1978 (MARPOL 73/78). Thus, oil discharges permitted 

 under MARPOL 73/78 from ships into the contiguous zone 

 are not subject to the civil penalty provisions of the 

 FWPCA. 

 b. "Such Quantities As May Be Harmful." 

 (1) Introduction. Prior to 2 November 1978, the FWPCA 

 used the term "harmful quantity" to describe the 

 quantity discharged that was subject to a civil 

 penalty. In the 1978 amendments to the FWPCA, this 

 language was changed to "such quantities as may be 

 harmful." "Such quantities as may be harmful" is 

 defined in 40 CFR 110.3 as discharges which: 

 (a) Violate applicable water quality standards; 

 (b) Cause a firm or sheen upon or discoloration of the 

 surface of the water or adjoining shorelines; or 

 (c) Cause a sludge or emulsion to be deposited beneath 

 the surface of the water or upon adjoining 

 shorelines. 

 The "sheen test" has been accepted in many judicial 

 decisions; because of the difficulty in enforcing 

 quantitative water quality standards, it has been the 

 most widely used standard and remains the most 

 straightforward method to determine whether or not the 

 quantity of oil is "such quantities as may be harmful." 

 (2) Engine Types. An exception to subparagraph 

 5.B.2.b.(1) above is that discharges of oil from a 

 properly functioning vessel engine are not deemed to be 

 harmful, although discharges of oil accumulated in a 

 vessel's bilges are not exempt (see 40 CFR 

 5-13 
 MARINE SAFETY MANUAL 

 5.B.2.b (2) (cont'd) 110.6). In considering the exception for 

 "properly functioning vessel engines," the Commandant 

 has interpreted this to apply generally to properly 

 functioning outboard engines. For this purpose, the 

 "puddling" type, two-stroke outboard engine may be 

 considered properly functioning even though it emits 

 small amounts of unburned oil and gasoline directly 

 into the water as a normal design function of its 

 operation. Similarly, outboard and inboard engines 

 which exhaust directly into the water may be considered 

 "properly functioning," even though their exhausts 

 often contain unburned particles of fuel and oil. 

 (3) Oil Spills Beyond The Contiguous Zone. The EPA has not 

 yet finalized the definition of "such quantities as may 

 be harmful" for oil spills outside the contiguous zone. 

 Until such a definition is promulgated, there is no 

 requirement to report oil spills beyond the contiguous 

 zone, and no liability for a civil penalty or 

 reimbursement of clean-up costs. 

 c. "Oil." Discharges of all types of oil are prohibited, 

 including (but not limited to) petroleum, fuel oil, sludge, 

 oil refuse, oil mixed with ballast or bilge water, vegetable 

 oil, animal oil, coal oil, and oil mixed with wastes other 

 than dredged spoil. [NOTE: Fish gurry has been defined as, 

 among other things, "fish oil." The Commandant has 

 determined that it is not "oil" for FWPCA purposes. 

 However, fish oil derived from the processing or rendering 

 of fish, such as aboard a factory ship, or carried as a 

 cargo, is considered "oil" for purposes of the FWPCA. In 

 addition, the Coast Guard considers that oil-based paints 

 and condensates containing particles of oil are included 

 within the statutory definition of "oil."] Hazardous 

 substances listed in the EPA regulations (40 CFR 116 and 

 117) are not considered "oil" within the meaning of Section 

 311. (See Figure 5-1 for a list of substances specifically 

 determined to be other than "oil for the purpose of 

 enforcing Section 311.) 

 d. "Hazardous Substances." The FWPCA prohibits, with equal 

 force,the discharge of hazardous substances. 40 CFR 117 

 lists "reportable quantities," which also means quantities 

 that may be harmful, for hazardous substances. Cases 

 involving discharges of substances not classed as "oil" or 

 "hazardous substances" shall be referred to the U.S. 

 attorney for the district in which the substance was 

 discharged, for possible civil action against a vessel in 

 rem or prosecution under the Refuse Act, or to the 

 appropriate EPA regional administrator for action under 

 Section 309 of the FWPCA. It should be noted that the list 

 of hazardous substances as defined by the Comprehensive 

 Environmental Response, Compensation and Liability Act of 

 1980 (CERCLA) covers a much larger number of substances than 

 that covered by the FWPCA. Only those CERCLA hazardous 

 substances specifically listed in 40 CFR are subject to 

 civil penalty action under FWPCA Section 311. 

 5-14 
 MARINE SAFETY MANUAL 

 FIGURE 5-1 

 SUBSTANCES WHICH ARE NOT CONSIDERED OIL FOR THE PURPOSES OF THE FWPCA 

 Acetone Isoamylene 

 2-Butene-1,4-diol Methyl ethyl ketone 

 Dodecene Tetraethylene glycol 

 Ethane Trichloroethane 

 Ethyl chloride Triethylene glycol 

 Alcohols MAPP gas 

 Benzene Magnesium hydroxide 

 1,3-Butadiene Methyl alcohol 

 Butane Methyl chloride 

 Butanol Methylene chloride 

 Butylene Monoethanolamine 

 Butylene oxide Nonene 

 Calcium chloride Octanol 

 Caprolactam Oleum 

 Caustic potash Pentane 

 Caustic soda Perchloroethylene 

 Cumene Petroleum coke 

 Cyclopentadiene Phthalate plasticizers 

 Dichloroethane Polyethylen glycols 

 Diethanolamine Propane 

 Diethylbenzene Propyl alcohol 

 Diethylenetriamine Propylene 

 Diisobutylene Propylene dichloride 

 Diisopropanolamine Propylene glycol 

 Dipropylene glycol Propylene oxide 

 Dry oil-base paint Trichlorobenzene 

 Ethanol Trichloroethylene 

 Ethyl acetate Triethanolamie 

 2-Ethyl hexanol Triethylenetetramine 

 Ethylene Tripropylene glycol 

 Ethylene glycol Vinyl acetate 

 Ethylene oxide Vinyl chloride 

 Fish gurry (unprocessed) Vinyltoluene 

 Glycerine Vinylidene chloride 

 Hydroxyethyl acrylate Xylene (m-, o-, p-) 

 Hydroxypropyl acrylate All substances designated by the 

 EPA in 40 CFR 116-117 

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 MARINE SAFETY MANUAL 

5.B.2. e. "Navigable Waters Of The United States." Sections 

 311(b)(3) of the FWPCA prohibits discharges "into or upon 

 the navigable waters of the United States, adjoining 

 shorelines . . . in such quantities as may be harmful as 

 determined by the President," with exceptions permitted 

 under MARPOL 73/78 or regulations (e.g., 40 CFR 110.6). 

 Section 502(7) of the FWPCA (33 U.S.C. 1362(7)) defines the 

 term "navigable waters" as "the waters of the United States, 

 including the territorial seas." The term "waters of the 

 United States" includes not only the traditionally 

 recognized "navigable waters" but all streams, creeks, 

 lakes, and ponds tributary thereto, upstream to their 

 various sources. Storm drains and similar artificial 

 systems from which discharges are not processed through 

 treatment plants are included when they empty into this 

 tributary system. Lakes and ponds within the U.S. which are 

 not part of this tributary systems are considered to be 

 "waters of the United States" when the federal government 

 may exercise any authority over them (33 CFR 2.05-25(b)). 

 [NOTE: The "waters of the United States" also include 

 seasonally dry watercourses when there is water standing or 

 flowing in them. The discharge into a channel or bed 

 through which water could flow is insufficient without the 

 presence of water. However, the water need not flow 

 continuously to traditional navigable waters.] This view 

 accounts for nearly all of the waterbodies that exists in 

 this country, the presence of water being the essential 

 ingredient sought by Congress in the FWPCA. However, this 

 concept should not be construed to include ground water, nor 

 puddles or depressions containing or capable of containing 

 water (see 406 Coast Guard Law Bulletin 7). In essence, the 

 Commandant has determined that, for FWPCA purposes, 

 navigability is not the controlling factor. It is 

 essential that each case file documents the basis for 

 determination that the waterbody is included in this 

 definition. 

 f. "Owner," "Operator, And "Person-In-Charge." Section 

 311(b) (6) of the FWPCA provides that the "owner," 

 "operator," or "person-in-charge" of a violating vessel or 

 facility shall be liable to a penalty. In this regard, the 

 term "person-in-charge" can refer to a corporation. This 

 term was added by the 1977 Clean Water Act Amendments, to 

 enable the Coast Guard to reach the responsible party, 

 particularly when the owner and operator of a vessel are 

 aliens outside U.S. jurisdiction. However, in most 

 situations, action should be instituted against the owner or 

 operator of the discharging vessel or facility. Section 

 311(a) (6) states that the term "owner or operator" means: 

 (1) In the case of a vessel, any person owning, operating, or 

 chartering by demise that vessel; 

 (2) In the case of an onshore or offshore facility, any 

 person owning or operating that facility; and 

 5-16 
 MARINE SAFETY MANUAL 

 5.B.2.f. (3) In the case of any abandoned offshore facility, the 

 person who owned or operated such facility immediately 

 prior to such abandonment. 

 Normally, it is preferable to proceed against an employer, 

 rather than an employee; this should encourage better 

 training of employees and a sense of corporate 

 responsibility for pollution prevention measures. Only in an 

 exceptional case should an employee be considered an 

 "operator" or "person-in-charge" for the purposes of penalty 

 assessment. However, if a holder of a license or merchant 

 mariner's document (MMD), the employee may be subject to 

 suspension and revocation (S&R) proceedings under 46 U.S.C. 

 Chapter 77. In such cases, the officer in charge, marine 

 inspection (OCMI) should be immediately notified by 

 telephone, to start an investigation (see volume V of this 

 manual). 

 g. "Person." This term is defined by Section 311(a) (7) of 

 the FWPCA to include an individual, firm, corporation 

 (including municipal and public corporations), association, 

 or a partnership. Section 502(5) of the FWPCA defines 

 "person" as including a "municipality," which is further 

 defined by Section 502(4) as including a city, town, 

 borough, county, parish, district, or association, whether 

 or not incorporated. 

 3. Notification Of Discharge. Under Section 311(b)(5) of the 

 FWPCA, the "person-in-charge" of a vessel or an onshore or 

 offshore facility must notify the Coast Guard as soon as there 

 is knowledge of any discharge of oil or hazardous substance in 

 violation of Section 311(b)(3) (see 40 CFR 110.9 AND 117.21 and 

 33 CFR 153.203). While Section 311(b)(5) is enforced by 

 criminal sanctions rather than civil penalties, it bears 

 directly on civil penalty proceedings because notification often 

 affects the initial investigation by the Coast Guard. Several 

 facets of this section merit clarification. 

 a. Affected Parties. While "{person-in-charge" is not 

 defined, a "person" is defined in Section 311(a) (7) and 

 33 CFR 153.103(h) as including "an individual, firm, 

 corporation, association, or partnership." This need not be 

 the same "person-in-charge" as that named in 33 CFR 154.710 

 or 155.700. 

 b. Statutory Immunity. 

 (1) Available Immunity. The notification requirement of 

 Section 311(b)(5) entails immunity from prosecution for 

 persons notifying the Coast Guard (i.e., the 

 "person-in-charge"). However, this immunity applies 

 only in cases in which notification is required by 

 this subparagraph. If a person notifies the Coast 

 Guard of the discharge of a substance other than oil or 

 a hazardous substance, no immunity from prosecution is 

 conferred (U.S. v. Ohio Barge Lines, 410 F.Sup. 625 

 (W.D. La. 1975)). An employee of any corporation, 

 firm, or partnership, who notifies the Coast Guard of a 

 discharge in accordance with Section 311(b)(5) entitles 

 the employer to the same immunity if: 

 5-17 
 MARINE SAFETY MANUAL 

 5.B.3.b.(1) (a) That employee is acting for, or on behalf of, or as 

 an agent of that corporation; and 

 (b) The corporation is "in charge" of the vessel or 

 facility from which the discharge occurred (U.S. 

 v. Mobil Oil Corp., 464 F.2d 1124 (5th. Cir. 

 1972)). [NOTE: Immunity from prosecution based 

 on notification extends generally to the Refuse 

 Act (33 U.S.C. 407) and to Section 309(c) of the 

 FWPCA. There is, however, no immunity from 

 prosecution for perjury or giving false statement.] 

 (2) Lack of Immunity. It must be stressed that 

 notification in accordance with Section 311(b)(5) does 

 not provide immunity from civil penalty

 proceedings; these are not waived or mitigated by the 

 fact that the owner or operator initially notified the 

 Coast Guard of the discharge (U.S. v. Ward, 448 U.S. 

 242 (1980)). If, at any stage of the investigation or 

 civil penalty proceedings, it becomes evident that 

 there has been a violation of Section 311(b)(5), the 

 district legal officer shall be advised for possible 

 referral to the U.S. attorney for criminal action. 

 [NOTE: Criminal prosecution under Section 311(b)(5) 

 may be concurrent with civil penalty proceedings for 

 the same violation. They are instituted for different 

 breaches, and are separate matters legally.] It is 

 important for the investigating officer (IO) to 

 determine at what point the person-in-charge obtained 

 knowledge of the discharge and when notification was 

 made; failure to make immediate notification is a 

 violation of Section 311(b)(5). 

 4. Gravity Of The Violation. 

 a. Basic Considerations. 

 (1) What was the size of the spill? 

 (2) What type of pollutant was discharged? 

 (3) How environmentally sensitive was the area affected by 

 the spill? 

 (4) Was the discharge intentional? 

 (5) Could the discharge have been prevented using the 

 degree of care which is reasonable for a person 

 involved with oil or hazardous substances? 

 (6) Was the discharge caused by a violation of 33 CFR, 

 Subchapter 0? [NOTE: A separate violation under 

 Section 311 (j) may have occurred. A violation of the 

 pollution prevention regulations may be considered an 

 aggravating factor even if a separate civil penalty has 

 been assessed for that violation.] 

 5-18 
 MARINE SAFETY MANUAL 

 5.B.4.a. (7) Did the owner, operator, or person-in-charge take 

 special steps to try to avert the specific discharge? 

 (8) Did the discharge result from an "Act of God" or 

 third-party action? 

 (9) Has the responsible party or a predecessor been 

 responsible for previous violations? 

 (10) Was the severity of the discharge and its effects 

 decreased by the owner's or operator's efforts to 

 undertake removal? Was the severity increased by the 

 owner's or operator's actions? 

 [NOTE: This should not be construed as a "cookbook" 

 approach, in which these factors can be checked off 

 affirmatively or negatively without considering other 

 factors which may be peculiar to the case. Rather, they 

 illustrate common elements bearing on the gravity of the 

 offense. In a given case, they may or may not be in issue. 

 Thus, they need be addressed only when they are elevant, 

 established by evidence in the record, asserted by the 

 alleged violato, or otherwise considered by the hearing 

 officer.]. 

 b. History. A discharge may have been caused by a repetition 

 of an act or failure to act attributed to the owner/operator 

 in prior procedings. Such prior incidents may constitute 

 owner or operator shold be considered. The gravity of the 

 warnings of a particular problem or need for additional 

 precautions or safeguards. In addition, previous discharges 

 into the same waterway are particularly significant. In any 

 event, the number of prior violations attributable to the 

 situation, and hence the penalty, is generally greater when 

 there is a hisotry of prior violations of a similar nature 

 and subsequent penalty assessemnts. [NOTE: In this regard, 

 reports of possible violations shall not be considered.] 

 While sheer numbers of violations, without consideration of 

 the size and type of business involved, may not yield much 

 useful information, the overall prior record unquestionably 

 bears on the foreseeability of spills and the adequacy of 

 care exercised to prevent recurrences. 

 c. Mitigating Factors. An "Act of God" or third-party action 

 is not a defense under Section 311(b)(6); it is adefense 

 only in a clean-up cost recovery action. However, such 

 claims may be considered by the hearing officer in 

 determining the gravity of the violation. In this context, 

 a determination in a penalty case can affect the Coast 

 Guard's attempts to collect funds in a claim action for 

 clean-up costs. The hearing officer should not use terms 

 such as "zero negligence" or "due solely to action by a 

 third-party action," because the hearing officer will rarely 

 possess all the details of precautions, past history, 

 industrial standards, etc., necessary to make such a 

 finding, and such a determination is unnecessary to already 

 expended for clean up or contest payment of clean-up costs 

 if the hearing officer unintentionally or improperly uses 

 terms which may 

 5-19 
 MARINE SAFETY MANUAL 

5.B.4. c. (cont'd) be construed as findings of sole third-party fault. When 

 matters of due care or other aspects of the gravity of a violation are 

 at issue, the hearing officer should make a clear notation of each 

 element in the case record which relates to the issues and which has 

 been considered. Notes on the positive or negative factors in the case 

 provide the Commandant with specific bases on which to reply to an 

 appeal. 

 5. Financial Factors. Under Section 311(b)(6) or the FWPCA, 

 impositionof a civil penalty appropriate to the size of the 

 business of the violator and the effect of the penalty on the 

 ability to remain in business are separate factors. The penalty 

 in each case should reflect, among other things, the relative 

 deterrent effect appropriate for the violation, where 

 information is available. For two cases involving similar 

 violations, a $2,500 penalty might force enither violator out of 

 business, but it may have a disporoportionately severe effect on 

 a small business and almost no effect on a very large business. 

 In this regard, an equal effect can be achieved by levying a 

 larger penalty on the larger business. [NOTE: Descriptions of 

 may solicit information concerning the size of an 

 that a certain size of penalty would have on it. Howeverm, 

 penalties as "reduced" for small companies and "increased" for 

 large companies are discouraged.] The Letter of Notification 

 owner/operator's business and a self-evaluation of the effect 

 whether such information is solicited or not, if the file does 

 not contain information when the case is ready ofr decision, the 

 hearing officer should not consider these factors and should not 

 claim to have done so. [NOTE: The size of a business may be 

 considered in preliminary determination only if such information 

 is already available in the case file. If information in the 

 party's response differs materially from that in the case file, 

 the hearing officer should re-evaluate these factors before 

 making an assessment.] The hearing officer should consider the 

 overall coroporate structure of the owner/operator; a small, 

 wholly-owned subsidiary of a large conglomerate or holding 

 company should be considered as a part of that conglomerate. 

 Generally, when one-vessel corporations are cntrolled by a 

 parent company, the size of the parent company shall be the 

 determning factor. In the case of a discharge from a home 

 heating oil tank or a privately-owned pleasure boat, the size 

 and the ability to "remain in business" shall be translated as 

 the homeowner/boat owner's ability to pay. 

 6. Mandatory Civil Penalties. The FWPCA requires that the Coast Guard assess 

 a civil penalty against the owner, operator, or person-in-charge of a 

 vessel or facility from which oil or a hazardous substance was discharged, 

 vessel or facility from which oil or a hazardous substance was discharged, 

 in viiolation of Section 311(b)(3), except for discharges which are, by 

 interagency agreement or understanding, forwarded to a U.S. attorney or the 

 Epa for action. The hearing officer shall assess a civil penalty in every 

 case in which there is substantial evidence convincing the hearing officer 

 that a violation occurred. 

 7. Minimum Penalties. Issuance of a Letter of Warnining in lieu 

 of a penalty assessment does not meet the reuirements of the 

 FWPCA. Evidence may warrant the imposition of a minimal 

 penalty, but in any case the penalty should be strong enough to 

 motivate owners and operators to take adequate 

 5-20 
 MARINE SAFETY MANUAL 

5.B.7. (cont'd) measures to prevent recurrences. Hearing officers may 

 sometimes be confronted by what appear to be trivial or de

 minimis cases. In such cases, assessment of a nominal penalty 

 may be appropriate. It must be remembered, however, that in any 

 case, the assessment must be based on the whole set of factors. 

 While one factor bearing on the gravity of the violation may be 

 slight, another might be serious enough to warrant a substantial 

 penalty. For example, the fact that the amount spilled is 

 extremely small may be offset by the careless conduct of the 

 party. Conversely, a high level of care by the par;ty may be 

 offset by a large qunatity. Since civil penalties for 

 discharges are one source of funding for the 311(k) Pollution 

 Fund, assessemnt of a substantial penalty, even in the absence 

 of fault, may be appropriate in view of the FWPCA's economic 

 purpose of placing the financial burden of maintaining clean 

 water on pollouting vessels and facilities (U.S. v. Marathon

 Pipe Line Co., 589 F.2d 1305 (7th Cir. 1978); U.S. v. 

 Tex-Tow, Inc., 589 F.2d 1310 (7th Cir. 1978)). 

 8. Proper Party To Penalty Assessment. When a prohibited 

 discharge is established, two questions must be asked: What is 

 the source of the discharge? Who is the onwner, operator, or 

 person-in-charge of that source? As defined in Section 

 311(a)(6) of the FWPCA, the "owner" or "operator" is any person 

 owning, operating, or chartering by demise a vessel; or any 

 person owning or operating an onshore or offshore facility. The 

 Commandant's policy is to vigorously pursue a program of 

 measures to achieve the Congressional intent, expressed in 

 Section 311, that there should be "no discharges of oil or 

 hazardous substances into or upon the navigable waters of the 

 United States, adjoining shorelines . . ." To the extent that 

 the law allows, discretion in marking enforcement decisions 

 should be exercised by the program manager in referring cases 

 and by the hearing officer in deciding cases to best realize the 

 purposes of the law. In many cases, there is more than one 

 party subject to a penalty under the law. Strict constraints on 

 the selection of a party may actually prevent Congressional and 

 Coast Guard purposes from being served properly. While the 

 civil penalty provisions of Section 311(b)(6) are based on the 

 principle of strict liability, there is room for discretion in 

 determining the actionable source and the person to be 

 considered the owner, opera;tor, or person-in-charge of the source. 

 a. Determining the Source. Some time ago, the "conduit 

 theory" was devised to assist in determining which vessel or 

 facility, of a number of potentially actionable sources, 

 could most appropriately be considered the discharge source 

 for penalty purposes. Fore example, oil may be dishcarged 

 from a source, flow across or through a facility or vessel 

 of an otherwise innocent party, and enter the water. In 

 such a case, the owner/operator of the source should 

 normally be the actionable party in penalty action; the 

 vessel/facility from which the discharge utlimately entered 

 the water is viewed as a conduit only. When the evidence 

 indicates that the facility or vessel across or through 

 which the discharge flowed was not merely a passive conduit, 

 identification of the actionable source is complicated. 

 When two or more entities actively discharged oil or failed 

 to take reasonable measures to prevent its entry into the 

 water., any or all of them may be 

 5-21 
 MARINE SAFETY MANUAL 

 5.B.8. a. (cont'd) considered the source. The program manager and 

 the hearing officer shall evaluate all available evidence, 

 actual source). 

 b. 

 including causal factors and the capability for taking 

 reasonable precautions, to determine the appropriate 

 actionable source (i.e., the point of entry and/or the 

Determining The Owner/Operator. Once the actionable 

 source has been identified, it may be necessary to determine 

 which of several parties is the "owner" or" operator" for 

 penalty purposes. Section 311(b)(6) is a remedial

 provision intended to spur involved persons to adopt 

 measures necessary for the prevention of oil and hazardous 

 substances pollution by their vessels and facilities. By 

 reaching the owner, operator, or the person-in-charge of a 

 violating vessel or facility, Congress has provided a 

 flexible means of reaching those persons capable of taking 

 such measures. While the question of ownership is normally 

 established easily, the intent of the law is not always 

 served best by proceeding against the owner; sometimes, it 

 is more appropriate for the operator of the vessel or 

 facility to be charged. In the Commdant's policy that 

 environmental protection laws should be interpreted as 

 boradly as possible, the terms "operator" and 

 "person-in-charge" are recognized as including persons not 

 having complete business contorl of a vessel or facility. 

 Such persons may be considered proper parties if they 

 exercise physical or operational control of a discharging 

 vessel or facility. [NOTE: In cases involving mutliple 

 parties, where control of the vessel/facility is so 

 fragmented as to preclude a finding that any one person is 

 the operator or person-in-charge, the hearing officer may 

 proceed against the owner.] 

 c. Hearing Officer Decision. The decision as to the proper 

 party in any aprticular case is vested, first in the 

 discretion of the program manager in referring the case to 

 the hearing officer, and ultimately in the hearing officer, 

 based on an evaluation of all the facts of that case. This 

 discretion should be exercised in a manner which most 

 reasonably and effectively serves the purposes of the law. 

 The following factors hsould be considered: 

 (1) The degree to which each involved party is responsible 

 for the incident. 

 (2) The degree to which each involved party is in a 

 position to prevent future incidents. 

 (3) The effect of economic incentives on various involved parties. 

 (4) Particular care shall be exercised in identifying the 

 owner, operator, or person-in-charge, in accordance 

 with the guidance above. 

 5-22 
 MARINE SAFETY MANUAL 

 5.B.8.c. (5) In those cases where a pollutant reaches the water, 

 via a passive conduit of the discharge, a penalty 

 should normally be assessed against the owner, 

 operator, or person-in-charge of the actual source of 

 the discharge. 

 9. Use Of Records Kept In Accordance With Section 308. Section 

 308 of the FWPCA authorizes the EPA Administrator to require the 

 owner or operator of any point surce to: Install, use, and 

 maintain monitoring equipment or methods; smammpe effluents; 

 substances in harmful quantities under Section 311(b)(6), and to 

 maintain records; and make reports to carry out the objectives 

 of the law. Section 308 also gives the EPA Administrator or 

 authorized representatives the right to access and copy these 

 records. These records are available to the public, except in 

 certain narrowly defined situations. Section 308 specifically 

 cites a purpose of the record-keeping as "determining whether 

 any person is in violation of any such effluent limitaiton, 

 prohibition or effluent standard . . ." It is appropriate to 

 use records kept in accordance with Section 308 in the 

 assessment of a civil penalty for discharges of oil or hazardous 

 enforce the notificatin requirements of Section 311(b)(5). 

 Section 308 records may be used whenever they are received, and 

 the Coast Guard may request the EPA to obtain additional 

 information under Section 308 to supplement information already 

 received. The district program manager may obtain Section 308 

 records in cases where Coast Guard investigation is not 

 practicable, by initiating a request to the appropriate EPA 

 regional administrator. The use of Section 308 records will 

 not violate the protection from self-incrimination under the 

 Fifth Amendment; that provision applies only to criminal 

 actions, while the penalties under Section 311(b)(6) are civil

 assessments. Furthermore, the constitutional privilege against 

 self-incrimination has not been expandedto include corporations. 

 Care should be taken not to confuse arguments concerning 

 constitutional self-incrimination protection with the purely 

 statutory basis for the inmunity provided in Section 311(b)(5). 

 10. Penalty Assessemnt Under Section 311(j)(2). During the 

 investigation of oil pollution incidents, close attention shall 

 be given to possible violations of the pollution prevention 

 regulations as well as the discharge prohibition of the FWPCA. 

 Cases involcing these regulations are handled by the captain of 

 the port (COTP), as are cases of other regulatory violations. 

 However, no violation should be regarded as minor when it has 

 contributed to or will likely contribute to a discharge, is a 

 repeat violation, or when there is no good faith effort on the 

 part of the violator to achieve rapid compliance. This should 

 normally be reflected in the penalty size. If at all possible, 

 cases involving a discharge of oil or hazardous substances as a 

 result of a prevention regulation violation should be processed 

 simultaneously through civil penalty proceedings. While the 

 size of the viiolator's business and the impact of a civil 

 penalty on the ability of the owner/operator to remain in 

 business must be considered in the assessment of penalties under 

 Section 311(b)(6), these are not required to be considered in 

 the imposition of a civil penalty under Section 311(j)(2); they 

 may be considered at the discretion of the hearing officer. 

 5-23 
 MARINE SAFETY MANUAL 

5.B.11. Penalty Assessment For Marine Sanitation Device (MSD) 

 Violations. In addressing violations of Section 312(j) of the 

 FWPCA, the program manager should seek to bring vessels into 

 compliance with requirements. Program recommendations made 

 pursuant to 33 CFR 1.07-10 shall be commensurate with the 

 gravity of the violation and the need to ensure future 

 compliance with the MSD regulations (33 CFR 159). 

 C. Publication Of Marine Safety Civil Penalty And Other Enforcement Actions. 

 1. Background. The Roles and Missions Study and various audits 

 indicate compliance effectiveness will be enhanced if better 

 violations and educate the public about prohibitions and 

 publicity is given to the outcome of Coast Guard enforcement 

 actions (e.g., penalties levied, COTP orders detaining vessels 

 or denying entry, and other enforcement actions). The 

 publishing of penalty information will often discourage 

 sanctions in Coast Guard laws and regulations. For example, 

 when a local maritime community becomes aware that a number of 

 significant penalties were assessed in a given category with the 

 monetary value specified, the "word" spreads andgreater care may 

 be taken. Similarly, if the marine industry learns that a 

 vessel was detained in port or denied entry by the Coast Guard 

 because of major deficiencies, a deterrent effect will be achieved. 

 2. Guidelines. 

 a. Public Relations. When publishingthe outcome of specific 

 penalty cases in district or local newsletters, the use of 

 individual, vessel, or company names is not necessary or 

 always desirable. Often, responsible individuals and 

 companies have accidents which becomethe subject of a 

 violation. The Coast Guard does not wish to project the 

 impression of unnecessarily singling out individuals or 

 companies for "bad press." Many Coast Guard activities 

 build "good will" and "working relationships" with the 

 marine public, and we certainly do not want to threaten good 

 public relations through careless publicity. Thus, 

 statistical summaries leading of with ""X' cases of . . . 

 resulted in . . ." will often achieve Coast Guard purposes 

 as effectively as using specific names and places. However, 

 for good reason, such as when a major incident well known to 

 the public or significant enforcement activities occur, 

 there is no bar to naming specific individuals, vessels, 

 facilities, or companies. 

 b. News Media. It is the Commadant's policy that information concerning 

 administrative penalty cases may be made available for release before 

 or after a determination that a viilation has or has not been committed 

 (unless it is required by law or regulation to be treated as 

 confidential or privileged). Whether or not a penalty is assessed or 

 subsequently mitigated or remitted is immaterial. Early disclosure of 

 information concerning alleged or apparent violations of laws and 

 regulations administeredb y the Coast Guard is an integral part of the 

 Coast Guard's law enforcement program; it is also highly effective in 

 the prevention of boating accidents. In releasing information on 

 penalty cases, it should be empahsized to inquiriers that subsequent 

 penalty action, if any, may be appealed to the Commadant. The Public 

 5-24 
 MARINE SAFETY MANUAL 

 5.C.2. b. (cont'd) Affairs Manual, COMDTINST M5728.2, and appropriate 

 Commandant or District Instructions shouldbe referred to 

 Generally, hearing officers should not communicate directly 

 under consideration. 

 (see also 33 CFR 1.10 and 46 CFR 4.13 for procedures 

 concerning the release of official records and documents). 

 with the news media, especially with regard to penalty cases 

 c. Final Action Publicity. Objectivity and fairness in 

 publicizingany enforcement action are paramount. Unless 

 clearly an information update, only final action not under 

 appeal should be publicized. "Final action" in penalty cases 

 for this prupose is complete 30 days after the party 

 receives the assessement letter (33 CFR 1.07-70). In cases 

 of appeal to the Commandant, the appeal decision constitutes 

 the final action. Although certain cases may be in civil 

 litigation, this in itself would not be a bar to publicizing 

 the case. Publicity should be factual and accurate. Take 

 care to avoid any speculative statements which would 

 improperly bear on pending proceedings. 

 d. MSO Newsletters. Significant enforcement activities, such 

 as denial of entry or detention of a vessel, and significant 

 penalties, those with a high monetary or deterrent value, 

 should be published in MSO newsletters and can be released 

 to the general media as news stories in accordance with the 

 Public Affairs Manual, COMDTINST M5728.2. These may be 

 candidates for wider publicity as well, and the district 

 public affaris staff should also be notified, perhaps with a 

 specific recommendation for broader publicity. Certainly, 

 if a case has already received media attention due to the 

 nature of the violation, the final resolution of the case is 

 newsworthy. The district marine safety staff should 

 periodically provide a summary of MSO, district, and hearing 

 officer enforcement activities to the district public 

 affairs staff. 

 e. "Hazardous Materials Newsletter." This is published by 

 the Office of Hazardous Materials Transportation (OHMT) and 

 distributed widely within the maritime community. The 

 newsletter contains summaries of Departemnt of 

 Transportation (DOT) penalty actions for violations of the 

 hazardous materials regulations. The Coast Guard has been 

 asked to contribute information for this newsletter, along 

 with the other modal agencies. Commandant (G-WPE) 

 coordinates Coast Guard input for the newsletter. 

 f. "Environmental Response Newsletter." Commandant (G-WER) 

 publishes this approximately three times a year for 

 distribution to may maritime and environmental interests. 

 Enforcement actions on significant oil and hazardous 

 substances spill cases can be forwarded to Commandant 

 (G-WER-2) for possible publishing in this newsletter. 

 3. Guast Guard Action. 

 a. District Offices And Field Units. District commanders and 

 marine safety units shall: 

 5-25 
 MARINE SAFETY MANUAL 

 5.C.3.a. (1) Use available media, including Coast Guard or other 

 government agency newsletters or publicatons, to 

 publicize local or regional penalty information which 

 has beenral public educationnal value, deterrent value, 

 Concluded 23 December 1985. 

 or good Coast Gurad Public relations value. 

 (2) Prepare and send to district (dpa) brief summaries of 

 enforcement action which they feel should have broader 

 publicity. 

 (3) District (m) offices shall, upon final action, send 

 Commandant (G-WPE-1) brief summaries of all violations 

 of the hazardous materials regulations under 33, 46, 

 and 49 CFR which pertain to the transportation and 

 transfer of hazardous materials, including oil. MSIS 

 Marine Violation Case Descriptions (MVCD's) may be 

 submitted in lieu of summaries. 

 (a) These summaries shall contain the following 

 information: 

 (1) Name of the party cited; 

 (2) Type of operation (carrier, owner, operator, 

 shipper); 

 (3) Amount of final penalty assessed or collected 

 or other action taken (e.g., Letter of 

 Warning, case dismissed); 

 (4) City and state where violation occurred; 

 (5) Brief description of violation; 

 (6) Code of Federal Regulations (CFR) citation of 

 each violation, or if U.S. Code (U.S.C.), 

 cite where appropriate; and 

 (7) Date case concluded. 

 (b) Summary example: 

 BUTLER LINES. (Carrier) 

 ($14,000 penalty for a viiolation committed in 

 Philadelphia, PA) The M/V VICTOR loaded oil in 

 bulk without the required spill containment around 

 tank vents, with no approved oil transfer 

 procedures on board, no record of required tests, 

 and oil record book not used. One count each of 

 33 CFR 151.25,155.320(a), 155.720, and 155.820(b). 

 (4) Prepare and send to Commandant (G-WER-2) similar 

 summaries of enforcement actions in oil and hazardous 

 substances spill cases that are significant, and those 

 which have been assessed a penalty of $1,000 or more 

 for possible publishing in the "Environmental Response 

 Newsletter." 

 5-26 
 MARINE SAFETY MANUAL 

5.C.3. b. Headquarters. Commandant (G-WPE) shall review summaries 

 of hazardous materials enformement actions submitted by 

 districts and coordinate for publishing this material in the 

 "Hazarodus Materials Newsletter," and also coordinate with 

 for broad publicity through other media. 

 Commandant (G-BPA) to publicize enforcement actions selected 

 5-27 
 MARINE SAFETY MANUAL 

 CHAPTER 6. PERSONNEL MANAGEMENT 

 CONTENTS 

SECTION PAGE

6.A. Basic Management Concerns 6-1 

6.A.1. Motivation 6-1 

6.A.1.a. Developing Morale 6-1 

6.A.1.b. Need To Reward Achievement 6-2 

6.A.1.c. Means Of Reward 6-2 

6.A.2. Program Policy 6-3 

6.A.2.a. Formulation And Communication 

 Of Policy 6-4 

6.A.2.b. Requirements Of Command 6-4 

6.B. Assignment And Employment Of Personnel 6-4 

6.B.1. Billet/Position Structures 6-5 

6.B.2. Personnel Management 6-5 

6.B.2.a. Cross Training 6-6 

6.B.2.b. Diversity 6-6 

6.B.3. Officer Billets 6-7 

6.B.3.a. Command Level 6-7 

6.B.3.b. General Duty 6-7 

6.B.3.c. Training Billets 6-8 

6.B.3.d. Chief Warrant Officer Billets 6-8 

6.B.3.d.(1) Discussion 6-9 

6.B.3.d.(2) Procedures 6-9 

6.B.3.e. Officer Billet Codes (OBC's) 6-10 

6.B.4. Enlisted Billets 6-10 

6.B.4.a. Qualification Of Personnel 6-10 

6.B.4.a.(1) Training 6-10 

6.B.4.a.(2) Qualification Codes 6-11 

6.B.4.b. Parity Of Ratings/Grade Levels 6-11 

6.B.5. Civilian Positions 6-11 

6.C. Marine Safety Apparel 6-12 

6.C.1. Wearing Of The Uniform 6-12 

6.C.2. Civilian Clothing Allowance 6-12 

6.D. Use Of Coast Guard Reserve Resources 6-13 

6.D.1. Recent Reserve Support Of Marine 

 Safety Programs 6-13 

6.D.2. Utilization Of Reservists 6-13 

6.D.2.a. Background 6-14 

6.D.2.b. Training 6-14 

6.D.2.c. Training Administration 6-15 

 6-i CH-6 
 MARINE SAFETY MANUAL 

 CONTENTS 

SECTION PAGE

6.D.3. Unit Training Procedures 6-15 

6.D.3.a. Weekday Activities 6-16 

6.D.3.b. Nighttime And Weekend Activities 6-16 

6.D.4. Unit Liaison With Reserve Units 6-16 

6.D.5. Reserve Facilities 6-18 

6.E. Off-Duty Employment Of Marine Safety 

 Personnel 6-18 

6.E.1. Prohibited Employment 6-19 

6.E.2. Civilian Employment Of Reservists 6-19 

6.F. Temporary Additional Duty For Overseas 

 Inspectors 6-19 

6.F.1. Limitation On Temporary Additional Duty 

 For Overseas Inspectors 6-20 

6.F.2. Overseas Travel Scheduling 6-21 

 CH-6 6-ii 
 MARINE SAFETY MANUAL 

 CHAPTER 6. PERSONNEL MANAGEMENT 

A. Basic Management Concerns. The effectiveness of marine safety 

 managers depends largely upon the quantity and quality of their 

 available resources, including personnel. The commanding officer 

 (CO) of a marine safety unit is faced with the task of 

 coordinating the efforts of skilled and unskilled personnel. It 

 is therefore imperative for each manager to ensure that all 

 personnel know their tasks, are suited to perform them, and have 

 management techniques and program objectives cannot be adequately 

 the requisite facilities to effectively and safely accomplish 

 them. Another critical resource is information; without it, 

 met. Moreover, information is a tool: its proper use, misuse, or 

 non-use will have a corresponding bearing on the morale of unit 

 personnel. 

 1. Motivation. Every organization is made up of people with 

 different characteristics, abilities, and personal aims. 

 They also differ in the reason(s) that bring them to work in 

 the organization. It is not an easy task for the manager to 

 mold these individuals into a smoothly working team and, at 

 the same time, preserve their personal qualities. Clearly, 

 the separate aims and motives of each person should never be 

 discouraged; for example, not all may be seeking a career in 

 the Coast Guard. But managers must do their best to 

 understand what the organizational role means to all 

 personnel, and show them how it can benefit them to give 

 their best effort to the success of marine safety goals. 

 a. Developing Morale. Managers traditionally have made 

 little effort to understand what motivates people at 

 work. American industrial history is replete with 

 examples of the consequences of ignorance in this regard. 

 Today, motivation is recognized as one of the most 

 important keys to successful management, a special 

 responsibility which must be pursued continually. Anyone 

 with experience of management deficiencies is all too 

 familiar with the extent to which weak executive 

 motivation saps the morale and effectiveness of officer, 

 enlisted, and civilian personnel. Good morale and job 

 satisfaction are among the forces that motivate earnest 

 effort and responsible job interest. Without them, an 

 organization will never attain maximum effectiveness; 

 with them, effectiveness is limited only by the skill and 

 competence of personnel infused with the aims and ideals 

 that underlie marine safety missions. Moreover, personal 

 dishonesty, malfeasance, "crisis" 

 6-1 CH-6 
 MARINE SAFETY MANUAL 

 6.A.1. a. (cont'd) management, and other poor management 

 techniques create a formidable barrier to the development 

 of good morale and motivation. The manager's awareness, 

 knowledge, and training play a very large part in 

 fostering good motivation. Personnel respond positively 

 to managers who know a good deal about their resources 

 and their mission. Managers that exhibit an up-to-date 

 knowledge of management principles and practices tend to 

 foster a feeling of confidence in their subordinates. 

 This feeling is, without question, a crucial factor in 

 developing high morale. 

 b. Need To Reward Achievement. One other important 

 component of motivation is the practice of rewarding 

 good, as well as outstanding, performance. At first 

 glance, one might ask why should a person be rewarded 

 simply for doing his or her job. This seems to be a 

 valid objection because the Coast Guard has traditionally 

 "done more with less," and the performance of a job or 

 task solely for the sake of reward is discouraged. 

 these is the need for feedback (i.e., an honest 

 c. 

 Further consideration reminds one that the Coast Guard is 

 a people-oriented service, one which must respond to the 

 needs of its personnel as well as the public. One of 

 evaluation from others), particularly positive feedback. 

 There are numerous ways to accomplish this, from a 

 formal, "all hands" awards ceremony to a brief but 

 sincere "you did a good job" during a coffee break. 

 Almost everyone has been in the position of accomplishing 

 a challenging task, without receiving so much as a "thank 

 you" in return. It's not too difficult to see that 

 repetition of such experience can give an individual a 

 sense of being unappreciated, which if untreated can lead 

 to a feeling of worthlessness. Unchecked, the effect 

 spreads to others; the results to morale are 

 catastrophic. 

Means Of Reward. Ideally, the best source of motivation 

 and good morale is a highly paid occupation-that is 

 continually interesting, gives a person some sense of a 

 worthwhile contribution to society and of personal 

 growth, and provides an appropriate measure of personal 

 recognition. Needless to say, the ideal may be extremely 

 hard to achieve. Next best is the recognition of 

 achievements and efforts made in less than ideal 

 situations (often, a fitting description of the 

 CH-6 6-2 
 MARINE SAFETY MANUAL 

 6.A.1. c. (cont'd) marine safety environment). Although the 

 practice of passing out awards and recognition can be 

 carried to extremes if exercised without discretion, the 

 efforts of marine safety personnel historically have been 

 taken for granted, until something goes wrong. Marine 

 safety managers should take every available opportunity 

 to provide awards and recognition to deserving personnel. 

 This not only fosters and maintains good morale, but 

 helps keep personnel competitive for promotion with 

 others in their ratings and ranks. The Suggestion 

 Program Manual, Commandant Instruction (COMDTINST) 

 M5305.4C, provides guidance for the granting of awards 

 and recognition of personnel for their suggestions, 

 inventions and scientific achievements, and performance 

 exceeding job requirements. Criteria and requirements 

 for granting medals, ribbons, and commendations to 

 military personnel are set forth in the Medals and Awards 

 Manual, COMDTINST M1650.25A, COMDTINST 1600 series, and 

 the Suggestion Program Manual. Criteria for recognizing 

 civilian personnel are set forth in COMDTINST 12451 

 series. Marine safety managers should not consider these 

 as limits to their avenues of expressing recognition. 

 The effectiveness of a special evaluation or Officer 

 Evaluation Report (OER), naming of an "Inspector 

 (Investigator, Port Safetyman) of the Month," submittal 

 of an article to the Commandant's Bulletin, and other 

 such methods cannot be ignored. 

 2. Program Policy. Policy is another important facet of sound, 

 effective management. All too often, one hears managers 

 lamenting the lack of "policy" in their respective fields, 

 or relating incidents in which their efforts were thwarted 

 by a higher authority declaring them "contrary to policy," 

 which was never clearly defined. To be effective and 

 efficient, an organization must be aware of its growth, its 

 strengths and weaknesses, and, above all, its direction. 

 This is the essence of "policy." Yet, as important as policy 

 is to an organization, it is one of the most common missing 

 factors in management practice. In relation to the Coast 

 Guard's marine safety programs, effective management must be 

 based upon the careful planning and monitoring of the Marine 

 Inspection (MI), Port Safety and Security (PSS), Marine 

 Environmental Protection (MEP), Waterways Management (WWM), 

 Bridge Administration (BA), and Recreational Boating Safety 

 (RBS) Programs. In working toward the goals of these 

 programs, a number of 

 6-3 CH-6 
 MARINE SAFETY MANUAL 

 6.A.2. (cont'd) guidelines will be determined as a foundation for 

 the organization's "policy." 

 a. Formulation And Communication of Policy. There are 

 two basic concerns embodied in the formulation of policy: 

 representatives (e.g., office chiefs, program managers, 

 district commanders, etc.). However, this does not 

 daily experience with operational problems can lead to 

 (1) How various evaluations, judgments, appraisals, 

 etc., are made, and by whom; and 

 (2) Where the responsibility lies for deciding 

 objectives and policy, and the strategy and 

 guidelines for their implementation. 

 The responsibility for the formulation of Coast Guard 

 objectives and policy lies with the Commandant and his 

 preclude the offering of valuable ideas from mid-level 

 management and workers, whose specialized knowledge and 

 positive contributions to the formulation of policy. 

 b. Requirements off Command. CO's of marine safety units 

 carry a heavy responsibility for the affairs of their 

 units. Their knowledge of policy, and their ability to 

 communicate policy and objectives to "all hands," affects 

 and inspire personnel to have confidence in the abilities 

 morale directly. In an organization where management 

 conceals or denies access to "policy," morale is often 

 low among personnel. This results in suspicion of 

 managers, indifference to job performance, and 

 unwillingness to communicate. Policy guidance and 

 knowledge of objectives promote a sense of participation 

 of executive management. 

B. Assignment And Empolyment of Personnel. The relationships 

 among billets, positions, and people can be confusing. Even 

 experienced managers may find themselves addressing one entity 

 when they mean to deal with another. Put simply, a "billet" is a 

 military job description; a "position" is a civilian job 

 description. These are apportioned to accomplish specific tasks 

 within a program; normally, they list prerequisite skills or 

 education levels for their completion. Billets and positions, of 

 themselves, do not represent people but rather the need for 

 people of certain skill levels. Headquarters program managers 

 give overall guidance and direction to district commanders. The 

 district 

 CH-6 6-4 
 MARINE SAFETY MANUAL 

 6.B. (cont'd) commanders, in conjunction with officers in charge, 

 marine inspection (OCMI's) and captains of the port (COTP's), 

 determine what billets/positions and required skill levels are 

 needed to meet program objectives. The program managers then 

 "purchase" the necessary billets and positions in the budgetary 

 process. Control over the people who actually fill the 

 billets/positions, their distribution among programs, training 

 and transfer schedules, etc., are controlled by the assignment 

 officer in the Office of Personnel, Commandant (G-P). Unit 

 commanders ensure the training of individuals to fill increased 

 skill-level billets/positions. 

 1. Billet/Position Structures. Billet and position structures 

 are based on operational requirements, which are identified 

 in the Coast Guard Organization Manual, COMDTINST M5400.7C. 

 The grade levels within these structures must meet overall 

 requirements mandated by law. New billets and positions can 

 be added to these structures through budgetary actions 

 initiated by a program manager; existing billets and 

 positions can be reprogrammed (i.e., moved or redefined) 

 through cooperative efforts of district commanders and 

 program managers. Any billet or position may be subject to 

 reprogramming; however, discretion is necessary so as not to 

 disrupt nor impair the overall operation of a unit. 

 Organizational structures and functions are usually drawn as 

 flow charts that show boxes tied together. It is essential 

 for program managers and evaluators to remember that the best 

 use of personnel at marine safety units lies in flexibility; 

 while billets and positions are impersonal, the use of people 

 must not be. Commandant Instructions in the 5312 series 

 address programming of resources in greater detail. See also 

 the following publications: 

 a. Enlisted Billet Manual, COMDTINST M5320.6J; 

 b. Commissioned and Warrant Officer Billet Manual, COMDTINST 

 M5320.7L; 

 c. Position Classification Manual, COMDTINST M12510.6B; and 

 d. Staffing Standards Manual, COMDTINST M5312.11A. 

 2. Personnel Management. 

 6-5 CH-6 
 MARINE SAFETY MANUAL 

6.B.2. a. Cross Training. Policies relating to the employment 

 of Coast Guard personnel, military and civilian, are 

 developed by the Personnel Support Program 

 Director/Manager. This support involves procurement, 

 training, assignment, and separation of personnel, and 

 the provision of morale services. Unit commanders 

 generally perform many of these functions at the local 

 level. The Personnel Manual, COMDTINST M1000.6A, 

 contains specific guidance for personnel administration; 

 other Commandant and district instructions also relate to 

 this subject. The term "marine safety officer" embraces 

 the roles played by the marine inspector, the 

 investigating officer (I.O.), the license examiner, the 

 pollution response specialist, the port security officer, 

 and other officers at a marine safety unit. Certain 

 inferences of experience and skill may be drawn by an 

 officer's grade level, though not always accurately. 

 Each officer is expected to develop an expertise of some 

 depth in either vessel inspection or port operations, and 

 only then to expand into the remaining areas of knowledge 

 at a marine safety office (MSO). Exposure to more than 

 one facet of marine safety provided by cross training is 

 beneficial to producing a wellrounded officer. However, 

 this must be balanced against the need to maintain a 

 minimum level of expertise necessary to perform our 

 duties. Excessive cross training of junior personnel is 

 detrimental to effective mission accomplishment. There 

 is no need for junior officers to cross train in all 

 areas at an office during their initial four year "M" 

 tour or follow-on three year tour if coming from a 

 Training Port. Attempting to do so has caused serious 

 program repercussions. 

 b. Diversity. Because of the multi-program approach at an 

 MSO, an officer desiring selection at the CO/XO level 

 should have some understanding of nonspeciality areas. 

 The broader an officer's basic knowledge of marine 

 safety, the more valuable that officerbecomes to the 

 Coast Guard. While it is acceptable to consideroneself a 

 "marine inspector" or "marine investigator," to describe 

 the particular marine safety function one is fulfilling, 

 Coast Guard personnel must guard against unfounded 

 feelings of superiority/inferiority among programs, and 

 the concept of "us versus them." The effectiveness of the 

 MSO structure is its multi-program capacity to tap a 

 wealth of experience and talent to meet everchanging 

 program requirements. The notion that an 

 CH-6 6-6 
 MARINE SAFETY MANUAL 

 6.B.2. b. (cont'd) MSO has a "COTP side" and a "marine 

 inspection office (MIO) side" is contrary to the 

 Commandant's policy, and shall be vigorously discouraged 

 at all levels of supervision. 

 3. Officer Billets. 

 a. Command Level. As at other Coast Guard units, the roles 

 of commissioned officers are stratified at a marine 

 safety unit. At the top is the command level, consisting 

 of the CO (the OCMI and/or the COTP) and the XO; these 

 are selected from the 0-6/0-4 grades. Both of these 

 command-level officers have "climbed the ladder" of 

 functional experience and training prior to their 

 selection. On the other hand, few senior and mid-level 

 officers are from the same mold. There will be officers 

 assigned to command-level billets whose area of expertise 

 is heavily oriented toward marine inspection, rather than 

 port safety or licensing and documentation or pollution 

 response. Regardless of their professional orientation, 

 the CO and XO both must be able to respond promptly to 

 problems and issues raised by the maritime public. Some 

 may erroneously believe that the OCMI/COTP is basically 

 an "administrator," filling a role that any officer of 

 sufficient grade can handle. This is not the case. At 

 least two-thirds of the staff years allocated to marine 

 safety command-level billets are programmed to perform 

 professional duties involving program responsibilities. 

 b. General Duty. Under the CO/XO, officer billets at field 

 units include department heads, as well as general-duty 

 officers of 0-4/W-2 grades. As only the CO/XO billets 

 are designated formally in official orders, all other 

 officers are assigned to "duty." It is the prerogative of 

 the command to make particular assignments once officers 

 are on board, except for chiefs of licensing departments 

 who are assigned directly by Headquarters. It is not 

 necessary for assignments to be based upon seniority, nor 

 officers should rotate through assignments which expose 

 for officers to remain in the same billets during their 

 entire tours at a unit. To the maximum extent practical, 

 them to all aspects of the marine safety programs. [NOTE: 

 Smaller units may not have officer billets identified by 

 specific departments.] In some cases, responsibility for 

 more than one department may be vested in the XO or a 

 subordinate. As 

 6-7 CH-6 
 MARINE SAFETY MANUAL 

 6.B.3. b. (cont'd) experience indicators published in the 

 Register of Officers, COMDTINST M1427.1M, are derived 

 from the code(s) for the billet(s) occupied by an 

 officer, departmental assignments should be noted in all 

 OER's. Communications between the unit command and the 

 marine safety detailer in the Officer Personnel Division, 

 Commandant (G-PO), regarding internal assignments is 

 encouraged. 

 c. Training Billets. Certain "training billets" are used 

 for junior officers in their initial assignments to 

 marine safety duties. Placement of these billets varies 

 according to circumstances at the unit, and the grade 

 level of the officer undergoing training (see COMDTINST 

 M1000.6A and chapter 7 of this volume). For those 

 entering vessel inspection, their initial assignment will 

 usually be to one of five "training ports" (i.e., MIO New 

 York, NY; MSO Hampton Roads, VA; MSO New Orleans, LA; MSO 

 Los Angeles/Long Beach, CA; or MSO Puget Sound, Seattle, 

 WA). Once there, they will complete training in small 

 vessel inspection, barge inspection, and machinery or 

 hull inspection. Additional qualifications in other 

 inspection areas will be left to individual initiative

 and the unit commander. This tour will be two years 

 after which the inspector will be transferred to another 

 unit as a trained inspector to develop experience and 

 expertise in vessel inspection. Under ideal conditions, 

 that inspector would have three years doing inspection 

 work; only then would the inspector branch out into other 

 areas. Program experience in port operations would be 

 gained at the end of the second tour or in subsequent 

 tours. For the officer entering the port safety 

 speciality, training occurs at all MSO's and COTP's. The 

 same principle applies of developing expertise in an area 

 for the first four to six years. In both specialties 

 there are a variety of training opportunities available, 

 such as military and civilian resident training, on-the- 

 job training manuals, correspondence courses, and video 

 tapes. 

 d. Chief Warrant Officer Billets. There are nearly 300 

 authorized CW04 merchant marine safety (MMS) billets in 

 the Coast Guard. These billets are distributed among the 

 ENG, BOSN, MAT, and WEP specialities. The vast majority 

 of CWO's in the MMS program serve in vessel inspection 

 billets. However, there are also billets in the port 

 operations, investigations, recreational boating safety, 

 commercial fishing 

 CH-6 6-8 
 MARINE SAFETY MANUAL 

 6.B.3. d. (cont'd) vessel safety, occupational health, drug 

 and alcohol enforcement, and maritime pollution areas. 

 (1) Discussion. Generally, CWO's serving in vessel 

 inspection billets are qualified as either hull or 

 machinery inspectors, or both. ENG's are assumed to 

 be machinery inspectors; BOSN's and WEP's hull 

 inspectors. MAT's are also assumed to be hull 

 inspectors; however, MAT's who have had extensive 

 sea time and served as underway EWO's are likely 

 machinery inspector candidates. It takes nearly two 

 years to become a qualified marine inspector. There 

 are approximately 25 vessel inspection training 

 billets divided between four ports: New York, New 

 Orleans, San Francisco, and Seattle. Graduates of 

 the twoyear training program are reassigned to 

 fouryear vessel inspection duty billets. Usually 

 there is an insufficient number of training port 

 graduates to fill all vessel inspection duty 

 billets. Consequently, "trainees" must often be 

 assigned to duty inspection billets. 

 (2) Procedures. CWO marine inspectors shall be assigned 

 based on qualification, not occupational specialty. 

 For example, a MAT who is a qualified machinery 

 inspector could be assigned to either ENG or MAT MMS 

 billets. An ENG who is both a qualified machinery 

 and hull inspector (double-ender) could be assigned 

 to ENG, BOSN, MAT, or WEP's MMS billets. Removing 

 billet specialty constraints serves two 

 purposes: It provides CWO's with a greater 

 variety of billets from which to choose, resulting 

 in a more satisfied work force. It also provides 

 the assignment officer greater flexibility by 

 increasing the candidate pool. Ideally, CWO MMS 

 trainees should have a maximum of 15 years active 

 service at the time they are assigned to an MMS 

 billet. However, CWO's with experience desirable to 

 the MMS program (prior RIO duty, prior MSO 

 assignments), former MST, extensive underway 

 engineering experience), who the assignment officer 

 believes will complete a 26- to 30-year career, may 

 be assigned as trainees. 

 6-9 CH-6 
 MARINE SAFETY MANUAL 

6.B.3. e. Officer Billet Codes (OBC's). The OBC system is 

 outlined in the Commissioned and Warrant Officer Billet 

 Manual, COMDTINST M5320.7L. This manual also furnishes a 

 listing of authorized Coast Guard billets. 

 4. Enlisted Billets. In the 1970's, the Coast Guard undertook 

 several initiatives which expanded its marine safety programs 

 in such areas as boarding and inspection of foreign tank 

 vessels and uninspected vessels. At the same time, there was 

 a serious decline in the number of qualified marine 

 inspection officers. With the consolidation of MSO's and the 

 ability to maintain MI, PSS/MEP/WWM, and RBS investigative 

 functions simultaneously came an awareness that qualified 

 petty officers could play a vital role in fulfilling program 

 requirements of the unit. Properly trained petty officers 

 have consistently demonstrated an ability to perform marine 

 safety functions with excellence. Their employment as 

 assistant marine inspectors, port safety officers, etc., has 

 permitted efficient response to changing work force and 

 program requirements, while enabling officers to perform MI, 

 PSS/MEP/WWM, and RBS duties and broaden their experience. 

 [NOTE: Distinctions over which program manager has initially 

 funded a billet are irrelevant to the fulfillment of an MSO's 

 mission.] 

 a. Qualification of Personnel. 

 (1) Training. Before the Enlisted Personnel Central 

 Assignment System and the use of qualification 

 codes was in effect, the assignment of qualified 

 petty officers to billets requiring persons with 

 law enforcement training and experience was left 

 mostly to chance. Demonstrated improvements in 

 petty officer performance, based on improved 

 training and the MSO concept, show the value of 

 utilizing enlisted personnel for marine safety 

 activities. To support this, MI topics have been 

 included in the Marine Safety Petty Officer Course 

 (MSPOC) offered at RTC Yorktown. The employment of 

 officer-enlisted inspection teams should be 

 considered by the OCMI. In any event, petty 

 officers should receive on-the-job training, under 

 supervision, in an organized unit training program; 

 the tasks required of them generally should not 

 exceed their scope of training. Qualification 

 codes shall be assigned 

 CH-6 6-10 
 MARINE SAFETY MANUAL 

 6.B.4.a. (1) (cont'd) in accordance with the Enlisted 

 Qualifications Manual, COMDTINST M1414.8B. 

 (2) Qualification Codes. Enlisted marine safety billets 

 are identified only by rate (grade level) and 

 general rating. The Enlisted Qualifications Manual 

 designators. The special series codes are 

 marine safety duties (see the Enlisted 

 marine safety personnel. 

 b. 

 lists various qualification codes for advancement, 

 occupational identification, and special series 

 particularly important to petty officers assigned to 

 Qualifications Manual for special series codes for 

 Marine Environment and MI). Detailers of enlisted 

 personnel will attempt to place personnel holding 

 these special series qualification codes in billets 

 designated by those codes. This should result in a 

 marked improvement in experience levels of enlisted 

Party Of Ratings/Grade Levels. The MSO structure, 

 which utilizes a standard departmental organization, 

 will place petty officers of various ratings in direct 

 working relationships with chief warrant officers 

 (CWO's). The noncommissioned rating structure reaches 

 its highest level of expertise in the CWO specialties, 

 and warrant officer assignments at an MSO will 

 correspond to the types of assignments made for separate 

 MIO and COTP offices. For example, CW04 (WEPS) billets 

 correspond to the GM billet at a COTP office (nearly 25 

 percent of all GM billets are thus assigned); CW04 

 (BOSN, ENG, and MAT) billets correspond to the 

 traditional BM, DC, MK, and QM billets at MIO's. Many 

 marine safety functions performed by petty officers are 

 not so much "out-ofrate" as once believed, particularly 

 at units where EM and MK ratings maintain small boats 

 and inspect small passenger vessels; where assistant 

 marine inspectors in the DC rating examine welds in new 

 construction; or where former RD ratings staff a vessel 

 traffic center (VTC). [NOTE: Due to the complex nature 

 of marine safety requirements, nonrated personnel 

 generally support petty officers and undergo on-the-job 

 training for advancement.] 

 5. Civilian Positions. Position descriptions are a key element 

 of civilian personnel management. Policies and procedures 

 concerning civilian personnel are found in the 

 CH-6 6-11 
 MARINE SAFETY MANUAL 

 6.B.5. (cont'd) Civilian Personnel Guide for Supervisors, COMDTPUB 

 12000.2A. Civilian personnel matters are directed by the 

 district commander (pc) and monitored by Headquarters 

 program managers. Technical supervision may be exercised by 

 Headquarters program managers, particularly in regard to the 

 legal aspects of vessel documentation and tonnage 

 measurement, as appropriate. 

 C. Marine Safety Apparel. The district and unit commanders shall 

 establish a working dress code for marine safety personnel 

 sufficient to represent the Coast Guard appropriately, in 

 accordance with provisions of the Uniform Regulations, COMDTINST 

 vessels or at shipyards, unless its wearing is impractical under 

 M1020.6C. Under COMDTINST M1020.6C, civilian clothing shall be 

 worn by marine safety personnel assigned to duties on merchant 

 the circumstances. When civilian clothing is authorized, it 

 shall be clean and presentable. 

 1. Wearing Of The Uniform. Personnel assigned to "clean" duties 

 that normally require continued presence at the unit or 

 another office (e.g., conducting field licensing examinations 

 for merchant mariners) shall wear the prescribed service 

 uniform. The reason for this policy is that maritime 

 interests and the public generally respond favorably to the 

 uniformed Coast Guard member "on the job." Personnel 

 performing inspection or other field activities shall wear 

 "working blues" or coveralls when wearing of the uniform is 

 required. Coveralls shall be standard Navy issue (available 

 through the Federal Supply System), with the initials "USCG" 

 in block letters across the left breast and back. 

 2. Civilian Clothing Allowance. The OCMI may not require a 

 petty officer to wear civilian clothing in the performance of 

 official duties, unless a civilian clothing allowance has 

 been authorized. To be eligible for this allowance, the 

 petty officer shall complete three months of inspection duty 

 and receive one of the following qualification codes, in 

 accordance with provisions of the Enlisted Qualifications 

 Manual, COMDTINST M1414.8B: FA - Assistant Hull Inspector 

 (HI); or FB - Assistant Machinery Inspector (MI). The petty 

 officer shall be recommended for the allowance by the OCMI. 

 The individual may not be required to wear civilian clothing 

 while undergoing indoctrination for a qualification code. 

 When a petty officer previously authorized to receive an 

 allowance does not currently hold a qualification code, the 

 OCMI shall determine 

 CH-6 6-12 
 MARINE SAFETY MANUAL 

 6.C.2. (cont'd) whether the individual is eligible to regain it; if 

 not, authorization for the clothing allowance will be 

 rescinded. (NOTE: Civilian clothing allowances are not 

 authorized for marine safety personnel assigned to office 

 tasks. The wearing of civilian clothes in the office is at 

 the discretion of the OCMI. 

D. Use Of Coast Guard Reserve Resources. The Coast Guard Reserve 

 plays a direct role in support of marine safety activities. In 

 fact, much of the justification for the Coast Guard Reserve is 

 based upon Coast Guard mobilization requirements to ensure the 

 safety and security of our ports and waterways through the 

 Captains of the Port and Commander, Coast Guard Forces 

 (COTP/CCGF). While the following describes the interface between 

 Program, specific guidance on use of Reserve resources is 

 a cadre of qualified reservists they may call upon to enhance 

 the operational Marine Safety Program and the support Reserve 

 contained in the Reserve Administrative and Training Manual, 

 COMDTINST M1001.27A. Augmentation training of reservists will, in 

 most cases, be the primary means whereby reservists gain their 

 mobilization skills and, at the same time, contribute to the 

 performance of active force missions. As the Reserve Training 

 Program's primary training mode for the past 15 years, 

 augmentation training has provided mutual benefits to the 

 reservist and augmenting command. Through their participation in 

 Reserve augmentation training efforts, many COTP's have developed 

 their unit's capability for effectively meeting the demands of 

 emergency and major response operations. In many cases, such 

 uses of Reserve personnel may satisfy the reservist's annual 

 training requirements. 

 1. Recent Reserve Support Of Marine Safety Programs. The value 

 of the reservist in marine safety functions has been 

 demonstrated by recent history (1989, 1990, 1991 EXXON 

 VALDEZ; 549 reservists activated). In 1990 and 1991, 

 the port safety and security mission areas. Another recent 

 Operations Desert Shield and Desert Storm (DS/DS) saw the 

 mobilization of over 800 reservists to assist COTP's within 

 use of Reserve personnel was the utilization of some 300 

 Reserves for six to eight weeks of port safety and security 

 work in support of the 1984 Olympics Task Force in Los 

 Angeles. Reservists also currently patrol the security zones 

 established for the Space Shuttle launches in Cape Canaveral 

 under the direction of the COTP. 

 2. Utilization Of Reservists. 

 6-13 CH-6 
 MARINE SAFETY MANUAL 

6.D.2. a. Background. As a result of experience gained during 

 the mobilization of reservists in support of COTP's 

 during Desert Shield and Desert Storm, the concept of 

 Reserve training requirements has undergone several 

 changes. The first of which is the former 

 differentiation between augmentation and mobilization 

 training. COTP operations during DS/DS revealed that 

 the COTP's were performing the same missions as 

 peacetime, only at a greatly increased tempo. The 

 qualifications required of reservists who mobilized at 

 the COTP's were the same as those required for 

 augmentation during normal, peacetime operations. This 

 has resulted in several ongoing major changes to the 

 concept of Reserve training and mobilization 

 requirements. The first change is a re-emphasis of port 

 safety missions and a de-emphasis of purely security 

 operations. Mobilized reservists require skills as 

 boarding officers, explosive handling supervisors, and 

 facility inspectors. The port security skills required 

 are, primarily, the ability to effectively patrol 

 assigned security zones in a heightened threat 

 environment. Again, these skills are the same as those 

 required of the active duty personnel performing routine 

 port safety and security mission activities. As a 

 result of the above, the training of reservists must be 

 based upon the mobilization force element to which the 

 individual reservist is assigned. The resident training 

 of reservists parallels that of their active duty 

 counterparts. This parallel training has already been 

 initiated at the petty officer level. The skills 

 required of the Reserve Port Securityman (PS) rating 

 totally parallel those skills contained in the Job Task 

 Analysis performed for active duty petty officers. As a 

 result, PS "A" school graduates will be provided the 

 same training as MSPOC graduates in all port safety and 

 security and marine environmental protection mission 

 areas. The development of parallel standards for 

 Reserve Officers is now underway. 

 b. Training. To ensure that reservists meet the needs of 

 the active duty receiving command, the active duty 

 command has a requirement to provide on-the-job training 

 and to qualify and certify those reservists assigned to 

 Personnel Allowance List, just as the command is 

 mobilization force elements on the unit's Contingency 

 responsible to ensure the qualification of active duty 

 personnel assigned to the Personnel 

 CH-6 6-14 
 MARINE SAFETY MANUAL 

 c. 

 6.D.2. b. (cont'd) Allowance List. The qualification of 

 reservists is the same as that for Reserve duty personnel 

 as outlined in chapter 7 of this volume. 

Training Administration. The Office of Readiness and 

 Reserve is developing a Master Training Plan (MTP) for 

 all rates which will be used by each individual reservist 

 to outline all related training requirements that he or 

 she will need to complete during a career. This plan is 

 a Reserve Program document and will be maintained by the 

 individual Reserve. It will be reviewed by the Reserve 

 Unit Training Officer and the mobilizing command Training 

 Officer to determine the current status and training 

 needs of each individual reservist. Again, each 

 reservist assigned to mobilize at the COTP shall be 

 provided a Marine Safety Training and Qualification 

 (MST&Q) Booklet(s) for the force element assigned. It 

 then becomes the responsibility of the individual 

 reservist to meet the requirements of the MST&Q 

 booklet(s). Upon completion of any resident training, 

 MST&Q booklet items and any local unit requirements, the 

 reservist will be issued the same qualification letter as 

 that received by an active duty member. Training of 

 reservists occurs in two distinct duty phases on an 

 annual basis: 

 (1) The first is Inactive Duty for Training (IDT) which 

 is the normal weekend drill. A reservist is 

 required to perform 48 drills per year which is 

 approximately 24 days of IDT per year. IDT periods 

 are normally when the Reserve Unit holds all-hands 

 meetings, PI's, district inspections, etc. This is 

 also when most reservists perform weekend or single 

 day IDT periods at the COTP. 

 (2) The other type of training is Active Duty for 

 Training (ADT). This is normally 12 days of 

 consecutive active duty performed annually at an 

 active duty command or at a resident training 

 course. ADT can be performed in nonconsecutive 

 periods if the needs of the reservist and/or the 

 active command require. For further details on IDT 

 and ADT, see the Reserve Administration and Training 

 Manual, COMDTINST M1001.27A. 

 3. Unit Training Procedures. 

 6-15 CH-6 
 MARINE SAFETY MANUAL 

6.D.3. a. Weekday Activities. Many reservists who are employed 

 in civilian occupations that require rotating shiftwork 

 (i.e., policeman and fireman) have found that 

 performing IDT at a marine safety unit during regular 

 weekday hours provides a better perspective of port 

 operations (hence, better training benefit) and better 

 supports their civilian work schedule. The "weekday 

 reservist" often has a greater opportunity for training 

 in all aspects of the Port Safety and Security and 

 Environmental Protection programs. Since this 

 experience is directly related to anticipated 

 mobilization tasks, and accumulated local knowledge, 

 such a person becomes even more valuable to the marine 

 safety unit. 

 b. Nighttime And Weekend Activities. Individual reservists 

 usually dedicate one weekend a month to IDT augmentation 

 of local marine safety units. Typically, they are 

 organized into smaller sections or watches to enhance 

 the effectiveness of their augmentation training 

 activities, and not overtax the training capabilities of 

 watchstanding in the port operations department and 

 the active force on duty. Training activities, 

 watchstanding, emergency response, and performance of 

 certain tasks should be tied to mobilization billet 

 requirements for the individual reservist. Off-hours 

 weekend response to emergencies are also good training 

 opportunities for reservists. 

 4. Unit Liaison With Reserve Units. COTP's shall maintain 

 liaison with Reserve Groups Commanders and Reserve Unit 

 Commanding Officers located within their area of 

 responsibility (AOR) who provide personnel mobilizing at 

 their command. The COTP should also maintain contact with 

 Reserve Units which are outside of the AOR of the COTP but 

 provide mobilizing reservists to the COTP. This contact is 

 necessary to ensure that the reservists receive the training 

 and qualifications necessary for mobilization. The 

 provisions for the utilization of Coast Guard reservists, as 

 described above, require that marine safety units be 

 prepared to receive, train, and utilize Reserve personnel 

 effectively. Effectiveness of communication and planning is 

 a joint active duty/Reserve responsibility. Difficulties 

 that may arise in coordinating Reserve participation should 

 be resolved by contact with the Reserve Group Commander or 

 the district commander (m) or (r), as appropriate. The 

 following 

 CH-6 6-16 
 MARINE SAFETY MANUAL 

 6.D.4. (cont'd) guidelines for Marine Safety related units (COTP's) 

 may prove helpful for planning: 

 a. Develop and maintain an Augmentation Support Agreement 

 (ASA) with the supporting Reserve Group and all 

 augmenting Reserve Units to ensure that they are aware of 

 the COTP's support requirements and policies for training 

 and qualifying reservists. Specific guidance concerning 

 the development and maintenance of ASA's will be 

 command. 

 forthcoming in COMDTNOTE 16451.6, due to be released in 

 the first quarter of FY93. 

 b. Designate an active duty Reserve Affairs Specialist

 (replaces Reserve Liaison Officer title) to coordinate 

 all Reserve activities at the command. If an RPA is 

 assigned to the COTP staff, this person would be the best 

 choice. The individual assigned to this position should 

 have a good knowledge of the Reserve Program, be 

 enthusiastic, and posses superior interpersonal skills to 

 work with reservists of all ranks and rates. The Reserve 

 Affairs Specialist should maintain close familiarity with 

 all aspects of Reserve support operations and monitor the 

 status of all Reserve training and qualification at the 

 c. Maintain a roster of the names, addresses, phone numbers 

 (home and work), civilian occupations, and force element 

 assignment of reservists assigned to mobilize at the 

 COTP. Mobilization billets and civilian occupations 

 should be considered when selecting reservists for 

 response to emergencies. 

 d. Encourage integration of reservists into the unit 

 structure; they should be (and should feel like) members 

 of the "team." 

 e. Ensure coordination between the COTP's Reserve Affairs 

 Specialist, Training Officer and the Reserve Unit 

 Training Officer. 

 f. Promote harmony among active duty personnel and 

 reservists by encouraging social as well as operational 

 interaction. 

 g. Attempt to resolve personnel problems through liaison 

 between the XO's of the COTP and the supporting Reserve 

 Unit(s). 

 6-17 CH-6 
 MARINE SAFETY MANUAL 

 6.D.4. h. Develop, to the maximum extent possible, a cadre of 

 "weekday" reservists for IDT augmentation training. 

 i. During ADT and IDT, ensure that sufficient qualified 

 active duty unit personnel are available to supervise and 

 train reservists to achieve maximum levels of 

 qualification as well as to sign completed qualifications 

 either for rating, i.e., PS, or in the MST&Q booklets. 

 j. Periodically conduct on-scene visits of vulnerable and 

 high-risk areas within the COTP zone in company with the 

 Reserve Unit(s) Commanding Officer, Executive Officer, 

 training officer, and other Reserve Unit personnel who 

 are assigned to mobilize to force elements at the COTP. 

 These visits are ideally conducted during contingency 

 exercises and exercise preparation. 

 k. Solicit the assistance of Reserve personnel maintaining 

 mobilization and contingency plans in a current status. 

 This does not mean that planning should be a "Reserve" 

 function. With the greater geographic stability of 

 Reserve personnel, they can add a historical perspective 

 to long range planning efforts. 

 l. Incorporate Reserve personnel in the unit training 

 program. 

 5. Reserve Facilities. Some Reserve Units have boats and 

 vehicles assigned. When they are used in support of COTP 

 functions, they shall be placed under the operational 

 control of the COTP. This control may be accomplished 

 through close coordination with the Reserve Group and 

 Reserve Unit Commanding Officer in accordance with 

 utilization policies promulgated by the district commander 

 (r). 

 E. Off-Duty Employment of Marine Safety Personnel. General 

 policy regarding off-duty employment of Coast Guard members is 

 stated in 49 CFR 99.735-11 and the Personnel Manual. Because of 

 the unique working relationship between marine safety personnel 

 and members of the maritime industry, more stringent standards 

 are required for these Coast Guard members. Of concern is the 

 avoidance of any real or apparent conflict of interest between 

 the Coast Guard and industry, or between commercial entities as 

 the result of off-duty employment of Coast Guard marine safety 

 personnel. 

 CH-6 6-18 
 MARINE SAFETY MANUAL 

 6.E. (cont'd) Accordingly, the Commandant has established strict 

 guidelines for the off-duty employment of such personnel, 

 whether civilian or military. 

 1. Prohibited Employment. 

 a. Operation, design, construction, maintenance, or repair 

 of vessels operated for hire, or any other type of 

 commercial vessel, whether inspected or uninspected 

 (including fishing vessels). 

 b. Service in any capacity that requires by law or 

 regulation the possession of a merchant mariner's 

 document (MMD) or a deck/engineer officer license. 

 c. Any sales or service to vessel owners or operators as a 

 consultant, broker, agent, surveyor, underwriter, 

 financier, naval architect, marine engineer or 

 investigator, ship chandler, equipment manufacturer or 

 dealer, pollution clean-up contractor, or attorney in 

 maritime law. 

 d. As a commercial license examiner or participant in any 

 other form of instruction applicable to license or MMD 

 examinations. 

 e. Operation of, employment by, or service to any designated 

 waterfront facility. 

 [NOTE: Additional forms of employment may be of similar 

 nature and, consequently, unacceptable. If there is doubt 

 as to the nature of a specific situation, the CO shall 

 regard it as a potential conflict of interest and direct the 

 person to terminate such employment immediately.] 

 2. Civilian Employment 0f Reservists. Reservists who are 

 normally employed in any of the categories cited above may 

 be assigned to marine safety billets, at the discretion of 

 the unit commander, for any period of active duty not to 

 exceed 30 days (other than in time of general mobilization). 

 In assigning such members, Reserve unit C0's, in 

 consultation with the active force commander, shall ensure 

 that such an assignment does not pose a potential conflict 

 of interest. 

F. Temporary Additional Duty For Oversea Inspectors. The 

 Commandant's policy is to provide maximum employment of 

 personnel assigned to overseas inspections, taking into 

 6-19 CH-6 
 MARINE SAFETY MANUAL 

 6.F. (cont'd) consideration personnel/quality of life and safety. 

 Officers in Charge of Marine Inspection (OCMI), detachment 

 supervisors, and supervising commands shall be guided by 

 personnel criteria in Temporary Additional Duty (TAD) Assignment 

 selection to maximize the effective employment of overseas 

 inspection personnel to meet operational requirements. This 

 policy is consistent with Department Of Defense 

 personnel/quality of life standards used by Coast Guard 

 operating programs, including cutter employment. This policy 

 ensures that personnel are provided with a minimum of 135 days 

 per year that could be spent at home overnight to attend family 

 needs and personal business. 

 1. Limitation On Temporary Additional Duty For Overseas

 Inspectors. The lower limit for full employment of overseas 

 inspection personnel is 185 days Temporary Additional Duty 

 (TAD) away from the home office in any 12 month period. The 

 officer in Charge of Marine Inspection must seek specific 

 approval by the Commandant (G-M) to exceed this limit. The 

 upper limit for the annual maximum TAD away from the home 

 office is 225 days. With the exception of circumstances 

 described in b below the maximum TAD days away from home 

 office shall not exceed 225 days in any 12 month period. 

 a. Requests to extend the 185 day lower maximum shall be 

 submitted by message to Commandant (G-M). Requests 

 shall detail: 

 (1) The TAD employment of the inspector over the last 

 twelve months; and 

 (2) Reasons for TAD and expected duration. 

 b. In the event of a major marine casualty or other 

 emergency, the OCMI may issue TAD orders to an inspector 

 who has been away from the home office in excess of 185 

 days, without prior approval by Commandant (G-M). The 

 OCMI must, notify Commandant (G-M) of such orders, the 

 nature of the emergency, and the expected duration of 

 TAD. 

 c. As inspection priorities and operations permit, 

 consideration should be given to limiting the length of 

 individual TAD assignments to 30 days. 

 d. Ideally, one inspector should start and complete an 

 inspection of long duration; however, many overseas 

 inspections are complex, making continuity in the 

 CH-6 6-20 
 MARINE SAFETY MANUAL 

 6.F.1. d. (cont'd) inspection difficult. Loss of continuity 

 reduces the quality, effectiveness, and efficiency of the 

 inspections and potentially penalizes the vessel owner. 

 Use of more than one inspector to complete an inspection 

 should be the exception rather than the rule; however, 

 the following are guidelines where that is impractical: 

 (1) Relieving inspectors should thoroughly research the 

 vessel history and class history for inspection 

 problems; 

 (2) Sufficient overlap of attendance of the relieving 

 and relieved inspector must be allowed to 

 familiarize the relieving inspector with progress to 

 date and ongoing repairs/issues to be resolved; and 

 (3) Except in the most extraordinary cases, no more than 

 one relief or "hand-off" should occur. 

 2. Overseas Travel Scheduling. In scheduling overseas 

 inspections, OCMI's shall provide for travel and delay time 

 to allow the inspector to adequately adjust to time zone 

 differences, and fatigue due to in transit times in excess 

 of twelve hours. To this end, maximum flexibility is 

 necessary in choosing air carriers, scheduling flights, 

 layovers, and connections. 

 6-21 CH-6 
 MARINE SAFETY MANUAL 

 CHAPTER 7. PROFESSIONAL TRAINING AND QUALIFICATION 

 CONTENTS 

SECTION PAGE

7.A. General Requirements For Marine Safety 

 Professional Training And Qualification 7-1 

7.A.1. Introduction 7-1 

7.A.2. Objectives 7-1 

7.A.3. Philosophy 7-1 

7.A.3.a. General 7-1 

7.A.3.b. Marine Safety Training And 

 Qualification Program 7-1 

7.A.3.b.(1) Entry/Basic Indoctrination Level 7-1 

7.A.3.b.(2) Technical Level 7-2 

7.A.3.b.(3) Mid-Management Level 7-3 

7.A.3.b.(4) Executive Level 7-3 

7.A.4. Definition Of Terms 7-3 

7.B. Management Of The Marine Safety Training 

 And Qualification Program 7-5 

7.B.1. Program Management Responsibilities 7-5 

7.C.2. Technical Level Training And 

7.B.2. Marine Safety Training Council (MSTC) 7-5 

7.B.2.a. Responsibilities 7-5 

7.B.2.b. Membership 7-7 

7.B.3. Command Responsibilities 7-7 

7.B.4. Training Port Responsibilities 7-7 

7.B.5. Training Program Planning And 

 Administration 7-7 

7.B.6. Duties And Responsibilities Of 

 The Training Board 7-7 

7.B.6.a. Forecast And Plan For Loss Of 

 Experienced Personnel 7-8 

7.B.6.b. Develop Individual Training 

 Programs For Personnel 7-8 

7.B.6.c. Develop The Annual Training Plan 7-8 

7.B.6.d. Integrate Training Into The 

 Command's Daily Routine 7-8 

7.B.6.e. Evaluate Training Effectiveness 7-8 

7.B.7. Duties And Responsibilities Of The 

 Training Officer 7-8 

7.B.8. Duties And Responsibilities of The 

 Training Coordinator 7-9 

7.B.9. Duties And Responsibilities Of The 

 Individual 7-9 

7.C. Career Development Paths And Patterns 7-10 

7.C.1. Entry Level Training And Qualification 7-10 

 Qualification 7-11 

7.C.3. Mid-Management Level Training And 

 Qualification 7-13 

7.C.4. Executive Level Positions And Training 7-13 

 7-i CH-7 
 MARINE SAFETY MANUAL 

 CONTENTS 

SECTION PAGE

7.D. Qualification In Marine Safety Programs 7-13 

7.D.1. Program Management Responsibilities 7-13 

7.D.2. Marine Safety Training And Qualification 

 Manual 7-14 

7.D.3. "Grandfather" Clause 7-14 

7.E. On-The-Job Training (OJT) 7-14 

7.E.1. OJT Process 7-14 

7.E.2. Administration Of OJT 7-14 

7.E.3. Letters Of Designation 7-15 

7.F.1.e. Marine Safety Commanding Officer 

7.F.1.m. Marine Safety Information System 

7.F.1.n. On-Scene Coordinator Crisis 

7.F.1.r. Coastal Defense Exercise Planner, 

7.F. Professional Resident Courses 7-15 

7.F.1. Coast Guard Resident Courses 7-15 

7.F.1.a. Marine Safety Petty Officer 

 Course (MSPOC - MS 400 R) 7-15 

7.F.1.b. Port Safety/Security Officer 

 Course, MS 402 (Reserve) 7-17 

7.F.1.c. Safety And Occupational Health 

 Coordinator Course (SOHC - MS405R) 7-17 

7.F.1.d. Marine Safety Executive Officer 

 Course (XO - MS 407 R) 7-18 

 Conference (CO - MS 408 R) 7-18 

7.F.1.f. Port Operations Department Course 

 (PODC, - MS 422 R) 7-18 

7.F.1.g. Chief, Port Operations Department 

 Course (CPODC - MS 427 R) 7-18 

7.F.1.h. Marine Inspector Course 

 (MIC - MS 452 R) 7-19 

7.F.1.i. Recreational Boating Standards 

 Inspector Course (RBS - MS 453 R) 7-19 

7.F.1.j. Chief, Inspection Department 

 Course (CIDC - MS 457 R) 7-19 

7.F.1.k. Investigating Officers Course 

 (IOC - MS 47-2 R) 7-19 

7.F.1.l. Explosive Handling Supervisor 

 Course (EHS - MS 496 R) 7-20 

 Course (MSIS - MS 510 R) 7-20 

 Management Course (OSC - MS 523 R) 7-20 

7.F.1.o. Commercial Fishing Vessel Examiners 

 Course (FISHV - MS 527 R) 7-20 

7.F.1.p. Coastal Defense Deliberate Planner, 

 Port Level Course (MS 732 R) 7-20 

7.F.1.q. Coastal Defense Command And Staff 

 Course (MS 733 R) 7-21 

 Port Level Course (MS 735 R) 7-21 

 CH-7 7-ii 
 MARINE SAFETY MANUAL 

 CONTENTS 

SECTION PAGE

7.F.1.s. Costal Defense Command And Control 

 Course (MS 739 R) 7-21 

7.F.2. Other Resident Commercial Courses 7-21 

7.F.2.a. Introduction To Offshore operations, 

7.F.2.b. Crude Oil Washing Inert Gas 

7.F.2.d. Fiberglass Reinforced Plastic Boats 

7.F.2.l. Marine Firefighting Strategy And 

 MS 507 7-23 

7.F.2.o. Commercial Truck Driving School, 

7.F.2.r. Gas Carrier Inspector, MS 513 7-24 

 MS 401 7-21 

 System (CWO/IGS), MS 404 7-21 

7.F.2.c. Certified Weld Inspection, MS 424 7-22 

 Course (FRP - MS 454 R 7-22 

7.F.2.e. T-Boat Structural Plan Review 

 Course (T-Boat - MS 462 R)(TO BE 

 DEVELOPED) 7-22 

7.F.2.f. Dynamics Of International 

 Terrorism, MS 500 7-22 

7.F.2.g. Wooden Boat Inspection Training, 

 MS 501 7-22 

7.F.2.h. Seaport Security Anti-Terrorism, 

 MS 502 7-22 

7.F.2.i. Hazardous Material Incident 

 Response, MS 503 7-22 

7.F.2.j. Treatment Technologies For 

 Superfund, MS 504 7-23 

7.F.2.k. Oil Spill Control Course, MS 505 7-23 

 Tactics (Advanced Marine 

 Firefighting), MS 506 7-23 

7.F.2.m. Diesel Engineroom Automation, 

7.F.2.n. Steam Engineroom Automation, 

 MS 508 7-24 

 MS 509 7-24 

7.F.2.p. Mako Compressor Repair, MS 511 7-24 

7.F.2.q. Bauer Compressor Repair, MS 512 7-24 

7.F.2.s. Outer Continental Shelf(OCS) 

 Inspector Course, MS 514 7-24 

7.F.2.t. Seaman's Documents And Licensing, 

 MS 518 (BEING DEVELOPED) 7-25 

7.F.2.u. Chemical Tanker Safety, MS 525 7-25 

7.F.2.v. Nondestructive Testing, MS 526 (TO 

 BE DEVELOPED) 7-25 

7.F.3. Administrative Process For Requesting 

 Professional Resident Courses 7-25 

7.F.4. Course Critique Requirements 7-26 

7.G. Nonresident Training Administered By Marine 

 Safety Commands 7-27 

 7-iii CH-7 
 MARINE SAFETY MANUAL 

 CONTENTS 

SECTION PAGE

7.G.1. Nonresident Training Provided By The 

 Command 7-27 

7.G.2. Self-Study Training 7-27 

7.G.2.a. Correspondence Courses 7-27 

7.G.2.b. Self-Study Courses 7-27 

7.G.3. Correspondence Course Descriptions 7-27 

7.G.3.a. Initial Indoctrination Lesson Plan 

 (IILPS), MS 400 U 7-27 

7.G.3.b. Welding Inspection And Quality 

 Control, MS 455 C 01 7-29 

7.G.4. Drills And Exercises - National 

 Preparedness For Response Exercise 

 Program (NPREP) 7-29 

7.G.5. Administrative Procedures 7-30 

7.H. Training With The Marine Industry 7-30 

7.H.1. Philosophy And Overview 7-30 

7.H.2. Merchant Marine Industry Training 7-31 

7.H.3. Port Safety Industry Training 7-32 

7.H.4. Operational Training With The Marine 

 Industry 7-32 

7.H.5. Ship Rider Program 7-33 

7.H.6. Application Procedures For Training With 

 The Marine Industry 7-34 

7.H.6.a. Merchant Marine Industry Training 7-34 

7.H.6.b. Port Safety Industry Training 7-34 

7.H.6.c. Operational Training With The 

 Marine Industry 7-34 

7.H.6.d. Ship Rider Program 7-34 

7.H.7. Selection And Assignment Procedures 7-35 

7.H.7.a. Selection For Industry Training 7-35 

7.H.7.b. Assignment To Port Safety 

 Operational Training With The 

 Industry Training 7-35 

7.H.7.c Selection And Assignment To 

 Marine Industry 7-36 

7.I. Postgraduate Training 7-37 

7.I.1. Philosophy And Overview 7-37 

7.I.2. Course Of Study 7-37 

7.I.2.a. Transportation Management 7-37 

7.I.2.b. Naval Architecture/Marine 

 Engineering 7-38 

7.I.2.c. Hazardous Materials 7-39 

7.I.2.d. Environment Management 7-40 

7.I.3. Application Procedures For Postgraduate 

 Training 7-41 

7.I.4. Selection Procedures 7-41 

7.J. Reserve Training 7-41 

 CH-7 7-iv 
 MARINE SAFETY MANUAL 

 CONTENTS 

SECTION PAGE

7.J.1. Introduction 7-41 

7.J.2. Training Objectives 7-42 

7.J.3. Philosophy 7-42 

7.J.4. Command Responsibilities 7-42 

7.J.5. Assignment Of Reserve Personnel 7-42 

7.J.6. Career Path Development 7-42 

7.J.6.a. Training 7-45 

7.J.6.b. Progress Goals 7-45 

7.J.6.c. Port Safety And Security Related 

 Force Element Assignments 7-45 

7.J.6.d. Merchant Vessel Personnel Related 

 Force Element Assignments 7-48 

7.J.6.e. Marine Investigation Related Force 

 Element Assignments 7-50 

7.J.6.f. Merchant Vessel Inspection And 

 Documentation Related Force Element 

 Assignments 7-52 

7.J.6.g. Marine Environmental Protection 

 Related Force Element Assignments 7-55 

7.K. Procedures For Maintaining Professional 

 Credentials 7-58 

7.K.1. Commercial Vessel Operational Experience 7-58 

7.K.2. Professional Readings 7-58 

 7-v CH-7 
 MARINE SAFETY MANUAL 

 CHAPTER 7. PROFESSIONAL TRAINING AND QUALIFICATION 

A. General Requirements For Marine Safety Professional Training

 And Qualification. 

 1. Introduction. The Marine Safety program missions are 

 conducted by active duty and reserve Coast Guard officers, 

 petty officers, and civilian personnel. This chapter 

 describes the training and qualification program, and the 

 policies and procedures established to assure the continued 

 development and availability of these professionals. 

 2. Objectives. The Marine Safety Training and Qualification 

 Program consists of two distinct parts, a Training Program 

 and a Qualification Program. Training is provided through 

 structured courses and enhanced with unit training programs. 

 Both are critical elements for meeting program missions. The 

 Training Program's objective is to effectively and 

 efficiently provide marine safety personnel with the 

 knowledge, skills, and experience required for performing 

 both general and specialized activities. The Qualification 

 Program's objectives are to enhance the development, 

 effectiveness, and efficient use of marine safety personnel. 

 3. Philosophy. 

 a. General. All marine safety personnel learn and develop 

 throughout their careers. No one person knows all that 

 there is to know at any one point in time. There's 

 always more to be learned. There's always room for 

 improvement. Therefore, the training and development of 

 every individual in marine safety is viewed as a 

 continual process. 

 b. Marine Safety Training And Qualification Program. The 

 program consists of four levels, and the opportunities 

 for growth and development within all but the Entry Level 

 are unlimited. Each individual's expectations and career 

 development opportunities determine when an individual 

 must or should move from one level to another. These 

 four levels are: Entry/Basic Indoctrination, Technical, 

 Mid-Management, and Executive. 

 (1) Entry/Basic Indoctrination Level. 

 (a) The Entry/Basic Indoctrination Level provides 

 individuals with an overview of marine safety. 

 Trainees are introduced to basic laws, 

 regulations, policy documents, and standards 

 that govern the management 

 7-1 CH-7 
 MARINE SAFETY MANUAL 

 and operation of the Coast Guard's marine 

 safety programs. Trainees receive 

 indoctrination in personal occupational safety 

 and the use of personal protective equipment. 

 They also receive instruction in the marine 

 safety office (MSO) organization and program 

 philosophy. 

 (b) When training has been completed at the Entry 

 qualifications to be completed within certain 

 time frames, and should be consistent with the 

 unit's needs as well as the individual's career 

 personnel their ability to resolve problems may 

 Level, trainees have a good foundation to start 

 gaining experience for technical level 

 qualifications. Counselling should be 

 conducted at this point with each individual to 

 establish a personalized training and 

 qualification plan for their tour of duty at 

 the unit. Each plan should include prioritized 

 goals. Many units prioritize having entry 

 level personnel complete duty officer (DO) or 

 watchstander (WS) qualifications first. This 

 is appropriate, but since these are Entry Level 

 be limited, and units should encourage them to 

 contact a more experienced member of the 

 command, or a specific command designee. 

(2) Technical Level. 

 (a) The knowledge and skill requirements in the 

 Technical Level are numerous and diversified. 

 These requirements can be divided into 

 categories such as: nondestructive testing 

 (NDT) of materials, welding and metallurgy, 

 interpretation and enforcement of federal 

 regulations, explosive loading supervision, 

 response to an oil or hazardous substance 

 discharge/release, technical review of 

 commercial vessel plans, investigation of 

 marine casualties, investigation of pollution 

 incidents, prosecution of violations of federal 

 regulations, etc. 

 (b) No one person is expected to become a technical 

 expert in all of these areas. Instead, every 

 individual can expect to receive training, and 

 become qualified in one or more of these areas 

 to satisfy the 

 CH-7 7-2 
 MARINE SAFETY MANUAL 

 needs of the service in performing specific marine 

 safety tasks. During the course of a career in 

 marine safety, an individual can expect to become 

 qualified in many different areas evolving into the 

 marine safety professional that will be required to 

 fill higher level positions of responsibility. 

 Because there is a great deal of transferability of 

 knowledge and skills between most of these 

 technical areas, every individual will develop 

 similar (though not identical) skills and 

 knowledge. Taken collectively, these skills and 

 knowledge provide a fairly uniform foundation for 

 further development at the Mid-Management and 

 Executive Levels. 

 (3) Mid-Management Level. Knowledge and skill requirements 

 in the Mid-Management Level are different in character 

 than those at the previous two levels. Knowledge and 

 evaluation, communication, counseling, planning, 

 skills in such areas as: leadership, performance 

 budgeting, preparing and submitting reports, working 

 with personnel allowance information and amendment 

 procedures, using the management information/reporting 

 systems, etc., must be added to the knowledge and skill 

 base acquired in the Technical Level. In addition, 

 certain analytical skills, organization performance 

 evaluation skills, and greater knowledge and familiarity 

 with Coast Guard administrative procedures will be 

 required for an individual to function satisfactorily at 

 this level. 

 (4) Executive Level. Finally, Executive Level training 

 provides the individual with certain conceptual and 

 analytical skills which are added to the mid-management 

 base. Individuals participating at this level are able 

 to conceptualize relationships between Coast Guard 

 programs, diversified and competing components and 

 interests of the marine industry, other federal and 

 state regulatory agencies, public and private interest 

 groups, etc. These individuals must be able to make 

 subjective prioritizations between these relationships, 

 identify problems, formulateinnovative solutions, etc. 

 4. Definition Of Terms. The following definitions are used 

 throughout this chapter and should be reviewed in order to better 

 understand its contents: 

 7-3 CH-7 
 MARINE SAFETY MANUAL 

 a. Area Of Designation. A grouping of marine safety tasks which 

 collectively identify a job, several jobs, or parts of a job for 

 which a trainee can become qualified once all the requirements 

 specified for that grouping of tasks have been completed. 

 b. Contract Course. Any course presented in a resident 

 training environment that uses, at a minimum, instructors 

 contracted from a source other than the Coast Guard or other 

 federal, state, or local agency. 

 c. Correspondence Course. Any course that requires a trainee to 

 interact directly with an administration center, usually through 

 the mail, two or more times throughout the course's duration. 

 d. Drill. An exercise performed wholly within the command and 

 repeated at scheduled intervals of less than 1 year. 

 e. Exercise. Any training activity requiring a team effort by a 

 marine safety command, possibly involving the participation of 

 forces outside the command, in order to attain training 

 objectives. 

 f. Letter Of Designation. A letter issued by a marine safety 

 command to a trainee that has successfully completed all the 

 requirements for a particular area of designation. 

 g. Nonresident-Training. All training other than resident training. 

 h. On-The-Job Training (OJT). Training conducted at the 

 job site by a qualified person who is actually engaged in the 

 performance of a marine safety job. 

 i. On-The-Job-Training Qualification (OJQ). Performance of a 

 marine safety job by a trainee, under the supervision of a 

 qualified person, for the purpose of verifying the trainee's 

 ability to perform that job correctly. 

 j. Resident Course. Any course presented in a resident training 

 environment. 

 k. Resident Training. Training conducted in a classroom by a 

 qualified instructor who follows an approved structured lesson 

 outline in meeting specified training objectives. 

 l. Self-Study Course. Any course that allows students to proceed at 

 their own pace and that allows them to determine satisfactory 

 attainment of lesson objectives autonomously. 

 CH-7 7-4 
 MARINE SAFETY MANUAL 

 m. Training Coordinator. A Coast Guard officer who carries 

 out training officer responsibilities as a collateral 

 their training and development. 

 duty and whose primary responsibility is to ensure that 

 personnel on subsequent tours in marine safety continue 

 n. Training Opportunity. Any marine safety task that can be 

 used for OJT or OJQ purposes. 

 o. Training Officer. A Coast Guard Officer or Chief Petty 

 Officer with full-time responsibility associated with the 

 Marine Safety Training and Qualification Program at a 

 designated training port. 

 p. Unit Training. Any training provided by a marine safety 

 command, other than on-the-job, that standardizes and 

 coordinates the actions and behavior of individuals and 

 teams, organizing them into a single effective force. 

 q. Verifying Officer. Any Coast Guard employee who has 

 successfully completed an area of designation, that 

 supervises a trainee's performance of a marine safety 

 task for the purpose of verifying the trainee's ability 

 to perform that task correctly. 

B. Management Of The Marine Safety Training And Qualification

 Program. 

 1. Program Management Responsibilities. The training of marine 

 safety personnel is directed by the Office of Marine Safety, 

 Security, and Environmental Protection, Commandant (G-M). 

 2. Marine Safety Training Council (MSTC). 

 a. Responsibilities. The MSTC was established to manage a 

 coordinated and uniform functional training program for 

 marine safety personnel in the CVS, PSS, and MEP 

 Programs. The MSTC coordinates all marine safety 

 training, analyzes and evaluates alternative methods of 

 training, and recommends changes to the marine safety 

 program directors. The MSTC performs 11 functions on an 

 annual schedule, under the direction of Commandant (G-M). 

 These functions are: 

 (1) Recommend Policy. Recommend policy to both program 

 directors for developing and maintaining a 

 coordinated and uniform functional training program 

 for all marine safety personnel. 

 7-5 CH-7 
 MARINE SAFETY MANUAL 

 (2) Maintain Liaison. Maintain primary liaison and 

 develop procedures with the Performance Systems 

 Division, Commandant (G-PRF), for planning, developing, 

 implementing, and evaluating marine safety training, 

 and with the Reserve Training Division, Commandant 

 (G-RST), where there is common interest. 

 (3) Assist In Identifying Training Needs. Assist 

 Headquarters marine safety divisions in identifying 

 and integrating their training needs within the Marine 

 Safety Training and Qualification Program. 

 (4) Coordinate Review Of Curriculum Outlines. 

 Coordinate the review of all marine safety training 

 course curriculum outlines, in accordance with 

 Management of the Coast Guard's Training System, 

 COMDTINST 1550.9, to ensure uniformity and 

 compatibility within the overall Marine Safety 

 Training and Qualification Program. 

 (5) Coordinate Review Of Enlisted Qualifications Manual. 

 Annually coordinate a review of the Enlisted 

 Qualifications Manual, COMDTINST M1414.8B, to identify 

 new qualifications for enlisted marine safety 

 personnel promotion. 

 (6) Develop Annual Training Plan. Annually coordinate 

 marine safety training course requirements to develop 

 the marine safety training plan. 

 (7) Review Training Course Schedules. Annually coordinate 

 the review of marine safety training course schedules. 

 (8) Coordinate Training Funding Requests. Coordinate all 

 budgeting and funding requests relative to the marine 

 safety training plan with Commandant (G-PRF) to ensure 

 uniform and efficient utilization of training funds and 

 resources. 

 (9) Monitor Use Of Training Quotas. Monitor the 

 utilization of marine safety training quotas with 

 Commandant (G-PRF). 

 (10) Coordinate The Review Of Course Evaluations. 

 Coordinate the review of all marine safety course 

 evaluations. 

 CH-7 7-6 
 MARINE SAFETY MANUAL 

 (11) Coordinate Review Of Marine Safety Training And

 Qualification Manual. Coordinate the development and 

 annual review of this chapter to ensure uniformity and 

 compatibility within the overall Marine Safety Training 

 and Qualification Program. 

 b. Membership. The MSTC includes all divisions and staffs from 

 Commandant (G-M), (G-PRF), the Reserve Training Division, 

 Commandant (G-RST), and the Marine Safety School, Reserve 

 Training Center (RTC), Yorktown, VA. 

 3. Command Responsibilities. Marine safety commands are responsible 

 for the success of the training program. The command administers 

 the training program, determines who receives what training when, 

 establishes priorities between operational mission performance 

 requirements and training needs, evaluates the training progress 

 of its personnel, examines each individual's skill and knowledge 

 proficiency, and certifies each individual in specifically 

 designated areas upon completion of the training process. 

 Certain commands, designated as "training ports," have additional 

 responsibilities which are delineated in greater detail in 

 paragraph 7.B.4 below. 

 4. Training Port Responsibilities. Commands designated as "training 

 ports" have the responsibility for conducting more intensive 

 training at the Entry Level and the Technical Level for personnel 

 on initial assignment in commercial vessel inspection and safety. 

 Training ports have designated full-time training officers, who 

 assure that the training of all personnel at the command is 

 performed effectively and efficiently. 

 5. Training Program Planning And Administration. Every marine 

 safety command shall establish and maintain a training board and 

 shall designate one commissioned officer as a training 

 coordinator (or as a training officer at those commands which are 

 training ports). The functions of the training board should be 

 administered by the training coordinator/training officer. The 

 training board's purpose is to carry out planning and 

 administrative responsibilities for the command's training 

 program. 

 6. Duties And Responsibilities Of The Training Board. The training 

 board should convene at regular intervals as specified by the 

 command. As a guide, commanding officers should consider 

 utilizing training boards to carry out some or all of the 

 following functions: 

 7-7 CH-7 
 MARINE SAFETY MANUAL 

 a. Forecast And Plan For Loss Of Experienced Personnel. 

 Determine the impact of release from active duty (RELAD), 

 permanent change of station (PCS) transfers, reserve 

 retirement and-transfers, and other personnel factors, on 

 the qualification and experience levels of the command. 

 Develop a forecast of qualification and experience levels 

 that will be achieved once replacement personnel arrive to 

 fill projected vacancies. Assess and evaluate the need for 

 providing new knowledge and skills to assigned personnel as 

 a result of changes in technology or workload within the 

 command's geographic area of responsibility. Identify the 

 command's resulting personnel training requirements. 

 b. Develop Individual Training Programs For Personnel. 

 Develop and document a training program for persons 

 assigned to the command, including augmenting reservists. 

 Consider resident training, unit training, and individual 

 OJT goals that should be scheduled and achieved during 

 evaluation periods. 

 c. Develop The Annual Training Plan. Develop an annual 

 training plan to use in preparing the annual training needs 

 survey for resident training quotas. The survey should be 

 forwarded to Commandant (G-MP-3) as directed during the 

 second quarter of each fiscal year. 

 d. Integrate Training Into The Command's Dailv Routine. 

 Establish and maintain procedures that consider daily 

 workload requirements, potential training opportunities, 

 and individual training requirements. When possible, make 

 workload/training opportunity assignments that support 

 established training plans. 

 e. Evaluate Training Effectiveness. Evaluate the 

 effectiveness and efficiency of training efforts by 

 periodically comparing the initial plans with achieved 

 results. Quantify training progress made during the 

 period. Make recommendations for improving the quality 

 and/or quantity of training provided at the command. 

 Recommendations for improving the program Coast Guard-wide 

 should be made by the CO to Commandant (G-MP-3) or (G-RST) 

 if reservists are involved. 

 7. Duties And Responsibilities Of the Training Officer. 

 Training officers shall have the full-time responsibility 

 associated with the marine safety training program at a 

 designated training port. They shall ensure that all functions 

 of the unit training board are carried out expeditiously. They 

 shall ensure that all active duty 

 CH-7 7-8 
 MARINE SAFETY MANUAL 

 and reserve personnel reporting for duty on initial assignments to 

 their command receive their individual OJT manuals (qualification 

 manual) and instructions regarding their use. They shall meet 

 with trainees, at least quarterly, and with all other members of 

 the command, at intervals specified by the command, to establish, 

 discuss, and/or change training goals. They shall review the OJT 

 manual (qualification manual) of each person assigned to the 

 command at intervals specified by the command. They shall make 

 recommendations to the command for any changes that may be needed 

 or desired to keep an individual's training progress on track with 

 established training goals. Procedures for administering and 

 maintaining the qualification and training program are specified 

 in the Training and Education Manual, COMDTINST M1500.10B and 

 Personnel Management Information System(PMIS), COMDTINST M1080.7. 

 8. Duties And Responsibilities Of The Training Coordinator. 

 Training coordinators carry out functions similar to those of the 

 training officer for every member of the command, but as a 

 collateral duty. Training coordinators should schedule meetings 

 with each member of the command, at least annually, to discuss 

 individual training needs and desires. The training coordinator 

 should use information gained at these meetings to assist the 

 training board in developing the command's resident training 

 plan, and in coordinating nonresident and OJT conducted at the 

 command. Training coordinators should review the OJT manual 

 (qualification manual) of each person assigned to the command at 

 intervals specified by the command. Procedures for administering 

 and maintaining the qualification and training program are 

 specified in the Training and Education Manual, COMDTINST 

 M1500.10B and Personnel Management Information System (PMIS), 

 COMDTINST M1080.7. 

 9. Duties And Responsibilities Of The Individual. While the command 

 is ultimately responsible for the success of the marine safety 

 training program, that success depends in part on individuals 

 initiating and carrying out their training duties and 

 responsibilities. Marine safety programs provide the resources, 

 commands provide the opportunity, and the individual provides the

 motivation and initiative. The following steps may help the new 

 trainee in the field to organize an approach to the 

 program: 

 a. Review this entire chapter; consider where you wish to be at 

 the end of your current tour and the subsequent tour. 

 7-9 CH-7 
 MARINE SAFETY MANUAL 

 b. If you are a reservists, review your rating master 

 training plan (MTP). 

 c. Discuss and plan goals with the assistance of the 

 training officer/coordinator. 

 d. Develop a timetable and sequence for completing OJT 

 manuals and training elements. 

 e. Submit OJT manuals, or review on a scheduled basis 

 (erratic submission may lead to a loss in training 

 momentum). 

 f. Initiate training opportunities. Drive the program; do 

 not sit back and "let it happen." Set realistic goals, 

 place them on a timetable, then stick to them. 

C. Career Development Paths And Patterns. 

 1. Entry Level Training And Qualification. 

 a. The Entry/Basic Indoctrination Level training provides 

 individuals with an overview of marine safety. This is 

 accomplished in three stages. At the first stage, Entry 

 Level trainees typically report to field commands for 2 

 to 3 months of intensive orientation and indoctrination. 

 While in the orientation stage trainees are required to 

 complete the Initial Indoctrination Lesson Plan Series 

 (MS 400 U) correspondence course with the Coast Guard 

 Institute. Trainees report to the training officer at 

 designated training ports, or to the training coordinator 

 at all other marine safety units that are not designated 

 as training ports. Training required at this stage is 

 delineated in Section "I""I" (Initial Indoctrination) of 

 the trainee's qualification manual. Once the 

 requirements of the "I""I" area are completed, the 

 trainee will be eligible to continue to the next stage of 

 training. 

 b. The next stage of training at the Entry Level is 

 conducted by the Marine Safety School at the Coast Guard 

 Reserve Training Center (CG RESTRACEN) in Yorktown, 

 Virginia. All active duty trainees must attend either 

 the Marine Safety Petty Officer Course (MS 400), the Port 

 Operations Department Course (MS 422), or the Marine 

 Inspector Course (MS 452) before continuing Entry/Basic 

 Indoctrination Level training in the third and final 

 stage. Reserve trainees must attend the Port Securityman 

 "A" school (PSA) or the Port Safety and Security Officer 

 course (PSSO) as part of their entry/basic indoctrination 

 level 

 CH-7 7-10 
MARINE SAFETY MANUAL 

training. These core courses introduce trainees to the majority of the laws, regulations, policy 

documents, and standards that govern the management and operation of the Coast Guard’s marine 

safety programs. (See also subparagraph 7.A.3.b. (1)(a) above.) 

c. Upon returning to their command, trainees may continue on-the-job Entry Level training in the 

WS or DO areas. When training has been completed at the Entry Level, Letters of Designation, 

see Figure 7-1, are issued by the command attesting to the individual’s satisfactory completion of 

training at this level, and to the individual’s ability to function as a DO or WS in a responsible 

and professional manner. 

2. Technical Level Training And Qualification. 

a. Trainees may begin OJT at the Technical Level prior to completing training at the Entry 

Level. However, Entry Level Training, as discussed in 7.C.1.b, must be completed before 

the trainee can be examined and/or issued a Letter of Designation in any Technical Level 

area. 

b. Trainees assigned to the Inspection or Compliance Department of a marine safety 

command complete resident training in the Marine Inspector Course (MS 452) and return 

to continue training at the unit and OJT in one or more areas of designation. Areas of 

designation are: Hull Inspector (HI); Hull Inspector-Tankship (HT); Machinery Inspector 

(MI); Machinery Inspector-Steam (MS); T-boat Inspector (TI); K-boat inspector (KI); 

Assistant Hull Inspector (FA); Assistant Machinery Inspector (FB); and Barge Inspector 

(BI). In addition, trainees may receive training in several optional areas of designation, 

depending upon the workload demands of the unit. These optional areas are: Liferaft 

Inspector (LR); Dry Dock Inspector (DI); Facility Inspector (EU); Mobile Offshore Drilling 

Unit (MODU) Inspector (MU); Foreign Chemical Tank Vessel Inspector (ML) (also called 

the Letter of Compliance (LOC) Inspector); Licensing and Seaman Document Examiner 

(FE); Licensing and Document Evaluator (FG); Offshore Supply Vessel (OSV) Inspector 

(OI); Commercial Fishing Vessel Examiner*; Foreign Vessel Inspector (FV); Foreign Tank 

Vessel Inspector (TV); and the Control Verification Inspector (CV). 

* A new Commercial Fishing Vessel Examiner (CFVE) National qualification, which fully 

addresses both the knowledge and skill requirements for this program, is under 

development. In the interim, Commanding Officers may credit a CFVE qualification as 

equivalent to the new CFVE for those individuals who have: completed the existing CFVE 

training and qualification checklist in the Commercial Fishing Industry Vessel Safety 

Training and Qualification COMDTINST 16711.14, demonstrated satisfactory subject 

matter knowledge & proficiency equivalent to current District-level OJT or Personnel 

Qualification Standards (PQS), and have satisfactorily performed CFVE activities 

(including vessel examinations, boardings, or personnel training) for a period not less than 

two calendar years. 

c. Trainees assigned to the Port Operations, Response, or Waterways Management 

Department of a marine safety command complete resident training in the Entry Level Port 

Operations Course (MS 401) and return to continue training at the unit and OJT in one or 

more areas of designation. Reserve personnel are afforded the opportunity to complete 

ELPOC in two, two-week sessions. Areas of designation are: Boarding Officer (EI), Harbor 

7-11 CH-12 
MARINE SAFETY MANUAL 

Safety Officer (EK), Facility Inspector (EU), Pollution Investigator (ED), and OSC's 

Representative (ET). Port Operations Department members may receive training in several 

optional areas of designation, depending upon the workload demands of the unit. These 

optional areas are: Contingency Planner (CP), Explosive Handling Supervisor (EB), 

Container Inspection (EC), Special Interest Vessel (SIV) Boarding Officer (EJ), Pistol 

Qualification (EP), Rifle Qualification (ER), and Shotgun Qualification (ES). 

d. Trainees assigned to the Investigation or Investigation and Analysis Department of a 

Marine Safety command are not entry level. Individuals should not be assigned to the 

Investigation Department until they have completed Technical Level training in either the 

Inspection or Compliance Department or the Port Operations Department. Upon 

completion of the entry basic level training and technical qualifications, trainees must 

complete training in the Investigating Officer Course (MS 472) and return to continue 

training at the unit and OJT in one or more areas of designation. Upon successful 

completion of the IOC, the Investigating Officer is eligible to return for instruction in 

advanced investigation skills in the Advanced Investigating Officer Course (MS 472A). 

Areas of designation are: Casualty Investigator (FO); Pollution Investigator (ED); Violation 

Investigator (EO); and Suspension and Revocation Investigator (FN). 

e. Trainees assigned to a Regional Examination Center (REC) complete OJT in Licensing 

Evaluator (FG) and/or Licensing Examiner (FE) areas of designation. Inspection 

Department training, including completion of the Inspection Department Training Course 

(MS 452) should be required to complete training in the Licensing Evaluator (FG) area of 

designation. 

f. Trainees assigned to Strike Teams should attend courses as detailed in the National Strike 

Force Training and Qualification instruction. Upon completion of specified courses, NSF 

members complete OJT and qualifications in a specific order. Areas of designation are: 

Response Member (EE); Response Officer (EH); Response Technician (EF); and Response 

Supervisor (EG). 

g. When a trainee has successfully completed each element required in the approved OJT 

Manual or PQS, including prerequisite OJT or PQS (see Figure 7-1a), Letters of 

Designation (see Figure 7-1) shall be issued by the command attesting to the individual's 

satisfactory completion of training in that area, and to the individual's ability to perform 

the job for which he or she has been trained in a responsible and professional manner. If a 

command chooses to grant qualifications without completion of a required prerequisite, 

such qualifications shall be considered local and shall be rescinded upon transfer. 

7-12 CH-12 
MARINE SAFETY MANUAL 

Figure 7-1a 

Prerequisite requirements for OJT Manuals and/or PQS 

Inspection or Compliance Department

No Prerequisite Must complete prerequisite 

BI 

HI CV 

FV 

TV

HT ML

MI 

KI 

TI 

FA 

FB 

LR 

DI 

MU 

OI 

CFVE 

MS 

7-12a CH-12 
MARINE SAFETY MANUAL 

Figure 7-1a 

Prerequisite requirements for OJT Manuals and/or PQS 

Port Operations, Response, or Waterways Management Department

No Prerequisite Must complete prerequisite 

EI 

EU 

EB 

ET 

(Must do both.) 

ED 

EC 

EK 

CP 

EJ 

Investigation or Investigation and Analysis Department

No Prerequisite Must complete prerequisite 

Regional Examination Center

No Prerequisite Must complete prerequisite 

FO 

EO

MS472 and 

technical 

qualifications 

in either 

Inspection/Port 

Operations 

FG 

FN 

FE 

Strike Teams

No Prerequisite Must complete prerequisite 

EF 

EH 

EE EG

7-12b CH-12 
 MARINE SAFETY MANUAL 

 3. Mid-Management Level Training And Qualification. In the 

 normal course of career development, all prospective 

 executive officers (XO's), detachment supervisors, and 

 department heads of large and mid-sized marine safety 

 commands will probably have previously met the Entry Level 

 training and qualification requirements, and will typically 

 attend either the Chief, Port Operations Department Course 

 (MS 427), Chief, Inspection Department Course (MS 457), or 

 the Marine Safety Executive Officer Course (MS 407). The 

 Marine Safety Executive Officer/Department Head Course is 

 optional for department heads assigned to small marine safety 

 commands (less than 20 personnel). Mid-management personnel 

 shall complete resident training prior to, or as soon as 

 possible after reporting to their marine safety command, and 

 return to their command to continue optional Mid-Management 

 Level training at the unit. No Letters of Designation are 

 issued at the Mid-Management Level. 

 4. Executive Level Positions And Training. Prospective CO's 

 will typically have completed the Entry Level and Mid- 

 Management training programs and have served in at least one 

 of these positions. However, these requirements are not 

 mandatory in order to be considered for assignment to command 

 in the marine safety field. CO's may attend the Marine 

 Safety Commanding Officer Course (MS 408) and the On-Scene 

 Coordinator Crisis Management Course (MS 523). These are the 

 only resident training courses offered specifically for the 

 Executive Level. 

D. Qualification In Marine Safetv Programs. 

 1. Program Management Responsibilities. The qualification of 

 marine safety personnel is directed by Commandant (G-M). The 

 MSTC monitors and evaluates the effectiveness and efficiency 

 of established qualification policies and 

 7-13 CH-12
MARINE SAFETY MANUAL 

procedures. The MSTC formulates and recommends changes in qualification policies and 

procedures to the marine safety program directors if and when changes seem appropriate. The 

MSTC performs the 11 functions listed and described in paragraph 7.B.2.a above. Two of these 

functions are directed specifically at the qualification of marine safety personnel (see subparagraphs 

7.B.2.a. (5) and (11) above). 

2. Marine Safety Training And Qualification Manual. The Marine Safety Training and Qualification 

Manuals (OJT Manual) list all of the knowledge and skill items required of an individual to correctly 

perform one or more marine safety jobs. Each manual shows how training is to be achieved by 

indicating which items are provided in resident courses, in unit training, in various alternative 

instruction materials, and in OJT. 

3. "Grandfather" Clause. In evaluating the effectiveness and efficiency of the established 

qualification policies and procedures, the MSTC also updates and institutes any changes to the 

qualifications as directed by the program directors. In doing so, some qualification 

designations (earned prior to the policy or procedure changes in skill requirements) remain 

valid even though they are no longer part of the program’s core technical training and 

qualification program as follows: 

a. Personnel assigned to marine safety duty prior to 1 October 1984 will be "grandfathered" 

under the previous system. All personnel in marine safety billets under the previous 

system will be considered qualified based on assignment history and job descriptions, 

unless their command feels otherwise. The use of qualification checkoffs and oral 

examinations for "grandfathered" personnel will be at command discretion. 

b. The following qualifications remain valid in an individual’s personnel record; however, 

they no longer represent current policies and procedures. Physical Security 

Team/Maritime Security (EM), Emergency Preparedness Marine Firefighting Coordinator 

(EY), Recreational Boat Factory Inspector (RB), Facility Inspection Survey Team (EV), 

Hazardous Materials Team (EW), Marine Environmental Response Team (EX), Marine 

Firefighting Team (EZ), Small Passenger Vessel Inspector (SV), and Operational Training 

with the Marine Industry (OT). 

E. On-The-Job Training (OJT).

1. OJT Process. Training officers and/or training coordinators at marine safety field units provide the 

appropriate OJT Manual to persons who are beginning training for qualification in a specific area of 

designation. These manuals are road maps that spell out the OJT and OJQ requirements for attaining 

qualification. For purposes of qualification, the trainee should give the manual to the command 

designated qualified person, called the verifying officer, and have that person verify that each task 

was performed satisfactorily by the trainee. 

2. Administration of OJT. 

a. Much of the responsibility for the administration of the training program rests with the trainee. 

The trainee maintains his or her own OJT manual and records, and ensures that they are kept 

current and up to date. Each trainee is expected to take the initiative in requesting specialized 

training, in completing various sections of the OJT manual thoroughly and expeditiously, and in 

submitting completed sections of the manual to his or her 

7-14 CH-12 
 MARINE SAFETY MANUAL 

 training officer or coordinator for review and 

 further action. 

 b. Training officers and/or training coordinators coordinate 

 the training and qualification process, and the 

 administrative procedures established by the command that 

 make the process work. With the exception of Letters of 

 Designation, discussed in paragraph 7.E.3 below, the 

 "how" of administration is left entirely to the command. 

 The command selects who receives which training, in what 

 areas, when, and in what period of time. The command 

 determines who receives optional training and the 

 intensity and scope of the training to be conducted in the 

 various training areas. The command determines the 

 methods by which training materials are presented, the 

 procedures to be followed in recording and evaluating 

 training results, and the need for any additional training 

 desired by the command. 

 3. Letters Of Designation. 

 a. Commands shall prepare Letters of Designation, see Figure 

 7-1, whenever all requirements for a particular OJT manual 

 have been satisfactorily completed by a trainee. Each 

 Letter of Designation shall specify the name of the 

 trainee, the name of the area of designation that has been 

 successfully completed, and the command at which training 

 was conducted. The letter should attest to the command's 

 belief that the individual is qualified in all respects to 

 perform the jobs required of the particular area of 

 designation. 

 b. The original of the Letter of Designation should be 

 delivered to the individual. A copy should be retained in 

 the member's training jacket and command's files. 

 c. If the Letter of Designation is also a Qualification Code 

 for enlisted personnel then an entry into the PMIS 

 database should be made by the either the Admin Staff or 

 the supporting PERSRU. 

F. Professional Resident Courses. 

 1. Coast Guard Resident Courses. Most Coast Guard resident 

 courses are offered at USCG RESTRACEN Yorktown, VA. The 

 following courses provide mandatory training for Coast Guard 

 personnel assigned to specific marine safety jobs: 

 a. Marine Safety Petty Officer Course (MSPOC - MS 400 R). 

 This 6 week course is & entry level course for 

 7-15 CH-7 
 MARINE SAFETY MANUAL 

 FIGURE 7-1 

 Subj: LETTER OF DESIGNATION FOR HULL INSPECTOR (HI) 

 SAMPLE LETTER OF DESIGNATION 

 Commanding Officer 1000 Federal Place 

 U.S. Coast Guard Hiatusport, VA 22155 

 Marine Safety Office (703) 827-2320 

 1500 

 1 July 1993 

 From: Commanding Officer, Marine Safety Office, Hiatusport, VA 

 To: LT A. B. CEMENT, Ill 22 3333, USCG 

 Ref: (a) Marine Safety Manual (COMDTINST M16000.6), paragraph 

 7.E.3 

 (b) Marine Safety Office Hiatusport Instruction 1500.3 

 1. You have completed all training requirements necessary to perform 

 inspections of hull structures, lifesaving, firefighting, and 

 emergency equipment on vessels of 100 gross tons and over. 

 2. You are authorized to carry out the responsibilities of a Coast 

 Guard marine inspector during the inspection of subject vessels. 

 You will be guided in your duties by applicable sections of the 

 Marine Safety Manual, the U.S. Code of Federal Regulations, and 

 applicable Commandant, district, and Marine Safety Office, 

 Hiatusport directives. 

 3. This Letter of Designation should be retained as a permanent part 

 of your marine safety training and qualification record. 

 R.C. KUBRICK 

 Copy: Division 

 Service Record 

 Training Jacket 

 File 

 Member 

 CH-7 7-16 
 MARINE SAFETY MANUAL 

 active duty petty officers new to the Port Operations Department 

 at a Marine Safety Office. The course covers pollution 

 prevention and MARPOL requirements, inspections of waterfront 

 facility, basic vessel design and systems, vessel boarding 

 procedures and requirements, dangerous cargo stowage and 

 segregation, cargo transfer monitoring, harbor patrols, 

 environmental laws, investigations, hazard assessment, 

 occupational safety, hazardous chemical and oil spill response, 

 and MSIS data entry and retrieval. Training is provided through 

 a combination of classroom lectures, discussions, group 

 exercises, laboratory work and field exercises. This course 

 provides OSHA required training needed for field units to certify 

 personnel at the "First Responder Operations Level" as noted in 

 29 CFR 1910.120(q)(6)(ii) which requires 8 hours of specific 

 training, and initial training as "General Site Workers" as noted 

 in 29 CFR 1910.120(e)(3) which requires 40 hours of training. (As

 a reminder, OSHA requires 8 hours annual refresher training for

 personnel in the general site worker category and "adequate"

 training for first responders operations level. Refresher

 training is the responsibility of field units.) (See 29 CFR 

 1910.120(e)(8) and 29 CFR 1910.120(q)(8).) The typical student 

 would benefit from having 2 to 3 months of field experience at 

 their unit prior to attending this course. 

 b. Port Safety/Security Officer Course MS 402 (Reserve). This two 

 week course for reserve officers and senior reserve enlisted 

 personnel provides entry level training in the MPS and MER 

 programs. Topics include an introduction to the management of 

 vessel inspections, facility inspections and port security. 

 c. Safety And Occupational Health Coordinator Course (SOHC - MS 405

 R). This is a 1-week advanced course which trains personnel to 

 manage safety and health programs at marine safety units. 

 Offered twice a year, the course is designed for junior officers 

 and senior unit enlisted personnel who are assigned the 

 collateral duty of Safety and Occupational Health Coordinator 

 (SOHC). The course includes instruction in identification of 

 hazards common to the marine industry, training in the use of 

 sampling techniques and instruments and instruction in the laws, 

 regulations, and policies that guide development of the unit 

 safety and health program. Training is provided through a 

 combination of classroom lecture, laboratory work, and exercises. 

 7-17 CH-7 
 MARINE SAFETY MANUAL 

 d. Marine Safety Executive Officer Course (XO - MS 407 R). This 2 

 week course prepares technical level marine safety personnel for 

 first time management positions as executive officer. Topics 

 include administration, planning initiatives, media relations, 

 personnel management, computer utilization, work plan design, and 

 budget matters. 

 e. Marine Safety Commanding Officer Conference (CO - MS 408 R). 

 This 1 week conference exposes prospective and incumbent 

 Commanding Officers of Marine Safety Offices to the goals and 

 objectives of marine safety operating and support programs. 

 f. Port Operations Department Course (PODC - MS 422 R). This 7 week 

 course is an entry level course for active duty officers and 

 senior enlisted personnel new to the Port Operations Department 

 worker category and adequate" training for first responders

 at Marine Safety Offices. The course provides an overview of 

 material covered in MSPOC from a supervisor's perspective. More 

 in-depth training is provided in contingency planning, waterways 

 management, spill management and documentation, public affairs, 

 and program administration. Training is provided through 

 classroom lectures, discussions, group exercises, laboratory work 

 and field exercises. This course provides OSHA required training 

 needed for field units to certify personnel at the "First 

 Responder Operations Level" as noted in 29 CFR 1910.120(q)(6)(ii) 

 which requires 8 hours of specific training, and initial training 

 as "General Site Workers" as noted in 29 CFR 1910.120(e)(3) which 

 requires 40 hours of training. (As a reminder, OSHA requires 8

 hours annual refresher training for personnel in the general site

 operations level. Refresher training is the responsibility of

 field units.) (See 29 CFR 1910.120(e)(8) and 29 CFR

 1910.120(q)(8).) The typical student would benefit from having 2 

 to 3 months of field experience at their unit prior to attending 

 this course. 

 g. Chief, Port Operations Department Course (CPODC - MS 427 R). This 

 2 week course is designed for Marine Safety Office Chiefs of Port 

 Operations departments. It focuses on providing the student with 

 management and program administrative skills for the Port 

 Operations Department. The course covers the vessel boarding 

 program, facility inspection program, waterways management 

 issues, spill management, planning, and Occupational Safety and 

 Health program requirements. 

 CH-7 7-18 
 MARINE SAFETY MANUAL 

 h. Marine Inspector Course (MIC - MS 452 R). (formerly Marine 

 Safety, Inspection Department Course) MIC is an 8 week entry 

 level course for officers and senior enlisted personnel (E-6 

 through 0-5). The course trains personnel to inspect a wide 

 variety of marine vessels: e.g., cargo vessels, passenger 

 vessels, small passenger vessels, and fishing vessels. Topics 

 include lifesaving, firefighting, cargo and navigation systems, 

 hull and machinery inspection, licensing and plan review, and 

 occupational safety and health. The course normally convenes 4 

 times per year with an average class size of 28 students. Most 

 course attendees are trainees assigned to Marine Safety Offices. 

 The course provides the student with a broad scope of technical 

 information supported by hands-on exercises and laboratory 

 activities. Four visits to MARAD vessels, visits to a petroleum 

 barge, the MK School, a fiberglass boat builder, and a "T" boat 

 repair yard provide practical application of inclass lectures. 

 The students also conduct a simplified stability experiment using 

 several 41 foot (12.5 meter) UTB's. Guest lecturers are used to 

 i. 

 augment instructors. 

Recreational Boating Standards Inspector Course (RBS - MS 453 R). 

 This 4 day course is offered to officers and chief petty 

 officers. The course covers technical, administrative, legal and 

 regulatory skills required to conduct recreational boat 

 manufacturer factory visits. The students examine recreational 

 boats on trailers making measurements to verify manufacturer 

 calculations. 

 j. Chief, Inspection Department Course (CIDC - MS 457 R). This 2 

 week specialized course is for officers assuming Chief, 

 Inspection Department (CID) positions. The students are briefed 

 on a variety of topics by guest speakers from Coast Guard 

 Headquarters, American Bureau of Shipping, MARAD, the Coast Guard 

 Civilian Personnel Branch and the staff at the Marine Safety 

 School. In addition, time management techniques, scheduling, 

 subordinate development, training plan development, and budget 

 planning are also introduced. The course highlights are role 

 playing exercises where the CID is required to make decisions on 

 controversial issues. 

 k. Investigating Officers Course (IOC - MS 472 R). This 4 week 

 specialized course is for officers and senior enlisted personnel 

 newly assigned as Investigating Officers at marine safety units. 

 Typically, these students have already served in the Inspections 

 or Port Operations departments at their unit. The 

 7-19 CH-7 
 MARINE SAFETY MANUAL 

 course is offered 3-4 times per year with the normal 

 class size being 24 students. During the 4 weeks of 

 instruction, students are taught the skills needed to 

 perform investigations in support of civil penalty 

 proceedings, marine casualty investigations, and 

 suspension and revocation procedures. The capstone of 

 the course is a moot hearing before a Coast Guard 

 Administrative Law Judge. 

 l. Explosive Handling Supervisor Course (EHS - MS 496 R). 

 This is a 2 week course intended for active duty and 

 reserve officers and petty officers. Topics covered are 

 compliance with federal regulations for safe handling of 

 commercial and military explosives, packaging of 

 hazardous materials cargo and military explosives, 

 regulations of the International Maritime Organization, 

 vessel preload examinations, supervision of cargo 

 operations, and requirements for blocking and bracing of 

 cargo. 

 m. Marine Safety Information System Course (MSIS - MS 510

 R). This 1 week course is designed for marine safety 

 personnel assigned to any marine safety billet. The 

 course covers all aspects of MSIS and emphasizes hands-on 

 experience. No prior experience on MSIS is required. 

 n. On-Scene Coordinator Crisis Management Course (OSC MS 523

 R). This 8 day course is designed to provide the skills 

 necessary for senior decision makers to manage crisis 

 events, particularly significant pollution incidents and 

 maritime disasters. It is attended by federal, state and 

 marine industry OnScene Coordinators. 

 o. Commercial Fishing Vessel Examiner's Course (FISHV MS 527

 R). This 1 week course is designed for officers and 

 petty officers involved with examining commercial fishing 

 vessels. The course provides the student with 

 comprehensive understanding of federal regulations in 

 this area and how these regulations improve the safety of 

 commercial fishing industry vessels. Additionally, 

 instruction and practice in the technical skills inherent 

 in applying the regulations are also given. Course 

 graduates generally return to their units for additional 

 on the job training prior to independently interacting 

 with the commercial fishing fleet. 

 p. Coastal Defense Deliberate Planner, Port Level Course (MS

 732 R). This 2-week course is designed for Coast Guard 

 and Navy officers assigned duties involving the 

 preparation of port level operations plans (OPLANS). 

 CH-7 7-20 
 MARINE SAFETY MANUAL 

 Active duty and reserve students receive training in 

 developing, writing, and executing CCGF OPLANS. 

 q. Coastal Defense Command Staff Course (MS 733 R). 

 This course was developed for district, area and Headquarters 

 readiness planners who collate OPLANS into higher level plans. 

 Skills relating to port prioritizing and the resolution of 

 shortfalls in port level OPLAN's are taught. The tasks of 

 OPLAN review and approval and mobilizations staffing are also 

 covered. 

 r. Coastal Defense Exercise Planner, Port Level Course (MS 735

 R). This 2 week course is designed for port level officers 

 who will be planning field training exercises (FTX's), or for 

 the district/area readiness planners who review and approve 

 budgets and planning for port level exercises. Active duty 

 and reserve students receive training in all phases of 

 exercise development from initiation through evaluation and 

 documentation of lessons learned for OPLAN improvement. 

 s. Coastal Defense Command And Control Courses (MS 739 R). This 

 1 week course is designed for officers assigned as CCGF, 

 Deputy CCGF, or district staff positions involving CCGF 

 operations. This course emphasizes time sensitive planning 

 evolutions, upper level command and control issues, and the 

 use of the CCGF OPLAN to resolve crisis or contingency 

 situation in the port area. 

 2. Other Resident Commercial Course

 a. Introduction To Offshore Operations, MS 401. This is 

 a 1 week course designed for people with little or no 

 background in offshore operations. Covers the following 

 topics: why offshore operations are important, principles and 

 apparatus for marine exploration, environmental information 

 needed for offshore operations, types of MODU's, offshore 

 platforms, production drilling from platforms, offshore 

 pipeline construction, offshore production systems, oil spill 

 prevention and cleanup, regulatory bodies affecting offshore 

 drilling, and production activities and terminology. 

 b. Crude Oil Washing/Inert Gas (COW/IGS), MS 404. This 1 week 

 course familiarizes inspectors with the design, operation, 

 maintenance, testing, and inspection of COW and IGS as they 

 are installed on vessels. 

 7-21 CH-7 
 MARINE SAFETY MANUAL 

 c. Certified Weld Inspection, MS 424. This 1 week course 

 furnishes information in fundamental concepts associated 

 with weld inspection. Special emphasis is directed 

 toward two major areas of weld quality assurance. The 

 first is procedural in nature and includes surveillance 

 of ongoing quality assurance procedures in a welding 

 facility. The second is technical in nature and provides 

 guidance in the visual, NDT and mechanical testing of 

 welded structures to determine acceptability with regard 

 to the specified quality level. 

 d. Fiberglass Reinforced Plastic Boats Course (FRP MS 454

 R). This 1 week course introduces qualified marine 

 inspectors to the mechanical properties, fabrication 

 techniques, and testing of FRP used in marine 

 applications. Additionally, a seminar approach is used 

 to familiarize attendees with Coast Guard policies 

 concerning the use of FRP in commercial vessel 

 construction. 

 e. T-Boat Structural Plan Review Course (T-Boat MS 462 R). 

 (TO BE DEVELOPED) 

 f. Dynamics Of International Terrorism, MS 500. Course 

 offered at Hurlburt Field, Florida for upper level 

 management of port security program. 

 g. Wooden Boat Inspection Training, MS 501. This 1 week 

 course provides a framework for understanding the 

 structures of wooden boats, and the limits and potentials 

 of those structures. Participants will gain 

 understanding of the evaluation process and of sensible 

 and economical maintenance strategies. Participants will 

 progress. 

 h. 

 visit local boatyards for condition surveys as well as 

 for observation of repair and maintenance operations in 

Seaport Security Anti-Terrorism, MS 502. This 1 week 

 course is conducted by the Federal Law Enforcement 

 Training Center (FLETC). It is designed to provide 

 personnel with basic theory and practical application of 

 physical security procedures and systems for ports. 

 i. Hazardous Material Incident Response, MS 503. This 5 day 

 course is conducted by the Environmental Protection 

 Agency (EPA). It is designed to provide personnel 

 involved with the investigation/remediation of 

 uncontrolled hazardous waste sites and, to a lesser 

 extent, response to an accident involving hazardous 

 materials. It provides basic information needed to meet 

 the requirements of 29 CFR 1910.120 "Hazardous Waste 

 Operations and Emergency Response." 

 CH-7 7-22 
 MARINE SAFETY MANUAL 

 j. Treatment Technologies For Superfund, MS 504. The 4 day course 

 conducted by EPP provides participants with overview of treatment 

 technologies most frequently used for cleanups at uncontrolled 

 waste sites. The emphasis of the course is on the selection of 

 the appropriate treatment technologies rather than the designs of 

 such systems. This course is for NSF personnel only. 

 k. Oil Spill Control Course, MS 505. The purpose of participants 

 with the knowledge and skills necessary for handling an oil spill 

 within the capabilities of available personnel and equipment. 

 This program is directed toward spill control and 

 countermeasures. Instruction is provided by guest speakers, 

 classroom lectures and hands-on experience. Trainees learn to 

 work within the framework of the law, maximizing response 

 effectiveness under actual spill conditions while minimizing 

 expense and liability. 

 l. Marine Firefighting Strategy And Tactics

 (Advanced Marin Firefighting), MS 506. This 1 week course is 

 designed for all marine personnel who may be involved in 

 leadership role at fire scene. The purpose of the course is to 

 provide participants with the knowledge required to conduct a 

 rapid and precise size-up of a fire or emergency situation aboard 

 a ship. It will also help them determine the probabilities of 

 life hazard, extension of fire and explosion potential and 

 coordinate personnel rescue and evacuation operations. In 

 addition, the course will enable the tactics coordinator to 

 direct the extinguishment of a fire with available resources, and 

 coordinate overhaul and salvage operations. Tactical information 

 will be covered in the classroom utilizing lectures, case 

 histories, films and a firefighting tactical simulator. Students 

 will act as tactical coordinators in multiple fires using the 

 superstructure of the training ship. The fires will be 

 videotaped for playback and critique in the classroom. Topics 

 include: pre-fire planning, organization of fire party, training 

 of fire party, firefighting procedures at sea, firefighting in 

 port, storage and handling of hazardous materials, use of water 

 and its effect on stability, size-up, inspecting and servicing of 

 fire suppression equipment, and tactical priorities. 

 m. Diesel Engineroom Automation, MS 5.07. This 1 week 

 course familiarizes inspectors with the design, operation and 

 testing of diesel automation systems installed on vessels. 

 7-23 CH-7 
 MARINE SAFETY MANUAL 

 n. Steam Engineroom Automation, MS 508. This I week course 

 familiarizes inspectors with the design, operation and 

 testing of steam automation systems installed on vessels. 

 o. Commercial Truck Driving School, MS 509. This 2 week 

 course provides the skills, knowledge and technical 

 ability to perform the duties of a motor vehicle driver 

 starting and gear shifting, braking, backing, parallel 

 of double-axle tractors assigned to the National Strike 

 Force (NSF). Provides some experience in transportation 

 of a large assortment of highly specialized heavy-duty 

 response equipment. This training prepares the strike 

 team member to operate in all geographical areas safely 

 and efficiently. The student will be instructed on 

 federal Interstate Commerce Commission (ICC) 

 requirements, weigh stations, special permits, roadway 

 safety and road signs, operation of the vehicle, engine 

 parking, open highway and city driving. 

 p. Mako Compressor Repair, MS 511. This 3 day course covers 

 installation, maintenance, overhaul, repair, trouble- 

 shooting (both electrical and mechanical), parts, 

 purification and accessories. This course is offered to 

 NSF members only. 

 q. Bauer Compressor Repair, MS 512. This 3 day course 

 provides basic understanding of the workings and service 

 techniques of a Bauer compressor system. This class is 

 designed for and oriented around high pressure 

 compressors for breathing air and industrial air 

 applications. The course is offered to NSF members only. 

 r. Gas Carrier Inspector, MS 513. This 4 week course 

 provides theory and insight into all the components and 

 modern gas carriers, including piping diagrams, flow 

 instrumentation involved in cargo handling systems aboard 

 schemes, troubleshooting and decision making in emergency 

 situations. 

 s. Outer Continental Shelf (OCS) Inspector Course, MS

 514. This 4 week course provides knowledge in the 

 following areas: Coast Guard laws and regulations; OCS 

 regulations of other agencies and USCG interaction; CCGD8 

 policy and instructions; offshore drilling; MODU 

 industrial equipment; MODU stability and load line 

 assignment; helo decks; aids to navigation on MODU's; 

 lifesaving equipment; industry safety; platform and MODU 

 inspection procedures; platform introduction; MODU 

 organization; helo escape and survival; and workover 

 rigs. 

 CH-7 7-24 
 MARINE SAFETY MANUAL 

 t. Seaman's Documents And Licensing, MS 518. (BEING DEVELOPED) 

 u. Chemical Tanker Safety, MS 525. This 1 week course covers 

 transportation of liquid chemicals in bulk via 

 chemical/parcel tankers. 

 v. Nondestructive Testing, MS 526. (TO BE DEVELOPED) 

 3. Administrative Process For Reauesting Professional Resident

 Courses. 

 a. Commandant (G-MP-3) serves the marine safety programs by 

 providing as much quality training as resources permit. 

 Certain procedures have been established to ensure that every 

 unit receives the maximum training possible within 

 constraints of available resources. 

 b. In January of each year, Commandant (G-MP-3) conducts a 

 Training Needs Survey sending a list of courses to each 

 marine safety field unit, district (m) staff, and 

 headquarters division within the Office of G-M. This list 

 includes Coast Guard - sponsored marine safety courses, and all 

 courses available from other sources that satisfy certain 

 specified training requirements. Using this list of courses, 

 each marine safety unit (staff, division) should prepare an 

 annual training plan. The plan should then be used to 

 prepare the unit's annual resident training request by 

 selecting the course quotas that the unit requires. This 

 annual training request should be returned to Commandant (G- 

 MP-3) by the date noted in the letter providing guidance for 

 the survey. 

 c. Commandant (G-MP-3) allocates quotas to courses as they are 

 scheduled. Allocations are based on each unit's response to 

 the quarterly solicitations noted on the Marine Safety 

 Training Information (MSTI) bulletin board in MSIS. Units 

 are informed by the MSTI bulletin board that they have been 

 allocated a quota to a course. Units should then respond to 

 the MSTI within the time period indicated. The unit's 

 response should indicate the name, rank or rate, and social 

 security number of the person selected to attend. When 

 circumstances require, quotas may be declined. 

 d. Occasionally, professional resident courses not scheduled on 

 the marine safety training plan come to the attention of 

 field units, district staffs, and/or headquarters personnel. 

 Because these courses could be of benefit to marine safety 

 personnel, units should make Commandant (G-MP-3) aware of 

 these training opportunities. 

 7-25 CH-7 
 MARINE SAFETY MANUAL 

 e. Requests for unscheduled professional resident training 

 should be submitted to Commandant (G-MP-3) at least 8 weeks

 prior to the desired convening date of the course, and should 

 include the following: 

 (1) Course title; 

 (2) Name, address, and phone number of the training 

 facility; 

 (3) Name and address of the person to contact at the 

 (5) Duration of the course; 

 training facility; 

 (4) Available convening dates for the course; 

 (6) Brief course description and outline; 

 (7) Type of person for which the course is intended; 

 (8) Any prerequisites; 

 (9) The name, rank or rate, and social security number of 

 those who are requesting to attend; 

 (10) Contact person and phone number of the unit making the 

 request; 

 (11) Any justification for the request; 

 (12) Any impact that will be felt if the training is not 

 received; 

 (13) Any tuition or registration fee; and 

 (14) Estimated cost per person of travel and per diem. 

 Once the request is received at Headquarters, the request and 

 any supporting information will be evaluated, and a decision 

 will be made. The requester will be notified of the 

 determination. 

 4. Course Critique Requirements. Upon completion of any resident 

 commercial course, the participant shall submit a written 

 critique of the attended course directly to Commandant (G-MP-3). 

 The format of the critique is found in Figure 7-2. Critiques are 

 used to determine if a course should be retained, deleted, or 

 modified. 

 CH-7 7-26 
 MARINE SAFETY MANUAL 

G. Nonresident Training Administered by Marine Safety CommandsM. 

 1. Nonresident Training Provided By The Command. 

 Nonresident training materials have been collected from a 

 variety of sources. Nonresident courses have different 

 administrative requirements and procedures associated with 

 them. Some courses, when completed, lead to the issuance of 

 certificates; some do not. Some courses offer reusable 

 training materials while others do not. For more detailed 

 information on each of the various courses, contact your 

 training officer or training coordinator. 

 2. Self-Study Training. A significant element of the 

 training program at all levels is the responsibility of 

 individuals to manage their own training. Completion of any 

 of these training materials should be recorded at the unit 

 level and would be a positive factor in the completion of 

 performance evaluation. 

 a. Correspondence Courses. Individuals wishing to take a 

 correspondence course (i.e., one which involves lessons 

 being mailed back to an institution for grading, with or 

 without college credit), should advise the Training 

 Branch, Commandant (G-MP-3), of the course title, cost, 

 offering institution, duration, and course synopsis. The 

 Training Branch will advise if the course is appropriate, 

 and if funds are available to pay for it. The purpose of 

 involving the Training Branch is to ensure that the 

 program manager is aware of the type and volume of 

 training, and to provide a clearing point for advising 

 others of training available. This will be an 

 individual's initiative. Evaluation of the materials 

 will be required. 

 b. Self-Study Courses. This was envisioned as a one-time 

 course of study with no lesson plans, grades, or 

 institutional credit. The Training Branch, Commandant (G- 

 MP-3), should be advised in order to provide funding and 

 make the materials known to others. Evaluation of 

 materials will be required. 

 3. Correspondence Course Descriptions. 

 a. Initial Indoctrination Lesson Plan (IILPS), MS 400 U. 

 This is a correspondence course which provides 

 prospective marine safety students with fundamental 

 information prior to resident training. This course 

 eliminated one week of resident training in both the 

 Marine Inspector Course (MS 452) and the Port Operations 

 Department Course (MS 422). The course in now 

 administered through the Coast Guard Institute, but 

 subject matter updates and course expansion 

 7-27 CH-7 
 MARINE SAFETY MANUAL 

 FIGURE 7-2 

 MARINE SAFETY RESIDENT COMMERCIAL COURSE CRITIQUE 

 This critique is in two sections. The first concerns the actual 

 training course content; the second concerns your comfort during the 

 training. Please don't mix the feedback, since different cures are 

 used for course content problems and comfort problems. We don't want 

 to lose a good course when a change in lodging accommodations is what 

 is actually needed. 

 Course Title:________________________________________________________ 

 Course Location:_____________________________________________________ 

 SECTION I: Course Content 

 1. Were the objectives of the course furnished to you? 

 2. Did the course accomplish all of the stated objectives? 

 3. Did the course provide necessary training for your job? 

 SECTION II: Course Environment 

 4. Specifically, which part of your job did this course best train you for? 

 5. Is there a sufficient number of personnel at your unit trained in 

 this course of instruction? 

 6. Was the material that was covered up to date? 

 7. Were you comfortable at this facility and/or location? Why? 

 8. Was the course length sufficient? Too long or too short? 

 9. Any other comments you strongly feel about this course? 

 10. Would you recommend this course to other marine safety personnel? 

 CH-7 7-28 
 MARINE SAFETY MANUAL 

 remain the responsibility of the Marine Safety 

 Branch, Yorktown, VA. 

 b. Welding Inspection And Quality Control, MS 455 C 01. This 

 course consists of 14 lessons: The Welding Inspector, The 

 Metric System Welding Terms and Symbols, Basic Welding 

 Metallurgy, Weld Joint Preparation and Temperature Control, 

 Joining and Cutting Processes I and II, Qualification 

 Procedures, Codes Governing Welding Inspection, Imperfections 

 and Discontinuity, Testing of Welds, Visual and Liquid 

 Penetrant Inspection, Magnetic Particle and Radiographic 

 Inspection, Ultrasonic Inspection, Eddy Current Inspection, 

 and Other Inspections and Tests. While course materials can 

 be used for independent self-study, they are more effectively 

 applied when presented by a qualified subject matter expert, 

 assigned to the command, who meets requirements for serving 

 as an instructor. Satisfactory completion of this course 

 leads to the issuance of a Materials Engineering Institute 

 Certificate and five Continuing Education Units (CEU's). 

 This course is offered by ASM International, Materials 

 Engineering Institute in Materials Park, Ohio 44073. For 

 information on how to enroll contact ASM International at the 

 above address or call (216) 338-5151 ext. 527. 

 4. Drills And Exercises - National Preparedness for Response

 Exercise Program (NPREP). The National Strike Force Coordination 

 Center (NSFCC), located in Elizabeth City, NC, augmented by the 

 Marine Safety Branch, Yorktown, VA, and in conjunction with 

 Commandant G-MEP and G-RER, develops and conducts comprehensive 

 oil and hazardous material spill simulations to test the 

 effectiveness of Area Contingency Plans. Each simulation is 

 specifically designed for the port in which it is conducted. The 

 simulations are developed over an eight week cycle during which a 

 design team is formed that includes representatives from the 

 participating Coast Guard District, Marine Safety Office, the 

 National Strike Force, and various representatives of government 

 and industry. The simulation is a management decision-making 

 program that allows a Unified Command, headed by the OSC, to 

 exercise a response organization, Area Contingency Plan, and/or 

 Vessel/Facility Response Plan in a realistic albeit fictitious 

 scenario. Each exercise is evaluated focusing on utilization of 

 the unified command approach to spill management within the 

 guidelines of the Vessel/Facility response plan, and the Area 

 Contingency Plan. Five simulations are conducted each year in 

 the coastal zone, and a sixth in the inland zone. 

 7-29 CH-7 
 MARINE SAFETY MANUAL 

 5. Administrative Procedures. Each command must be satisfied 

 that a person attending a lesson plan presentation or 

 participating in other command directed training activities 

 has met the training objectives established for that plan or 

 activity. The method by which the attainment of training 

 objectives is verified is left to command discretion. 

H. Training With The Marine Industry. 

 1. Philosophy And OverviewM. 

 a. The Coast Guard selects and assigns active duty 

 individuals to Operational Training with The Marine 

 Industry to prepare those individuals for mid-management 

 and executive level positions in the Coast Guard. The 

 primary objective of the training is to develop the 

 participant's conceptual and analytical capability by 

 observing and working in a marine industry operational 

 mid-management position. The participant is given a 

 unique and valuable opportunity to observe and evaluate 

 the actions, reactions, and interactions of marine 

 industry midand executive-level management from a real 

 world operational perspective. Exposure to actual 

 problem solving and decision-making processes are 

 experienced in acting or reacting to federal regulations, 

 competitive pressures, economic conditions, and 

 technical/operational problems. While assignments to 

 maritime labor organizations are not presently included 

 in this training, every opportunity should be taken to 

 participate with them sometime during the period to learn 

 the perspective of this important part of the community. 

 b. A secondary objective of the program is to give the 

 individual the opportunity to develop and exercise 

 interpersonal skills by representing the Coast Guard, by 

 serving as the Coast Guard's spokesperson with the 

 organization. Because the individual is on assignment 

 with the sponsoring company, development in this area is 

 accomplished with little Coast Guard supervision. The 

 individual's success in the program is partly determined 

 by the ability to seek and attain the confidence of the 

 sponsor and be included in mid-management problem solving 

 and decision-making processes. 

 c. A third objective is to provide individuals with the 

 opportunity to increase and expand their technical 

 knowledge in a specific area of the marine industry. 

 These three objectives can be attained with any company 

 or association, as there is no precedence of 

 CH-7 7-30 
 MARINE SAFETY MANUAL 

 training. The primary consideration will be location of the 

 follow-on duty station desired by, or available to, the 

 trainee. 

 2. Merchant Marine Industry Training. 

 a. The "Industry Training" program was established in 1948, 

 only a few years after the Coast Guard assumed the duties of 

 the Bureau of Marine Inspection and Navigation (BMIN) for 

 vessel inspections. Participants were tasked with learning a 

 particular segment of the merchant marine industry: to 

 observe their operational procedures, note unique business 

 methods, observe the effect of regulation upon their 

 operations, become conversant with their problems and their 

 solutions, and develop personal management skills through 

 observation and performance. A significant benefit has also 

 been the opening of lines of communication between industry 

 and the Coast Guard. 

 b. The Merchant Marine Industry Training Program explores eight 

 different areas of maritime operations: major oil or 

 freight shipping, offshore oil, shipyard and shipbuilding, 

 towing, Great Lakes trade, cruise lines, small passenger 

 vessels, and the American Bureau of Shipping. 

 c. The time available for training in these eight areas varies. 

 The Oil/Freight Shipping Training is a 1 year program and 

 participants are expected to concentrate on learning and 

 understanding the management structure of the sponsoring 

 company. The Offshore Oil Company Training is also of 1 

 year's duration. Participants are expected to learn about 

 the diversity and scope of offshore operations by spending 

 some time with the management structure of the sponsoring 

 company, and also by visiting and working with other 

 companies and organizations that support the sponsoring 

 company (i.e., OSV owners/operators, etc.). 

 d. Both the Shipbuilders Council of America and the Lake 

 Carriers' Association training are 6 month programs. Both 

 require that the participant concentrate on learning and 

 understanding the unique features of these areas of marine 

 industry operations. However, Shipbuilders Council of 

 America training is directed more pointedly to studying and 

 observing the management structure of a sponsoring company. 

 Lake Carriers' Association, on the other hand, emphasizes 

 study and observation of the interrelationships and working 

 practices that exist between many diversified private and 

 public organizations and agencies. 

 7-31 CH-7 
 MARINE SAFETY MANUAL 

 e. The American Waterways Operators (AWO) sponsored training 

 is a 4 month program providing greater insight into the 

 towing industry. The participant serves with different 

 towing companies, learning their management challenges, 

 decision-making methods, and operating procedures. 

 3. Port Safety Industry Training. 

 a. The Port Safety Industry Training Program is centered 

 around commerce and government in a large port 

 environment. Since the enactment of the Ports and 

 Waterways Safety Act of 1972 (PWSA) and the accompanying 

 increase in port safety activity, the Coast Guard has 

 experienced the need for additional knowledge of 

 commercial port operations for its officers. This need 

 is met in part through port safety industry training. 

 Ten different ports located throughout the United States 

 have provided training for Coast Guard officers. 

 b. During the 6 month program, initial indoctrination is 

 spent with the host Port Authority where candidates learn 

 the role and management structure of these quasi-public 

 organizations. Next, trainees explore the industry 

 spending 2 to 3 days each with representative shipping 

 agents, freight forwarders, terminal operators, labor 

 organizations, etc. Time is also spent with the 

 applicable federal agencies (e.g., OSHA and Customs), and 

 with state and local governments. Participants 

 concentrate their attention on learning and understanding 

 the management structure of these organizations before 

 they are exposed to the realities of the company's 

 interaction with other industry and government within the 

 port. 

 c. Upon completion of the training program, the trainees 

 will be assigned at either a Marine Safety Office or 

 district office located in the port where the training 

 was conducted. Every attempt is made to assign the 

 trainees to billets in the Port Operations Department at 

 MSO's, preferably as the chief or assistant chief of the 

 department. 

 4. Operational Training With The Marine Industry. 

 a. Professionalism in marine safety requires more than the 

 mastery of certain skills and the acquisition of 

 specialized knowledge. It requires an in-depth 

 understanding and real comprehension of the issues, 

 priorities, concerns, and problems of the regulated 

 industry. For this reason, individuals beginning 

 CH-7 7-32 
 MARINE SAFETY MANUAL 

 careers in marine safety, who have not had the opportunity to 

 observe the operations of commercial vessels first hand, may 

 and should apply to participate in this program. The primary 

 thrust of the training is to introduce trainees to maritime 

 operating practices, problems, and concerns. 

 b. Operational Training With The Marine Industry requires the 

 participant to complete a structured series of tasks as part 

 of a specialized OJT program. The tasks require that the 

 participant observe specific operations and discuss specified 

 matters with company shipboard and shoreside personnel who 

 represent both management and labor. Completion of training 

 results in the issuance of a Letter of Designation by the 

 participant's command for the operational training area. 

 c. The Operational Training Program is administered, 

 coordinated, and funded by Commandant (G-MP-3) at Coast Guard 

 Headquarters. Training duration is about 30 days, with the 

 actual duration left to command discretion. Procedures for 

 application to this program are described in subparagraph 

 7.H.6.c below. 

 5. Ship Rider Program. 

 a. The objective of the Ship Rider Program is to familiarize 

 marine safety personnel with the unique features of certain 

 special vessels or activities which can represent a 

 substantial part of U.S. commercial maritime operations in a 

 particular geographic area. Tug and barge activities in the 

 towing industry, ore carriers and practices on the Great 

 Lakes, and cryogenic cargo operations are but three examples 

 of specialized vessels or activities that fit this category. 

 While use of the operational training section of the OJT 

 manual is encouraged and could be helpful in meeting the 

 training objectives of the Ship Rider Program, this Program 

 should be viewed as a supplement to, or refresher for, the 

 Operational Training Program. The Ship Rider Program is not 

 a substitute for the Operational Training Program and does 

 not lead to the issuance of a Letter of Designation in the 

 operational training area. 

 b. The Ship Rider Program is administered, coordinated, and 

 funded by the districts. Each district, in concert with its 

 field commands, determines the scope and intensity of the 

 Ship Rider training effort. Field commands make training 

 arrangements with marine industry contacts within their zones 

 since they are best able to judge and match training needs 

 with training opportunities. Training duration is 

 7-33 CH-7 
 MARINE SAFETY MANUAL 

 estimated at 2 weeks, but the actual determination is left to 

 command discretion. 

 6. Application Procedures For Training With The Marine

 Industry. 

 a. Merchant Marine Industry Training. Application for the 

 Merchant Marine Industry Training Program is conducted in 

 accordance with paragraph 2-B-1-c-(6) of the Coast Guard 

 Training and Education Manual, COMDTINST M1500.10B. 

 b. Port Safety Industry Training. Application for the Port 

 Safety Industry Training Program is conducted in accordance 

 with paragraph 2-B-1-c-(6) of the Coast Guard Training and 

 Education Manual, COMDTINST M1500.10B. 

 c. Operational Training With The Marine Industry. 

 (1) Any marine safety command may request operational 

 training with the marine industry. Only persons 

 permanently assigned to a marine safety billet or 

 position at that command are eligible for consideration. 

 Individuals may initiate the request by contacting their 

 training officer or training coordinator. Application 

 should be made to the command following what ever 

 procedures the command has prescribed. As funds become 

 available, individual commands are notified and they 

 select participants from their list of applicants. 

 (2) In its annual training plan, each command advises 

 Commandant (G-MP-3) of the number of persons it desires 

 to train in this program. Any adjustments to this 

 estimate, up or down, or shifts from fiscal quarter to 

 fiscal quarter, should be handled by rapidraft letter to 

 Commandant (G-MP-3) requesting that the original plan be 

 modified as indicated in the rapidraft. As funds become 

 available, Commandant (G-MP-3) will notify each command 

 by rapidraft letter that they should select an eligible 

 individual and provide the name, rank, and social 

 security number of their candidate to Commandant (G-MP- 

 3) by a specified date. 

 d. Ship Rider Program. See subparagraph 7.H.5 above. 

 Information on application procedures should be promulgated 

 in the district OPLAN. 

 CH-7 7-34 
 MARINE SAFETY MANUAL 

7. Selection And Assignment Procedures. 

 a. Selection For Industry Training. Selection into the Merchant 

 Marine Industry Training Program and the Port Safety Industry 

 Training Program is conducted in accordance with paragraph 2- 

 B-1-c-(7) of the Training and Education Manual, COMDTINST 

 M1500.10B. A selection board consisting of representatives 

 from Commandant G-MP-3, G-MPS, G-PO, and G-MVI meets in the 

 early Fall each year to select candidates who have applied 

 for the Industry Training Program and are due for rotation 

 the following year. Candidates selected for the program are 

 notified by Commandant (G-PO). 

 b. Assignment To Port Safety Industry Training. 

 (1) Port selection to Port Safety Industry Training and 

 subsequent PCS assignment for each officer is determined 

 by Commandant (G-MPS and G-PO). Assignment depends in 

 part upon the available capacity at participating ports 

 which include: Boston, Philadelphia, Baltimore, Hampton 

 Roads, Jacksonville, New Orleans, Houston, Los 

 Angeles/Long Beach, San Francisco, and Seattle. Needs 

 for Port Safety Industry Training trained officers to 

 fill PCS billets in a port subsequent to training, and 

 the individual desires of the officer as specified on 

 the OADC also weigh heavily in the decision. Upon 

 completion of the assignment process, orders are jointly 

 issued for training and follow on PCS. 

 

 (2) In late spring of each year prior to the participant's 

 commencement of Port Safety Industry Training, a 2-day 

 conference of all participants is held at Coast Guard 

 Headquarters. This provides discussion and an 

 opportunity for question by all industry training 

 selectees as they are briefed on past and desired 

 accomplishments of training. Discussions of the 

 differences and similarities of all ten ports is 

 possible with all participants attending the same 

 session. Goals and recent program changes for the MPS, 

 MEP, and CVS Programs are presented to provide 

 individuals with the latest update prior to training. 

 The Headquarters training supervisor provides guidance 

 on individual training goals and coordinates the 

 development of officer evaluation forms and reports. 

 7-35 CH-7 
 MARINE SAFETY MANUAL 

 c. Selection And Assignment To Operational Training With

 The Marine Industry. 

 (1) The availability of funds is the determining factor 

 in selecting persons for Operational Training With 

 The Marine Industry. Commandant (G-MP-3) will send 

 a rapidraft letter to the selected participant's 

 command, confirming the fiscal quarter in which 

 training should be conducted, and describing any 

 funding constraints that may exist or are 

 anticipated. The command should then select a 

 sponsor from the list of participating companies, 

 maintained by Commandant (G-MP-3), and contact the 

 person designated as the point of contact on that 

 list. The command should review the requirements 

 specified by the operational training area of 

 designation before making initial contact with the 

 sponsoring company selected. 

 (2) The command should work out the details with the 

 sponsoring company's point of contact, clarifying 

 and identifying the participant's itinerary, 

 schedule, estimated temporary additional duty (TAD) 

 expenses, and other details of the participant's 

 training program. Once the details are finalized, 

 the command should send a rapidraft letter to 

 Commandant (G-MP-3) that identifies the sponsoring 

 company, outlines the participant's schedule, 

 estimates total training costs, and requests that 

 TAD orders be issued for the period indicated. 

 (3) Commandant (G-MP-3) will issue orders for the period 

 requested in the command's rapidraft letter. In the 

 event that the scheduled training cannot be 

 initiated, completed, or must be interrupted, the 

 command should notify Commandant (G-MP-3), in 

 writing, as soon as possible. 

 (4) Upon completion of training, participants shall 

 submit written reports to Commandant (G-MP-3) via 

 their commands, with a copy to the sponsor. The 

 participant should provide a critical review of the 

 training received, noting areas where improvements 

 could be made as well as noting those features which 

 were particularly beneficial. Once the command is 

 satisfied that the objectives of the operational 

 training area of designation have been met, the 

 command shall issue a Letter of Designation for the 

 operational training area to the participant, 

 forwarding a copy to Commandant (G-MP-3). 

 CH-7 7-36 
 MARINE SAFETY MANUAL 

I. Postgraduate Training. 

 1. Philosophy And Overview. Marine Safety Postgraduate Training is 

 designed to prepare active duty individuals, who typically have 

 already acquired a good basic understanding of Marine Safety 

 field activities, for management positions, or to provide the 

 necessary advanced technical training for personnel who will be 

 assigned to marine safety technical positions. The Coast Guard 

 selects and assigns individuals to Postgraduate Training Programs 

 to prepare those individuals for midand executive-level 

 management positions in the Coast Guard. The primary objective 

 of the training is to develop the participant's analytical and 

 conceptual capability by studying, analyzing, and evaluating the 

 history, problems, operating policies and procedures, and 

 interactions of the marine industry and other related industries, 

 organizations, agencies, public interest groups, etc. The 

 participant is given an opportunity to study and evaluate the 

 actions, reactions, and interactions of marine industry mid- and 

 executive-level management from an academic perspective. The 

 objectives are the same as those for Marine Safety Industry 

 Training, with the exception that the postgraduate program places 

 a much greater emphasis on the development of skills in the use 

 of analytical tools and models. The only other significant 

 difference is that the knowledge and skills developed in the 

 postgraduate programs are developed from an academic perspective 

 and allow the participant to attain a postgraduate degree. 

 2. Courses Of Study. 

 a. Transportation Management. 

 (1) The Transportation Management Postgraduate Degree 

 Program satisfies the need of two different types of 

 marine safety jobs. The first type requires individuals 

 that have been trained in broad based marine policy 

 issues. The student gains familiarity with current laws 

 and regulations, technologies, economic factors, and 

 political issues that impact upon the marine 

 environment. Additionally he or she acquires skills in 

 statistical analyses, program evaluation review 

 techniques, and other decsionmaking tools and methods. 

 The student will take courses in international ocean 

 law, federal ocean policy and organization, port 

 operations and policy, marine transportation, marine 

 resource economics, among others. Recent students have 

 attended the University of Rhode Island and the 

 University of Washington. The 

 7-37 CH-7 
 MARINE SAFETY MANUAL 

 other student attends a more quantitative program 

 that leads to a MBA or similar degree emphasizing 

 information resource management. Candidates will 

 attend one of several schools. Both programs are 18 

 months in length. 

 

 (2) The first area of training is directed at Lieutenant 

 Commanders who have completed at least one full field 

 tour in marine safety and who have completed 10 to 14 

 years of service at the time postgraduate training 

 begins. Persons completing this training will be 

 assigned to positions at Coast Guard Headquarters (G- 

 MP, GMPS, or G-MVI). The second area of training is 

 directed at lieutenants who have completed at least 

 one full field tour in marine safety and who have 

 completed 6 to 10 years of service at the time 

 postgraduate training begins. Persons completing 

 this training will also be assigned to Coast Guard 

 Headquarters (G-MP or G-MIM). 

 b. Naval Architecture/Marine Engineering. 

 (1) The Naval Architecture and Marine Engineering Program 

 provides graduate-trained officers for duty in the 

 Merchant Marine Technical Program. Officers selected 

 for the program will attend a 21 to 24 month course 

 of study at the University of Michigan, the 

 Massachusetts Institute of Technology, the University 

 of California at Berkeley or the Naval Postgraduate 

 School in Monterey (for Mechanical Engineering). The 

 curricula are broad and include such courses as ship 

 structural design, hydrodynamics, metallurgy and 

 welding, failure analysis, marine power plant design, 

 computer science, and ship production management. 

 The course of study usually results in a Master of 

 Science Degree in Naval Architecture and Marine 

 Engineering. Under the auspices of the Marine 

 Engineering Program, officers have also attended 

 Tulane University for Electrical Engineering, taking 

 courses dealing with electrical power, automation, 

 and control systems. 

 (2) Officers selected for the program will be in the 

 grade of 0-1 to 0-3 and will usually have an 

 undergraduate degree in marine or ocean engineering. 

 In order to be accepted at a university, a minimum 

 grade point average of 2.75 with acceptable scores 

 on the Graduate Record Examination (GRE) is normally 

 required. The annual quota for the program is 18, 

 divided equally between Commandant (G-M) and (G-E). 

 CH-7 7-38 
 MARINE SAFETY MANUAL 

 (3) Officers successfully completing the program can expect two 

 or three tours throughout their career in the merchant 

 marine technical field with an initial tour in the Marine 

 Safety Center. This duty will include the review of 

 commercial vessel design plans and technical work broadly 

 impacting the marine industry. Junior officers work closely 

 with commercial naval architects, shipyard personnel, ship 

 owners and operators in the interpretation and application 

 of a vast body of standards. Opportunities exist to work on 

 state-of-the-art computer systems in the areas of stability 

 and structural design. Commandant (G-MTH) is more project- 

 oriented and involves national and international standards 

 development, technical casualty analysis, new vessel 

 conceptual review and participation in international forums 

 and conferences such as the International Maritime 

 Organization (IMO). Later tours of duty will include 

 inspection and management billets in MIO'S/MSO'S. The 

 application of new technologies to marine transportation has 

 required the extensive involvement of the marine technical 

 program. LNG carriers, hydrofoils and hovercraft, the 

 carriage of dangerous chemicals, new approaches to ship 

 structural analysis, new concepts in damage stability and 

 subdivision, reliability theory, and the technology of the 

 offshore industry provide excellent opportunities to take on 

 exciting and challenging tasks. A program manager, located 

 within Commandant (G-MTH), is responsible for the 

 coordination of the program and the academic administration 

 of the officers at duty under instruction (DUINS). 

 Additional information may be obtained from this source. 

 c. Hazardous Materials. 

 (1) The Hazardous Materials postgraduate training program 

 prepares officers as specialists in the transportation of 

 hazardous materials in support of the Coast Guard's CVS, 

 PSS, and MEP missions. Hazardous Materials specialists 

 review physical reactive, combustion, and toxicological 

 properties of chemicals proposed for shipment and then 

 specify the proper operational and containment systems for 

 each. They also develop procedures for safe handling of 

 hazardous materials and offer advice in cleanup operations. 

 Hazardous Materials specialists support a number of IMO 

 subcommittees and 

 7-39 CH-7 
 MARINE SAFETY MANUAL 

 committees, and perform casualty analysis of shipboard 

 hazardous chemical fires/explosions. Current projects 

 include chemical tanker and liquefied gas containment system 

 standards and regulations, coal fire research, regulations 

 for incinerator ships burning hazardous chemical wastes at 

 sea, and development of a comprehensive occupational health 

 and safety program. Hazardous Materials specialists 

 interact with the chemical transportation industry, and are 

 encouraged to participate in professional societies and 

 meetings. 

 (2) Billets requiring Hazardous Material postgraduate training 

| range from 0-3 to 0-4. They include assignment in the 

| Hazardous Materials Branch, Commandant (G-MTH-1), the R&D 

| Center in Groton, CT, the Marine Safety Center, MSO Houston, 

 and CCGD2 and CCGD8 staffs. For a marine safety career 

 path, these billets are complemented by assignments such as 

 MSO's/MIO'S, COTP's, Strike Teams, Marine Safety School 

 Instructor, or Academy Instructor. 

 (3) Hazardous Materials postgraduate training is normally a 2 

 year program leading to a Master of Science degree in one of 

 three academic fields: Chemical Engineering, Chemistry, or 

 Environmental Health (Industrial Hygiene). Primary 

 selection emphasis is placed on the 0-2 and 0-3 grades, with 

 a tour in marine safety highly desirable. Universities are 

| selected on a case-by-case basis in consultation with the 

| officer, Commandant (G-MTH), and (G-PRF). 

 d. Environmental Managment. 

 (1) The Environmental Management Postgraduate Degree Program 

| provides the programs of Commandant (G-M) with officers 

| skilled in policy analysis and program planning. Officers 

| are needed that have: 

 (a) An understanding of the physical and natural processes 

 of the marine environment and how people's actions 

 affect these processes; 

 (b) A strong understanding of marine safety law and 

 regulation; 

 CH-7 7-40 
 MARINE SAFETY MANUAL 

 (c) Knowledge of the economic and political factors 

 that bear upon port and environmental safety; and 

 (d) The technical skills for meaningful program 

 evaluation. 

 (2) Lieutenants are sought for this training, with 1 or 2 

 tours in marine safety field or staff positions, but 

 selection is not restricted. 

 (3) The Environmental Management Postgraduate Program 

 centers around courses in Resource Policy and Law, 

 Natural Science, Natural Resource Economics, and 

 Statistics and Quantitative Analysis. Coast Guard 

| officers in this program are encouraged to pursue a 

| thesis topic of personal interest that contributes to 

| Commandant (G-M) goals. 

| (4) Officers completing the program will most commonly serve 

| in billets in Commandant (G-M) at Headquarters and 

| district (m) offices. Primary duty for officers 

 initially graduating from this program will consist of 

| policy development and program management analysis for 

| those programs in Commandant (G-M). The framework for 

| policy analysis consists of problem identification, 

 development and examination of alternative courses of 

 action, recommending the best course of action, 

 development of an implementation plan for initiatives, 

 and evaluation of the outcome of program activities. 

 Environmental management training officers can expect to 

 return to staff management positions as they advance in 

 rank. 

| 3. Application Procedures For Postgraduate Training. Application 

| procedures, general eligibility and prerequisites are described 

| in the Coast Guard Training and Education Manual Instruction, 

| COMDTINST M1500.10B. 

| 

| 4. Selection Procedures. Selection procedures are described in the 

| Coast Guard Training and Education Manual Instruction, COMDTINST 

| M1500.10B. 

| Reserve Training. 

| 

| 1. Introduction. Recently approved policy recommendations regarding 

| Coast Guard reserve personnel in support of marine safety related 

| units have been made by a Natural Working Group (NWG) chartered 

| by the Office of Marine Safety, Security and Environmental 

| Protection and the Office of Readiness and Reserve. The NWG, in 

 concert 

 7-41 CH-7 
 MARINE SAFETY MANUAL 

| with input from active service marine safety commands, has 

| made recommendations regarding the assignment, training and 

| employment of USCGR personnel. The goal is one of total 

| integration of reservists into the Marine Safety Training and 

| Qualification program with reserve personnel matching the 

| exact skill and knowledge levels of their active duty 

| counterparts in performance of specific marine safety 

| missions. Reserves, with enhanced skills and increased 

| knowledge of mission areas, performing active duty missions, 

| will comprise a force of the right people, with the right 

| training, in the right places. 

| 

| 2. Training Obectives. Training for reserve personnel mirrors 

| the general requirement for training and qualification of the 

| Marine Safety Training and Qualification (MST&Q) Program. 

| Reserve personnel will be trained and qualified to the same 

| high standards required for active duty personnel, albeit in a 

| narrower scope of expertise and normally over a longer period 

| of time, for those missions which can be accomplished during 

| periods of Inactive Duty Training/Active Duty Training 

| (IDT/ADT). 

| 

| 3. Philosophy. Reserve personnel, particularly those who have 

| been assigned within the marine safety related field for the 

| majority of their careers, have developed a wealth of skills 

| and corporate knowledge, particularly as it relates to a 

| particular port/area where they have lived for an extended 

| period of time. Capturing that knowledge and coupling it with 

| entry level training, advanced resident training, and on-the- 

| job qualification programs, will allow reserve personnel to 

| become a more valuable resource for the marine safety related 

| unit. 

| 

| 4. Command Responsibilities. The responsibility for training 

| reserve personnel falls to the marine safety related unit 

| employing the reservists. The active duty command will 

| administer all segments of the training and qualification 

| program for reserve personnel assigned to their units. This 

| will be done with the same priority given to the training of 

| active duty personnel. Both active duty and reserve personnel 

| assigned to mobilization force elements on the marine safety 

| related command's Contingency Personnel Allowance List (CPAL) 

| are to be fully trained, qualified, and certified at the same 

| levels in specified marine safety missions. 

| 

| 5. Assignment Of Reserve Personnel. 

| 

| a. Each reservist assigned will have a two letter Reserve 

| Classification designator, as described below, which may 

| prescribe training which must be completed in the first 

| several years of service. 

 CH-7 7-42 
 MARINE SAFETY MANUAL 

| Both enlisted and officer personnel may be assigned who have 

| a high skill and knowledge level depending on prior 

| assignments in marine safety related fields as a reserve 

| service member or from prior active service. Likewise, 

| there are several sources of nonprior service personnel to 

| enter the Coast Guard. For a full discussion of these 

| programs refer to the Reserve Administration and Training 

| Manual, COMDTINST M1001.27A. 

| (1) RK Program, one of two primary sources of nonprior 

| service petty officers consists of fulltime students, 

| ages 17-25 with a split phase active duty training 

| program. RK personnel will attend recruit training 

| during Phase I and Class A School/On-The-Job Training 

| during Phase II. During the interphase period, reserve 

| personnel will be assigned to a reserve unit or directly 

| to a marine safety related unit and must satisfactorily 

| participate in a minimum of two drills per month. 

| 

| (2) RP program, the other primary source of nonprior service 

| petty officers, is designed to recruit and train service 

| members for approximately six consecutive months. This 

| training includes recruit training and completion of 

| Class A school or OJT. Upon completion of their initial 

| active duty for training, RP's report to reserve unit or 

| directly to a marine safety related units to perform IDT. 

| 

| (3) RX Program provides for recruitment and training of 

| non-prior service personnel at least 26 years of age who 

| possess skills that qualify them for immediate 

| advancement to E-4. RX personnel do not report for 

| initial active duty for training as do RK/RP's, rather 

| they report directly to a reserve unit or to a marine 

| safety related unit. 

| 

| (4) RQ/RN Program is limited to prior service personnel with 

| either additional service obligation (RN) or no service 

| obligation remaining (RQ). Also included in (RN) are 

| participants in the Maritime Academy Reserve Training 

| Program (MARTP). They may be prior enlisted personnel 

| who have had a break in service between active duty and 

| enlisting in the reserve program or they may have been 

| released (RELAD) directly into the reserve program. They 

| may be enlisted as either a permanent or provisional 

| petty officers. Permanent petty 

 7-43 CH-7 
 MARINE SAFETY MANUAL 

| officers are normally enlisted at a rate equal to or 

| less than the last rate held in the Coast Guard and 

| may have no additional training requirements. 

| Provisional petty officers are normally prior service 

| personnel from other services or Coast Guard enlisted 

| at a rate higher than the rate held upon their last 

| discharge from the Coast Guard. There may be 

| training requirements for those reserve personnel who 

| are provisional petty officers. 

| 

| (5) Reserve commissioned officers normally come from one 

| of three sources, the direct commission route, RELAD 

| into the reserve program from the active duty Coast 

| Guard or completion of the three year MARTP 

| curriculum. Direct commission officers may have a 

| significant background in marine safety related 

| missions depending on their prior enlisted 

| background. They may or may not need additional 

| training to bring them up to the level of skill and 

| knowledge required to meet mission performance. 

| Those officers who are RELAD into the reserve 

| program represent a significant resource pool of 

| already trained and qualified personnel. With few 

| exceptions, they may provide valuable assistance in 

| meeting marine safety missions with little 

| additional training. MARTP participants are cadets 

| enrolled in full time academic programs at one of 

| the six state maritime academies. They are 

| generally on their initial enlistment but may, under 

| certain conditions, have prior service and are 

| enrolled in a specialized three year curriculum 

| sponsored by the Marine Safety program. Graduates 

| of MARTP have received substantial training in the 

| marine safety field and a comprehensive military 

| indoctrination. They also have received Coast Guard 

| licenses as either third mate or third assistant 

| engineer. Their background, education, experience 

| and training provide them as another resource pool 

| to meet mission requirements. 

| 

| b. The above identified programs are the primary source for 

| reserve personnel who might be assigned to a reserve unit 

| or directly to a marine safety related unit performing 

| marine safety related missions. There are a few other 

| programs under which reserve personnel may be recruited. 

| For further discussion of these programs refer to the 

| Reserve Administration and Training Manual, COMDTINST 

| M1001.27A. 

| 

| 6. Career Path Development. 

 CH-7 7-44 
 MARINE SAFETY MANUAL 

7.J.6. a. Training. Appropriate entry level training will be 

 provided for all personnel upon their initial assignment 

 to a marine safety related unit and a force element 

 within that unit. Local training progress toward force 

 element qualification will be recorded in the MST&Q 

 booklet, which will be maintained by the individual. Any 

 required formal resident training will be completed 

 during the same period of time. For some individuals, 

 much of this training will have already been completed 

 while they were active service personnel or while they 

 were assigned to another marine safety related unit. In 

 those cases, their qualifications for the local area 

 could be approved more rapidly. 

 b. Progress Goals. Accompanying flow charts and narrative 

 illustrate the progress goals for someone with no 

 previous marine safety related experience. Those having 

 documentation, showing previous/partial completion of 

 these steps, will be able to more rapidly qualify in 

 their force element assignment. All personnel should 

 expect to satisfy local familiarization requirements 

 regardless of their prior training and experience. 

 c. Port Safety And Security Related Force Element

 Assignments. 

 (1) The majority of reservists assigned to marine safety 

 related units are or will be assigned to a vacant 

 force element billet within the Port Safety and 

 Security mission. Reservists assigned to a marine 

 safety related unit will immediately be assigned by 

 the command to a force element on the unit's CPAL. 

 Once assigned, the appropriate MST&Q code is 

 identified, and the reservists will begin the entry 

 level training as identified by the attached flow 

 chart. Basic school requirements are identified to 

 provide technical level knowledge and skills. 

 Reservists with prior marine safety related 

 experience and training can accelerate the time 

 needed to complete the requirements for assignment 

 to local marine safety missions. Due to the 

 abbreviated work schedule of-reservists, it would be 

 impractical to require them to be qualified in all 

 marine safety related areas. It is more efficient 

 to focus the reservists' training, qualification,and 

 augmentation efforts within the IDT/ADT time 

 constraints. 

| (2) Basic and advanced "C" School requirements are 

| listed on the attached flow chart for each Force 

 7-45 CH-9 
 MARINE SAFETY MANUAL 

 7.J.6.c. (2) (cont'd) Element and the specific MST&Q. 

 Reserve officers/enlisted personnel that 

 previously completed the resident school 

 requirements are not required to repeat this 

 training. 

 (3) A qualification board will be convened by the 

 active unit commanding officer, to review the 

 documented completion of the reservist's MST&Q 

 booklet, resident training schools, and OJT 

 training. The board membership will have the 

 ability to evaluate the individual's qualifications 

 to the satisfaction of the active unit commanding 

 officer. Board approval will result in the 

 issuance of a letter of qualification by the active 

 command. 

 (4) Reserve personnel who have completed the 

 requirements for a letter of qualification will be 

 assigned the appropriate enlisted qualification 

 code for the assigned force element. Those 

 desiring assignment to a higher level force element 

 will be required to attend the appropriate advanced 

 "C" school. Satisfactory completion will result in 

 their receiving certification from the active duty 

 command to that force element. 

 (5) Figure 7-3 graphically displays required and 

 recommended schools and training for personnel 

 assigned to a Port Safety and Security Related 

 Force Element: 

 CH-9 7-46 
 

 7-47 CH-7 
 MARINE SAFETY MANUAL 

| d. Merchant Vessel Personnel Related Force Element AssignmentsM. 

| 

| (1) The Merchant Personnel Licensing Team force element consists 

| of one License Evaluator and one License Examiner. The 

| License Evaluator is responsible for examining applications, 

| conducting sea service and character evaluations, and 

| evaluating Coast Guard approved courses. The License 

| Examiner's duties include proctoring examinations, updating 

| navigation publications, including chart corrections, and 

| conducting verification and review of Coast Guard approved 

| courses. 

| 

| (2) Reserves assigned to a Merchant Personnel Licensing Team and 

| augmenting with Regional Examination Centers (REC) should 

| initially qualify as License Examiners. This allows the 

| reservist to make the most positive impact on the REC in the 

| shortest period of time. A qualified License Examiner will 

| be capable of chart corrections, examination proctoring, 

| course verification and review, administrative assistance, 

| and weekend service for the merchant mariner. In addition, 

| the Examiner can proctor traveling examination teams in 

| remote areas. 

| 

| (3) The focus of the reservists' training will be the completion 

| of the Initial Indoctrination Lesson Plan series (IILPS) 

| course and the Marine Safety Training and Qualification 

| Licensing Examiner and Evaluator manuals. The one week 

| Licensing Evaluation Training course will greatly enhance 

| the training process and expedite the qualification 

| schedule, but is not a requirement for qualification as an 

| Examiner or Evaluator. 

| 

| (4) When the reservist has satisfactorily completed all of the 

| items required by the training program, the Command will 

| issue a letter of designation and qualification. This shall 

| serve as the documentation for the assignment of the 

| appropriate enlisted qualification code. 

| 

| (5) Figure 7-4 graphically displays required and recommended 

| schools and training for personnel assigned to a Merchant 

| Vessel Personnel Related Force Element: 

 CH-7 7-48 
 7-49 CH-7 
 MARINE SAFETY MANUAL 

| e. Marine Investigation Related Force Element Assignments. 

| 

| (1) Reservists assigned to force element billets for marine 

| investigation at marine safety units should normally possess 

| some specific background in the conduct of marine casualty, 

| pollution, and/or personnel investigations. This background 

| can be derived from prior military experience or through 

| comparable civilian employment. 

| 

| (2) The Initial Indoctrination Lesson Plan series (IILPS) 

| training and applicable unit watchstander qualification is a 

| prerequisite for all personnel. Formal training for the 

| conduct of marine investigations is provided for both 

| officer and enlisted personnel through the Investigating 

| Officer's Course (IOC) at Reserve Training Center (RTC) 

| Yorktown. Reserve participation in this training is a unit 

| decision, based on the availability of course quotas. 

| 

| (3) Within the investigations program, designation in specific 

| technical areas will be administered at the unit level. 

| Designations applicable to the investigations program 

| include Casualty Investigator (CI), Pollution Investigator 

| (PI), Violation Investigator (VI), Suspension and Revocation 

| Investigator (RS), and Investigating Officer (IO). The 

| selection of which designations are applicable at a specific 

| unit are the responsibility of that unit, based on the type 

| and volume of investigations conducted within their zone. 

| 

| (4) Figure 7-5 graphically displays required and recommended 

| schools and training for personnel assigned to a Marine 

| Investigation Related Force Element: 

 CH-7 7-50 
 

 7-51 CH-7 
 MARINE SAFETY MANUAL 

| f. Merchant Vessel Inspection And Documentation Related

| Force Element Assignments. 

| 

| (1) Additional qualified personnel are required by 

| Officers in Charge, Marine Inspection, to support a 

| surge in U.S. flag vessel inspection operations 

| during mobilization for either large scale or 

| limited contingency operations. The majority of 

| U.S. military supplies and equipment will move by 

| ship from U.S. ports and the majority of U.S. 

| sealift vessels available are maintained in a non- 

| operational or severely reduced operating status in 

| the Ready Reserve Force (RRF). The activation of 

| each of these RRF vessels will require the 

| assignment of between two to four qualified Coast 

| Guard marine inspectors. This surge in operations 

| will not be limited to just those ports where RRF 

| fleets are currently located. Lessons learned 

| during previous large scale activations of the RRF 

| have shown that potentially every coastal port with 

| a ship maintenance and repair facility will receive 

| one or more RRF vessels to undergo an activation 

| inspection. This work will be in addition to the 

| normal marine inspection work load of the port. 

| Since the number of active duty marine inspectors 

| assigned to an OCMI is based upon average versus 

| peak work loads, reservist marine inspectors will be 

| needed to perform either the routine vessel 

| inspection duties of the port, freeing more 

| experienced active duty inspectors to inspect RRF 

| vessels or the reserve marine inspector may assist 

| with the surge of RRF vessel inspections directly. 

| Training for those reservists with prior marine 

| inspection qualifications for deep draft/large 

| vessel inspections will focus on maintaining and 

| upgrading those skills for direct application to 

| inspection of RRF vessels. Training for reservists 

| without prior marine inspection qualifications will 

| focus on attaining qualifications of a more limited 

| scope, such as barge inspector, small passenger 

| vessel inspector or factory inspector, the objective 

| being to free up inspectors with deep draft/large 

| vessel qualifications for the conduct of RRF vessel 

| inspections. 

| 

| (2) Assignment of basic and "C" school resident training 

| will be based upon the qualification being either 

| maintained or gained. These are outlined in the 

| attached flow chart for each force element and the 

| specific MST&Q booklet. 

 CH-7 7-52 
 MARINE SAFETY MANUAL 

| Reserve officers/enlisted personnel that previously completed 

| the resident requirements are not required to repeat this 

| training, but will be eligible for additional resident training 

| for the enhancement of skills. 

| 

| (3) Upon completion of the MST&Q booklet, the active duty unit 

| commanding officer will review the qualifications of the 

| reservists, conduct whatever final validation of skills are 

| deemed appropriate and either issue a letter of qualification or 

| prescribe additional training to be completed to achieve the 

| skills necessary for issuance of a letter of qualification. The 

| use or non-use of formal qualification boards as part of the 

| final qualification review process shall be at the discretion of 

| the OCMI. 

| 

| (4) Reserve personnel who have completed the requirements for a 

| letter of qualification will be assigned the appropriate 

| enlisted qualification code for the force element. In general, 

| assignment to the RRF Activation Team Force Element will require 

| qualification in at least some portion of either the Hull 

| Inspector (HI) or Machinery Inspector (MI) MST&Q and attendance 

| of the Marine Inspectors Course (MS 452 R) or predecessors (IDC, 

| MSBIC). Assignment to the Commercial Vessel Safety Support Team 

| only requires completion of some portion of any marine inspector 

| MST&Q. In either case, the reservist shall be limited to 

| conducting only those vessel inspections or portion of 

| inspections for which they have attained qualification. 

| 

| (5) Figure 7-6 graphically displays required and recommended schools 

| and training for personnel assigned to a Marine Vessel 

| Inspection and Documentation Related Force Element: 

 7-53 CH-7 
 

7-54 
 MARINE SAFETY MANUAL 

| g. Marine Environmental Protection Related Force-Element

| Assignments. 

| 

| (1) A goal of the Marine Environmental Protection program is to 

| train reservists so that they may perform the environmental 

| missions of the Coast Guard to the same degree of 

| proficiency as their active duty counterparts. Reservists 

| are expected to become fully integrated into the active duty 

| command. Assignment to the port operations department of a 

| marine safety related unit and to a marine environmental 

| response team force element on the unit's CPAL will initiate 

| the training sequence on the enclosed diagram. 

| 

| (2) For enlisted members, training will culminate in receipt of 

| the Pollution Investigator (ED), OnScene Coordinator's 

| Representative (ET), or Marine Environmental Response Team 

| (EH) enlisted qualification code designations. Warrant 

| Officers and commissioned officers below the rank of 

| Lieutenant (0-3) will either move toward completion of the 

| requirements for the Port Safety - General (40) or the Port 

| Safety and Security, Environmental Response (42) experience 

| indicators. 

| 

| (3) The Initial Indoctrination Lesson Plan Series (IILPS) shall 

| form the basic orientation and requirement for all 

| personnel. Formal introduction to the marine environmental 

| protection program shall be through one of three programs 

| for enlisted personnel. Officer personnel will complete 

| Port Operations Department Course (PODC MS 422R) as the 

| basic school requirement under the On-Scene Coordinator 

| Representative (ET) MST&Q booklet. 

| 

| (4) A mandatory requirement for all personnel operating in the 

| MEP program is the 40 hour Hazardous Waste Operations and 

| Emergency Response Training (HAZWOPER). This training is 

| available within the course curriculum of the Marine Safety 

| Petty Officers Course, the Port Operations Department 

| Course, and the Port Security "A" School. For those 

| personnel who complete the Introduction to MEP/MER 

| correspondence course (TBD), the HAZWOPER training must be 

| obtained separately through the District Safety Occupational 

| Health Coordinator or the Commanding Officer may make 

| arrangements for local training with the District Safety 

| Occupational Health Coordinator. 

 7-55 CH-7 
 MARINE SAFETY MANUAL 

| (5) Proficiency in the MEP program will be developed through 

| IDT/ADT On-the-job training at the local Marine Safety related 

| units. Normally two periods of ADT and the intervening IDT 

| periods will be required to train personnel sufficiently for 

| qualification as a Pollution Investigator (ED), On-Scene 

| Coordinator's Representative (ET), or member of a Marine 

| Environmental Response Team (EX). 

| 

| (6) The 8 hour Safety and Occupational Health Refresher Training 

| shall be an annual requirement for all personnel assigned 

| MEP/MER responsibilities. 

| 

| (7) Additional courses of instruction (COI) are desirable, subject 

| to availability, which will greatly enhance personnel knowledge 

| and skills in handling MEP/MER incidents. 

| 

| (8) Enlisted reserve personnel who have completed the requirements 

| for a letter of qualification will be assigned the appropriate 

| enlisted qualification code as a part of the Marine 

| Environmental Response Team force element. Reserve officer 

| personnel who have completed the program outlined will receive 

| a letter of qualification and move toward completion of the 

| requirements for either a Port Safety and Security 

| Environmental Response (42) and Port Safety General (40) 

| experience indicator code. 

| 

| (9) All personnel, active duty and reserve, must comply and meet 

| all requirements for occupational health and safety in 

| accordance with Marine Safety Manual, volume 1, chapter 10. 

| 

| (10) Figure 7-7 graphically displays required and recommended 

| schools and training for personnel assigned to a Marine 

| Environmental Protection Force Element: 

 CH-7 7-56 
 

 7-57 CH-7 
 MARINE SAFETY MANUAL 

K. Procedures For Maintaining Professional Credentials. 

 1. Commercial Vessel Operational Experience. Professionalism in 

 the marine safety field means more than having acquired 

 certain skills and knowledge. It means having acquired 

 experience, having maintained recency of experience, and 

 having developed a "hands-on" feel for the priorities, 

 concerns, and challenges of the industry we regulate. For 

 these reasons, individuals will be encouraged to check ride 

 a commercial vessel at least once every 2 years, while 

 assigned to a marine safety district or field billet, to 

 maintain familiarity and proficiency in marine safety 

 programs. These "check rides" will usually be conducted in 

 conjunction with an underway midperiod inspection. 

 2. Professional Readings. Sharing one's expertise with 

 colleagues marks an individual as a leader; not because the 

 person is the most knowledgeable in the area, but is willing 

 to make the effort to research, organize, and pass this 

 information to others. It is as much an issue of community 

 responsibility as professional enhancement. The 

 professional reading is a formal presentation to a group or 

 organization on a professional topic. It need not be based 

 on a formal paper or published article. Examples include 

 school presentations and speaking engagements to 

 professional organizations. 
 MARINE SAFETY MANUAL 

 CHAPTER 8. MATERIEL MANAGEMENT 

 CONTENTS 

SECTION PAGE

8.A. Materiel Administration 8-1 

8.A.1. Introduction 8-1 

8.A.2. Administration Of General Purpose (GP) 

 Property 8-1 

8.A.2.a. Introduction 8-1 

8.A.2.b. Responsibility And Accountability 8-2 

8.A.3. Marine Inspector Equipment 8-2 

8.A.4. Load Line Inspection Equipment 8-3 

8.A.5. Marine Investigator Equipment 8-4 

8.A.6. Administration Of Leased Or Rented Equipment 8-4 

8.B. Unit Logistics 8-5 

8.B.1. Real Property Management 8-5 

8.B.1.a. Command Requirements 8-5 

8.B.1.b. Assessments Of Space Requirements 8-6 

8.B.2. Unit Administration 8-6 

8.B.2.a. References 8-6 

8.B.2.b. Custody Of Port Security Cards 8-7 

8.B.2.c. Custody Of Certificates Of Discharge 8-7 

8.B.2.d. Custody Of Merchant Mariner's Documents 

 (MMD's) 8-7 

8.B.2.e. Safeguarding Personal Information 8-7 

8.B.2.f. Custody Of Small Arms 8-8 

8.C. Safety Equipment And Protective Clothing 8-8 

8.C.1. Authority Of The Command 8-8 

8.C.2. Unit Safety Officer 8-9 

8.C.3. Accountability 8-9 

8.C.4. Protective Footwear 8-9 

8.C.5. Protective Eyewear 8-9 

8.C.6. Protective Clothing 8-9 

8.C.7. Care Of Protective Items 8-10 

8.C.8. Respiratory Protection 8-10 

8.D. Vehicles And Small Boats 8-10 

8.D.1. Use Of Pollution Response Vehicles 8-10 

8.D.1.a. Funding 8-10 

8.D.1.b. District Responsibility 8-10 

8.D.2. Use Of Emergency Lights And Sirens On Vehicles 8-11 

8.D.3. Use Of Small Boats 8-11 

8.D.3.a. Control 8-11 

8.D.3.b. Record-Keeping 8-12 

8.E. Firefighting Equipment 8-12 

8.E.1. Command Responsibilities 8-12 

8.E.2. Use Of Fire Extinguishers 8-12 

8.E.2.a. Water Base Extinguisher 8-12 

8.E.2.b. Dry Chemical Extinguisher 8-12 

 8-i 
 MARINE SAFETY MANUAL 

 CONTENTS 

SECTION PAGE

8.E.2.c. Carbon Dioxide Extinguisher 8-12 

8.E.2.d. Halon Type Extinguisher 8-13 

8.E.3. Use Of Firefighting Pumps 8-13 

8.E.3.a. P-6O 8-13 

8.E.3.b. PE-25O 8-13 

8.E.3.c. Chrysler-Hale Trailer Pump 8-13 

8.E.4. Use Of Hoses And Nozzles 8-13 

8.F. Pollution Control Equipment 8-13 

8.F.1. District Responsibility 8-13 

8.F.2. Unit Responsibility 8-14 

8.F.3. Use Of Coast Guard Equipment 8-14 

8.F.3.a. Pollution From Federal Facilities Or 

 Vessels 8-14 

8.F.3.b. Coast Guard Unit Equipment 8-15 

8.F.3.c. Documenting Use Of Coast Guard Equipment 8-15 

8.F.4. MEPALT System 8-15 

8.F.4.a. Definitions 8-15 

8.F.4.a.(1) MEPALT 8-15 

8.F.4.a.(2) Repair 8-16 

8.F.4.a.(3) Class 8-16 

8.F.4.a.(4) Type 8-16 

8.F.4.a.(5) Sub-Type 8-16 

8.F.4.a.(6) MEPALT Classification 8-16 

8.F.4.a.(6)(a) Classification A 8-16 

8.F.4.a.(6)(b) Classification B 8-16 

8.F.4.b. MEPALT Numbers 8-16 

8.F.4.c. Applicability And Distribution 8-16 

8.F.4.d. Accomplishment Of Alterations 8-17 

8.F.4.e. Priorities Of Accomplishment 8-17 

8.F.4.f. Descriptions Of The Alteration 8-17 

8.F.4.g. Materials And Funds 8-17 

8.F.4.h. Report Of Completion 8-17 

8.F.4.i. MEPALT Records 8-17 

8.F.4.j. Alteration Requests 8-17 

8.F.4.k Initial Action By The Commandant 8-18 

8.F.4.l. Action By The District/Area Commander 8-18 

8.F.4.m. Review By Unit Commanders 8-18 

8.F.4.n. Review By Commandant (G-WER) 8-18 

8.F.4.o. Final Action 8-19 

8.G. Coast Guard Employment Of Civilian Aircraft 8-19 

8.G.1. Program Requirements 8-19 

8.G.1.a. Offshore Areas 8-19 

8.G.1.b. Port Areas 8-19 

8.G.2. Unit Flight Coordinator 8-19 

8.G.3. Aircraft Management 8-20 

8.G.3.a. Leased Aircraft 8-20 

8.G.3.a.(1) Contracting Civilian Service 8-20 

 8-ii 
 MARINE SAFETY MANUAL 

 CONTENTS 

SECTION PAGE

8.G.3.a.(2) Cooperation With The Operator 8-20 

8.G.3.a.(3) Reporting Use Of Leased Aircraft 8-22 

8.G.3.b. Coast Guard Auxiliary (CGAUX) Aircraft 8-22 

8.G.3.b.(1) Introduction 8-22 

8.G.3.b.(2) Obtaining CGAUX Assistance 8-22 

8.G.4. Unit Personnel Who Are Authorized To Fly 8-24 

8.G.4.a. Designation 8-24 

8.G.4.b. Duties Of The Flight Observer 8-24 

8.G.4.c. Carriage Of Other Personnel 8-24 

8.G.5. Flight Safety Requirements 8-24 

8.G.5.a. Operational Restrictions 8-24 

8.G.5.b. In-Flight Requirements 8-26 

 8-iii 
 MARINE SAFETY MANUAL 

 CHAPTER 8. MATERIEL MANAGEMENT 

A. Materiel Administration. 

 1. Introduction. Materiel administration is the control of 

 procurement, use, safekeeping, and disposal of materiel and 

 equipment. While management responsibility for the control and 

 maintenance of materiel and equipment rests finally with "all 

 hands," the commanding officer (CO) must exercise control by 

 implementing the guidelines and directives issued by higher 

 authorities. Since a unit's performance is largely based upon 

 its materiel resources, long and short range materiel 

 administration plans must include these basic considerations: 

 a. Proper use of equipment and materiel to prevent abnormal 

 deterioration and damage; 

 b. Regular inspection and maintenance schedules; 

 c. An accountability system to minimize loss and theft; 

 d. Proper storage facilities; 

 e. Procurement of property that will most economically and 

 efficiently meet the unit's mission requirements; 

 f. Coordination and cooperation with Occupational Safety and Health 

 Administration (OSHA) personnel, to ensure proper safety 

 specifications in contracts and all orders for materiel; 

 g. Proper inspection of materiel received to ensure compliance with 

 safety features and requirements; 

 h. Maintenance of inventory lists; and 

 i. Completion of required reports and correspondence. 

 It is imperative that unit personnel be trained in proper equipment usage 

 and be made aware of materiel management goals. This may be accomplished 

 by following published guidelines, applying common sense, and by cost and 

 safety consciousness. 

 2. Administration of General Purpose (GP) Property. 

 a. Introduction. All Coast Guard-owned property is public 

 property, both real and personal. The following concerns 

 personal property assigned to a unit for operational use, 

 based on an approved allowance list. There are various types 

 of personal property, and each is accounted for under its 

 respective management subsystem. Together, these subsystems 

 comprise the Coast Guard's Personal Property Accountability 

 (PPA) System. The property or equipment discussed in this 

 chapter (formerly classified as "Title B") is known as GP 

 property. It is described and defined in Volume III of the 

 Comptroller Manual, 

 8-1 
 MARINE SAFETY MANUAL 

 8.A.2. a. (cont'd) Commandant Instruction (COMDTINST) M4400.13. This 

 instruction also sets forth the basic policies, guidelines, and 

 objectives pertinent to: 

 (1) Applicability of the PPA System; 

 (2) Reporting property; 

 (3) Non-reportable property; 

 (4) Preparation and submittal of forms; 

 (5) Personal property reports; 

 (6) Request for allowance changes; 

 (7) Inventory of property; 

 (8) Relief of personnel; 

 (9) Marking of property; 

 (10) Procedures for capitalization of GP property; 

 (11) Use of Coast Guard excess property; and 

 (12) Responsibility for maintenance and custody of GP property. 

 b. Responsibility And Accountability. Volume III of the 

 Comptroller Manual, COMDTINST M4400.13, outlines the policy 

 on responsibility for GP property. Coast Guard Regulations, 

 COMDTINST M5000.3, require the CO to operate the unit 

 economically and effectively. The CO's subordinates must 

 comply with the rules governing public property, including 

 procurement, receipt, presentation, expenditure, and 

 accounting procedures. [NOTE: Although the CO is 

 ultimately responsible for the administration of the unit's 

 materiel, a property officer may be assigned to account for 

 the GP property assigned to the unit.] 

 3. Marine Inspector Equipment. A marine inspector's equipment 

 includes items that may be reportable or non-reportable GP 

 property. Most of this may be procured locally, with the unit's 

 or district's OG-30 funds. The specific size(s) and/or 

 caliber(s) of equipment listed shall be determined by job 

 requirements and the judgement of the senior inspector of 

 materiel (SIM). (See also section 8.C below.) Each marine 

 inspector shall have, as a minimum, the following equipment: 

 a. Current editions of 33 and 46 CFR, Parts 1-199, and 

 pertinent Coast Guard inspection books and forms; 

 b. Flashlight, explosion proof (see 46 CFR 111.105); 

 8-2 
 MARINE SAFETY MANUAL 

 8.A.3. c. Ear protection; 

 d. Pitot static gauge (see 46 CFR 95.10-5(c)); 

 e. Spring-type scale (0-50 pounds) (see 46 CFR 91.25-20); 

 f. Mirror(s), telescopic handle with swivel mirror head; 

 g. Emergency escape breathing apparatus (EEBA); 

 h. Safety glasses with side shields, or safety goggles to fit over 

 prescription glasses (see paragraph 8.C.5 below); 

 i. Safety gloves; 

 j. Safety hat; 

 k. Safety-toe shoes (with nonskid soles); 

 l. Safety valve sealing pliers (5") and leaded seals with 24" 

 wires (for engineering use); 

 m. "Passed" stamp for life preservers; 

 n. Coast Guard propeller stamp (see 46 CFR 50.10-25); 

 o. Tape measure(s); 

 p. Test hammer; 

 q. Coveralls with USCG marking; 

 r. "Hole punch" pliers; and 

 s. Wood awl or ice pick, 6" recommended. 

 The following additional equipment may be used as appropriate: a 

 briefcase (5" width), general-purpose mirrors (3" x 6" 

 recommended), a Tempilstik (9001-11501 range), heavy-duty 

 marking crayons, and a foul-weather jacket. 

 4. Load Line Inspection Equipment. The following equipment is 

 needed to conduct load line inspections. Additional or 

 replacement items may be requisitioned from the district 

 commander. This equipment may also be loaned to the U.S. 

 Customs Service upon request when its officers conduct load line 

 violation investigations (see volume V of this manual). 

 a. 46 CFR 42-46, Subchapter E; 

 b. 50' tape measure with plumb bob; 

 c. 6' folding rule; 

 8-3 
 MARINE SAFETY MANUAL 

 8.A.4. d. Paper and writing supplies; 

 e. Load Line Inspection Reports, Form CG-1408; 

 f. Hydrometer (necessary only when close reading of the 

 position of the load line is indicated); 

 g. Plastic bucket; and 

 h. Small jars to maintain samples of water. 

 5. Marine Investigator Equipment. The following equipment will 

 normally be needed and used, where applicable, to conduct an 

 investigation of a marine casualty or pollution incident: 

 a. Intrinsically safe walkie-talkie type radio; 

 b. Pollution sampling kit (see volume V of this manual); 

 c. Copies of the Oil Pollution Regulations (33 CFR, Subchapter 

 O), Marine Investigation Regulations (46 CFR 4), and 

 Suspension and Revocation (S&R) Proceedings (46 CFR 5); 

 d. Explosion proof flashlight (see 46 CFR 111.105); 

 e. Camera (35mm SLR and/or instamatic) and spare film; 

 f. Portable tape recorder and spare cassettes; 

 g. Safety hat; 

 h. Paper and writing supplies; and 

 i. Subpoena forms, charge sheets, and necessary CFR's and Coast 

 Guard forms. 

 [NOTE: It is recommended that investigators of boating 

 accidents use the equipment discussed in volume V of this 

 manual, and other equipment deemed necessary.] 

 6. Administration Of Leased Or Rented Equipment. It may be more 

 economical for a unit to lease/rent equipment or materiel rather 

 than to purchase it. such equipment shall be administered as if 

 it were Coast Guard-owned property, in accordance with current 

 directives and applicable guidelines of this chapter, good 

 judgment, and cost-consciousness. Prior to the acquisition of 

 leased/rented equipment or property, consideration should be 

 given to the following: 

 a. Equipment life span and length of time it is to be used; 

 b. Various advantages of available types and models of the 

 particular equipment; 

 8-4 
 MARINE SAFETY MANUAL 

 8.A.6. c. Leasing costs and purchase option(s); 

 d. Installations and start-up costs, if any; 

 e. Advantages and disadvantages of contracting terms; 

 f. Office security; and 

 g. Other pertinent local factors. 

 Each unit shall establish and maintain a system of control and 

 accountability that will ensure that the total lease costs will 

 be kept to a minimum, consistent with contractual terms and 

 mission needs. 

B. Unit Logistics. 

 1. Real Property Management. The multi-mission responsibilities 

 of the Commercial Vessel Safety (CVS), Port and Environmental 

 Safety (PES), Marine Environmental Response (MER), Waterways 

 Management (WWM), Recreational Boating Safety (RBS), and Bridge 

 Administration (BA) Programs impose their unique logistic 

 requirements upon each field unit, proportionate to the 

 functions and demands upon the port safety station (PSSTA), 

 marine inspection office (MIO), and marine safety office (MSO). 

 For instance, CVS functions (including RBS investigative 

 functions) require adequate working space to administer license 

 examinations and to store marine documents securely in a 

 location near maritime business offices. PES/MER/WWM functions 

 require adequate storage space for oil samples, boat berthing 

 and launching facilities, and ample space for radio 

 communications support. [NOTE: Office spaces occupied by Coast 

 Guard units are normally owned by or leased from the General 

 Services Administration (GSA), or are Coast Guard owned.] 

 Spaces and services provided in leased facilities should be 

 based upon the same standards of service as for government-owned 

 spaces. These are described in the Federal Property Management 

 Regulations (41 CFR 101), the General Services Property 

 Management Regulations (41 CFR 105), and Volume V of the 

 Comptroller Manual, COMDTINST M11011.9A. 

 a. Command Requirements. Each unit CO shall review space 

 allocations for the functions performed at the unit and 

 determine whether or not greater centralization and 

 rearrangement in space allocation would improve unit 

 efficiency. [NOTE: The district commander is required to 

 inspect the shore stations for compliance with maintenance 

 and reporting standards of the Shore Station Maintenance 

 Plan (SSMP) and fire protection standards set forth in the 

 Civil Engineering Manual, COMDTINST M11000.1.] Occasional 

 changes in a unit's personnel size, function, or equipment 

 allowances require a reassessment of its physical space 

 needs. This usually involves a need for more, not less, 

 space. In either case, adequate justification is always 

 required to obtain such changes. This includes 

 identification of increases and decreases that have occurred 

 since the present physical spaces were obtained, what 

 current space is required (based upon GSA or Coast Guard 

 space standards), and what alternatives have been 

 8-5 
 MARINE SAFETY MANUAL 

8.B.1. a. (cont'd) reviewed; this last consideration is vital. To 

 ensure that all feasible alternatives have been thoroughly 

 justified, the district commander (flp) and (m) should be 

 consulted in the initial stages of any rearrangement of unit 

 space. This provides an informal review for any proposal 

 before it is submitted, as well as the most current policy 

 for such requests. 

 b. Assessments Of Space Requirements. Should reassessment of 

 a unit's space needs indicate that a move is required, the 

 primary consideration then become the availability and 

 suitability of the spaces to be occupied (Coast Guard-owned, 

 GSA-owned, or commercial). Coast Guard-owned spaces may seem 

 the most cost-effective for short-term planning; however, 

 for long-term needs (10-30 years), they may not be 

 cost-effective. Therefore, long-range costs must always be 

 considered. GSA costs often appear more expensive than 

 commercial rental costs because the latter frequently do not 

 include utility costs (electricity, heating, sewage, and 

 trash collection) and maintenance costs (cleaning, security, 

 etc.). However, if GSA does not have or cannot provide 

 adequate relocation spaces, commercial spaces may be the 

 best option. Obtaining commercial space usually requires 

 the Coast Guard to enter into a contract with a commercial 

 lessor. In this case, close liaison with the district 

 commander (flp) is required to ensure that all property 

 requirements are met, especially maximum rental costs of 15 

 percent of the fair market value of the commercial property. 

 Numerous other requirements may be involved, depending upon 

 the level of review and approval required; therefore, close 

 liaison with the district staff will be necessary. Relevant 

 Commandant Instructions and Notices should always be 

 reviewed and complied with. 

 2. Unit Administration. 

 a. References. The reader of this manual should realize the 

 problems associated with communicating policy to field units 

 in a coordinated and timely manner. The Marine Safety 

 Manual (MSM) is only one means of solving some of the 

 problems of communication. It is not intended to duplicate 

 detailed policy found in other Coast Guard directives and 

 professionally related references and publications. Thus it 

 is necessary for each marine safety unit to have, as a 

 minimum, Coast Guard Regulations, COMDTINST M5000.3, and the 

 other required publications listed for the unit in the 

 Directives, Publications and Reports Index, Commandant 

 Notice (COMDTNOTE) 5600. Additionally, each unit shall 

 maintain an appropriate number of copies of Titles 33, 40, 

 46, and 49 of the United States Code (U.S.C.) and Code of 

 Federal Regulations (CFR). Additional reference 

 publications should be on hand, as applicable: 

 (1) Operating Facilities of the U.S. Coast Guard, COMDTINST 

 M5440.2C; 

 (2) Organization Manual, COMDTINST M5400.7; 

 (3) Chemical Hazard Response Information System (CHRIS) Manuals, 

 COMDTINST M16465.11 and .12; 

 8-6 
 MARINE SAFETY MANUAL 

 8.B.2.a. (4) Security Manual, COMDTINST M5500.11; 

 (5) Additional references noted in this and other volumes of this 

 manual; and 

 (6) The Federal Property Management Regulations (41 CFR 101-120). 

 b. Custody of Port Security Cards. Port Security Cards are 

 allotted in blocks of 50 consecutive numbers. A Record of 

 Port Security Cards Issued, Form CG-3177, shall be prepared 

 and maintained at the issuing unit. The name of the person 

 to whom the card was issued and the date of issue shall be 

 shown on the form in the spaces opposite the card number. 

 Should a card be damaged and not usable, notations of that 

 fact and the destruction of the card should be written 

 opposite the card number. In the event an application is 

 cancelled for any reason, a notation to that effect shall be 

 placed in the "date of issue" column of the form. The 

 captain of the port (COTP) or the validating officer shall 

 certify on Form CG-3177 that all entries are correct, and 

 that all cards not issued to individuals have been 

 personally destroyed. Care shall be taken to ensure that 

 blank cards are not made available to unauthorized persons; 

 these cards shall be handled and stowed as "CONFIDENTIAL" 

 materials in accordance with the Security Manual, COMDTINST 

 M5500.11. See volume VII of this manual (To Be Developed) 

 for additional information on Port Security Cards. 

 c. Custody Of Certificates Of Discharge. The officer in 

 charge, marine inspection (OCMI) shall maintain a record of 

 each Certificate of Discharge to Merchant Seaman, Form 

 CG-718A, in unit custody. The record should include the 

 serial number, dates received and issued, the company the 

 certificate was issued to, the name of the company official 

 who received it, and the initials of the issuing Coast Guard 

 officer. An audit should be conducted annually and at the 

 time of relief of the OCMI or the senior inspector of 

 personnel (SIP). 

 d. Custody Of Merchant Mariner's Document (MMD's). The OCMI 

 shall maintain a record of each MMD, Form CG-2838, stored 

 and issued under unit custody. The control numbers of the 

 documents being delivered shall be carefully checked to 

 determine that no MMD is missing before the custody receipt 

 is signed. Blank MMD's should be securely packaged and 

 handled and stowed in accordance with the Security Manual. 

 A complete report of any missing documents shall be made to 

 Commandant (G-MVP-1), via the district commander, 

 immediately upon discovery of the loss. 

 e. Safeguarding Personal Information. Information from such 

 sources as violation reports, waterfront facility operations 

 manuals, Marine Safety Information System (MSIS) printouts, 

 Port Security Card applications, or other records of a 

 similar nature shall be given the following minimum 

 administrative and physical security: 

 (1) Access to personal information shall be limited to 

 personnel who require such access in the performance of 

 official duties; 

 8-7 
 MARINE SAFETY MANUAL 

 8.B.2.e. (2) Whenever information is not under the control of an 

 authorized individual, it should be stored under 

 locked conditions such as a locked room, file 

 cabinet, or desk; and 

 (3) Records containing personal information shall be 

 destroyed, when appropriate, in accordance with the 

 Security Manual. 

 Commandant Instructions (5200 series) concerning the Freedom 

 of Information Act (FOIA) and Privacy Act should be referred 

 to when in doubt concerning such matters (see also chapter 9 

 of this volume). Documents and records such as marine 

 casualty investigation records, investigative records of 

 violations of law and regulation, personnel investigation 

 reports, Administrative Law Judge Decisions and Orders, and 

 Commandant's Decisions of Appeals require normal officer 

 security. 

 f. Custody Of Small Arms. Small arms are maintained by 

 marine safety field units for use, as required, and the 

 enforcement of marine safety statutes and military 

 readiness. As small arms and ammunition are highly 

 susceptible to theft, they shall be stored only in secure 

 facilities, such as a GSA-approved Class 6 weapons 

 containers (FSN-7110-931-0771). Such containers shall be 

 located in areas that are under continual surveillance, or 

 that are wired with theft alarms so that unit personnel can 

 respond immediately to an alarm. Guidelines concerning the 

 maintenance, procurement, and safeguarding of small arms are 

 contained in the Ordnance Manual, COMDTINST M8000.2, and the 

 Manual of Physical Protection Standards, CG-468. Unit 

 commanders shall ensure that all persons under their command 

 having security responsibilities are familiar with the 

 requirements of these publications. 

C. Safety Equipment And Protecting Clothing. 29 U.S.C. 668 requires 

 federal employees, civilian and military, to be provided with 

 protective clothing and equipment when performing duties in a 

 foreseeably hazardous environment. The Coast Guard acquires, 

 maintains, and requires the use of personal protective 

 clothing/equipment at marine safety field units. These items must 

 meet recognized safety standards and be suitable to the degree of 

 hazard. Unless directed otherwise, the general administration of 

 safety equipment and protective clothing shall follow the guidelines 

 set forth in section 8.A above. Respiratory protection equipment is 

 discussed in chapter 10 of this volume. 

 1. Authority Of The Command. It is the combined responsibility 

 of the district commander and unit CO to: 

 a. Identify functions (including non-appropriated fund 

 activities (NAFA)) requiring safety/health equipment or 

 protective clothing; 

 b. Specify the type(s) of safety equipment/clothing required 

 for the identified function; 

 c. Furnish protective clothing/equipment to personnel requiring it; 

 8-8 
 MARINE SAFETY MANUAL 

 8.C.1. d. Maintain safety equipment and protective clothing in 

 serviceable condition; 

 e. Enforce the proper use of such equipment; 

 f. Indicate requirements on Unit Allowance Lists; and 

 g. Ensure that supervisory personnel are aware of and 

 understand these requirements, as directed by Coast Guard 

 Regulations, COMDTINST M5000.3. 

 2. Unit Safety Officer. The unit executive officer (XO) normally 

 functions as the safety officer and administers the unit's 

 safety program by coordinating safety indoctrination and 

 planning of the various unit departments (see chapter 10 of this 

 volume). 

 3. Accountability. Protective clothing and equipment are GP 

 properly, as well as organizational items. They shall be 

 accounted for in accordance with procedures set forth in Volume 

 III of the Comptroller Manual, COMDTINST M4400.13. 

 4. Protective Footwear. Military issue safety-toe shoes or 

 comparable commercial shoes shall be issued to Coast Guard 

 personnel when: 

 a. The person is exposed to foot hazards at least 30 percent of 

 working time; or 

 b. The person's occupation is considered hazardous to feet 

 (e.g., welders, machinists, mechanics, etc.). 

 Coast Guard personnel who are exposed to foot hazards less than 

 30 percent of their working time shall be issued toe or foot 

 guards as appropriate for the period of their exposure. [NOTE: 

 29 CFR 1910.136 requires all safety-toe protective footwear to 

 meet specifications of the American National Standards Institute 

 (ANSI) Standard for Men's Safety-Toe Footwear, Z41.1 1967.] 

 5. Protective Eyewear. Plain or prescription safety glasses 

 shall be issued to field inspectors and personnel working 

 full-time in an eye-hazardous environment. These glasses shall 

 meet the ANSI Standard for Occupational and Educational Eye and 

 Face Protection, Z87.1-1968 (see 29 CFR 1910.133). Prescription 

 safety glasses shall have the same refractive power as the 

 person's normal wearing glasses and shall be furnished at 

 government expense (not including refractive eye examination), 

 chargeable to OG-30 funds. Personnel working close to exposed 

 electrical circuits or flammable/explosive substances shall be 

 issued safety glasses with frames made of nonconducting, 

 nonflammable material. 

 6. Protective Clothing. Protective clothing and equipment such 

 as rubber boots and gloves, face shields, goggles, hard hats, 

 and similar gear are designed primarily to protect personnel 

 from fire, steam or chemical burns, and electrical shock. They 

 are furnished to personnel as required 

 8-9 
 MARINE SAFETY MANUAL 

 8.C.6. (cont'd) by the job or work environment. Material condition 

 inspections shall be made at least once a year of all equipment, 

 which shall be stored in adequate storage facilities. 

 7. Care Of Protective Items. Items of protective wear (except 

 safety shoes and prescription safety glasses) shall be inspected 

 for material condition, and cleaning and sanitized before 

 reissuance. 

 8. Respiratory Protection. National Institute for Occupational 

 Safety and Health (NIOSH) approved respiratory protective 

 equipment such as the air-purifying respirator, the 

 self-contained breathing apparatus (SCBA), and the EEBA shall be 

 maintained and inspected by the unit. Units shall establish a 

 respiratory protection program as outlined in 29 CFR 1910.134 

 and ANSI Standard Z88.2 1980. 

D. Vehicles And Small Boats. Due to the complexities involved in 

 administering GSA or Coast Guard-owned vehicles, detailed guidance 

 for vehicles administration should be sought in the Motor Vehicle 

 Manual, COMDTINST M11240.9; COMDTINST's in the 11240 series; and the 

 Federal Management Regulations, 41 CFR 101. The policy for Coast 

 Guard boats is contained in the Boat Management Manual, COMDTINST 

 M16114.4A. The Naval Engineering Manual, COMDTINST M9000.6, and the 

 Coating and Color Manual, COMDTINST M10360.3, also provide guidance 

 for the administration of small boats. 

 1. Use Of Pollution Response Vehicles. Immediate response action 

 can often minimize the effects of an oil discharge or hazardous 

 substance release. One response method that has been found to be 

 fast and effective when federal response is called for involves 

 the use of a pollution response vehicle. In addition to 

 reducing response time, the presence of the vehicle presents a 

 highly visible display to the local public that positive steps 

 are being taken in dealing with the problem. Pollution response 

 vehicles have also been successfully used for public relations 

 purposes. For example, the Vehicles can be used as a Coast 

 Guard display during local events. 

 a. Funding. The need for improving our response capability 

 was acknowledged by Congress who provided funding in the 

 budget specifically for that purpose. To the extent that 

 funding was made available, pollution response vehicle 

 outfits were established at selected Coast Guard units. 

 Commandant (G-ECV) has distributed funds to district 

 commanders to support the establishment and replacement of 

 pollution response vehicles. 

 b. District Responsibility. The normal vehicle management 

 procedures found in the Motor Vehicle Manual, COMDTINST 

 M11240.9, shall be followed in planning vehicle procurement 

 and disposition. As vehicles near the end of their 

 projected service life, the district commander should plan 

 for their replacement. District commander responsibilities 

 include: 

 (1) Establishing vehicle allowances and procuring vehicles. 

 8-10 
 MARINE SAFETY MANUAL 

 8.D.1.b. (2) Allocating and reallocating vehicles based upon 

 operational need including commercial sector evaluation. 

 (3) Using normal procedures in the Motor Vehicle Manual, 

 COMDTINST M11240.9, if replacement is necessary. 

 Replacement costs will be weighed against both 

 completing program needs and allocated OG-43 funds 

 during the course of evaluating resource needs 

 submitted on Operating Guide, Summary of Budget 

 Estimates, Form CG-4144. 

 2. Use Of Emergency Lights And Sirens On Vehicles. The 

 objectives of the PES, MER, and WWM Programs, to improve the 

 quality of the marine environment and safety of persons and 

 property on the adjacent to the navigable waters of the U.S., 

 have required the Coast Guard to enhance its immediate-response 

 capabilities. In extraordinary situations the use of emergency 

 lights and sirens on Coast Guard-used vehicles can enhance 

 response time. As the requirements and specifications for 

 emergency equipment vary throughout the United States, it is not 

 possible to establish a set of common standards and guidelines. 

 Therefore, the use of emergency lights and sirens on response 

 vehicles shall comply with applicable state laws. In addition, 

 Coast Guard operators must be properly trained and certified to 

 operate these vehicles, as required by the Safety and 

 Occupational Health Manual, COMDTINST M5100.29, and the Motor 

 Vehicle Manual, COMDTINST M11240.9. Unit CO's shall: 

 a. Evaluate the conditions existing within their zones to 

 determine if the use of emergency lights and sirens is 

 necessary; 

 b. Ensure that emergency lights and sirens meet all state 

 requirements; and 

 c. Ensure that operators of emergency response vehicles are 

 trained and certified in accordance with COMDTINST M5100.29 

 and M11240.9. 

 3. Use Of Small Boats. 

 a. Control. The district commander shall review all reports 

 and analyses submitted by district units; assign small boats 

 to marine safety field units for maximum advantage; make 

 recommendations to Commandant (G-OSR) concerning boat 

 characteristics and alterations; and control funds allotted 

 for boat management. The CO or OCMI is responsible for the 

 readiness of the unit to perform assigned missions. This 

 shall be accomplished by: 

 (1) Periodically reviewing boat material condition; 

 (2) Reviewing operational requirements for boats, keeping 

 abreast of current and projected allowances, and 

 monitoring their suitability for the unit's assigned 

 missions; and 

 (3) Maintaining and submitting accurate reports. 

 8-11 
 MARINE SAFETY MANUAL 

8.D.3. b. Record-Keeping. Operational data on the 32-foot PWB's 

 for program management is collected on the Abstract of 

 Operations Boat Report, Form CG-3273C, in accordance with 

 the guidance found in Instructions for Abstract of 

 Operations Reports, COMDTINST 3123.7 (series). Additional 

 guidance for boat resource management is provided in the 

 Boat Management Manual, COMDTINST 16114.4A. 

E. Firefighting Equipment. The Ports and Waterways Safety Act (PWSA) 

 of 1972 (33 U.S.C. 1221 et seq.) gives the Coast Guard broad 

 responsibility for promoting the safety of life, property, harbors, 

 ports, and waterfront areas on or along the navigable waters of the 

 U.S. Most ports and waterfront areas are under the operational or 

 supervisory control of a state or municipal firefighting force. 

 Coast Guard marine safety units may render assistance to these 

 forces as available when a fire occurs. Of primary concern is fire 

 protective of Coast Guard-owned or leased property. [NOTE: When 

 rendering assistance, consideration must always be given to the 

 adequacy of Coast Guard equipment and the level of Coast Guard 

 training.] 

 1. Command Responsibilities. The CO/OCMI is expected to maintain 

 the firefighting potential of the unit at peak effectiveness. 

 However, the services given by unit personnel can be only as 

 good as the equipment available. Therefore, it is vital for all 

 firefighting equipment to be properly maintained and managed, so 

 that it operates properly when a fire occurs. The unit 

 commander shall ensure that trained individual(s) perform 

 maintenance, inspections, and rechargings of extinguishers and 

 other firefighting apparatus with the proper tools, recharge 

 material, lubricants, and replacement parts. The Safety and 

 Occupational Health Manual, COMDTINST M5100.29, provides 

 guidance in fire prevention. Code 10 of the National Fire 

 Protection Association (NFPA) and the Civil Engineering Manual, 

 COMDTINST M11000.1, provide guidance on fire science and the 

 use, maintenance, and inspection of extinguishers and other fire 

 protection appliances. 

 2. Use Of Fire Extinguisher. All hands must be familiar with the 

 extinguisher at the unit; the CO/OCMI shall ensure that 

 personnel are instructed in the proper use of extinguisher for 

 given types of fires (see the Civil Engineering Manual, 

 COMDTINST M11000.1). The types of extinguisher common at Coast 

 Guard units are: 

 a. Water Base Extinguisher. This type uses plain water, 

 antifreeze or wetting agent(s), and is intended for use 

 against Class A (dry combustible) fires. 

 b. Dry Chemical Extinguisher. This type most commonly uses 

 sodium bicarbonate or potassium bicarbonate (Purple K, 

 Special K, and Super K). The former type is primarily 

 designed to combat Class B (flammable liquid) and C 

 (electrical) fires. The latter may be used on Class D 

 (flammable metal) fires for which the extinguisher was 

 satisfactory rated. 

 c. Carbon Dioxide Extinguisher. This type expels carbon 

 dioxide gas and is primarily intended for use against Class 

 B and C fires. 

 8-12 
 MARINE SAFETY MANUAL 

8.E.2. d. Halon Type Extinguisher. This type contains a halogen-based 

 extinguisher agent. It may be used in areas specifically 

 approved by Commandant (G-ECV) in accordance with Code 10 of 

 the NFPA. 

 [NOTE: Vaporizing and halogenated extinguishers are considered 

 toxic to personnel and not approved for general Coast Guard use. 

 Soda acid extinguishers are considered inferior to other types 

 and are not longer recommended for procurement.] 

 3. Use Of Firefighting Pumps. 

 a. P-60. This is a rotary pump that delivers 60 gallons per 

 minute (GPM) at 100 pounds per square inch (PSI). As it 

 cannot deliver a standard fire stream of 250 GPM at 50 PSI 

 (through a 2-1/2" hose), it is of very limited use. [NOTE: 

 The P-60 pump is being phased out of service.] 

 b. PE-250. This is a centrifugal pump that delivers 250 GPM 

 at 100 PSI; it can be used to augment existing water 

 supplies. [NOTE: This will soon be replaced by the P-250 

 Mod 1 pump.] 

 c. Chrysler-Hale Trailer Pump. This centrifugal pump 

 delivers over 500 GPM at 100-200 PSI, and is the most 

 effective Coast Guard maintained pump for firefighting 

 purposes. 

 4. Use Of Hoses And Nozzles. Units having a need for firehoses 

 should have both 2-1/2" and 1-1/2" firehoses. Unlined linen 

 hoses are extremely water wasteful and subject to quicker decay 

 from mildew. Rubber-lined 100 percent polyester hoses should be 

 used wherever practicable and procured in all new purchases. 

 Adjustable pattern, constant flow/shut-off brass nozzles are 

 recommended. These nozzles should be specified in all new 

 purchases, and shall replace existing nozzles. 

F. Pollution Control Equipment. The Commander's policy is to 

 initiate rapid and effective response to control discharges of oil 

 and releases of hazardous substances, pollutants, or contaminants 

 into U.S. waters or the environment, as specified in the Federal 

 Water Pollution Control Act (FWPCA) as amended, and the 

 Comprehensive Environmental Response, Compensation, and Liability 

 Act of 1980 (CERCLA). As one of the primary agencies responsible 

 for pollution control, the Coast Guard has purchased equipment for 

 use in the overall response to pollution incidents. For maximum 

 flexibility and effectiveness this equipment has been distributed to 

 the National Strike Force (NSF), major ports, and units having 

 access only to limited commercial response resources. 

 1. District Responsibility. Administrative responsibility and 

 accountability for pollution control equipment normally rests 

 with the district commander, who may delegate active management 

 authority to individual units. The district commander shall: 

 a. Advise Commandant (G-WER) and (G-ECV) of new equipment 

 purchases or relocation of existing response equipment; 

 8-13 
 MARINE SAFETY MANUAL 

 8.F.1. b. Ensure adequate storage and maintenance arrangements; 

| c. Ensure that equipment is operated by competently trained 

 personnel; 

 d. Ensure that arrangements for reimbursement of actual 

 expenses, consistent with current policy, are made at the 

 time equipment is made available for use by Coast Guard or 

 other government personnel; and 

 e. Ensure that Coast Guard resources will measurably enhance 

 removal activities. 

 2. Unit Responsibility. The following requirements apply to unit 

 level administration of pollution equipment: 

 a. An adequate and comprehensive engineering and maintenance 

 record for each piece of equipment; 

 b. Regular maintenance periods and designated person(s) to 

 perform maintenance; 

 c. Timely and justifiable requests for equipment repairs, 

 purchases, or other support to prevent the impairment of the 

 equipment and operational efficiency (see subparagraph 

 8.A.2.b above); 

 d. A custodian/user accountability system for each piece of 

 equipment; 

 e. A comprehensive file of instructions, publications, etc., 

 affecting the management of pollution control equipment; 

 f. Preventing Coast Guard-owned equipment from competing with 

 cooperative or commercial resources; 

 g. Reports of equipment usage, enumerating appropriate 

 specifics, to Commandant (G-WER) and (G-ECV) and district 

 (m) and (e) staffs; 

 h. Documents of out-of-pocket expenses chargeable to the 

 respective pollution fund, for billing to responsible 

 parties; 

 i. Adequate storage arrangements; 

 j. Training of personnel to operate equipment; if necessary, 

 training assistance from the NSF, the equipment 

 manufacturer, or another competent source; and 

 k. Engineering support from the district (e) staff for pollution 

 equipment problems. 

 3. Use Of Coast Guard Equipment. 

 a. Pollution From Federal Facilities Or Vessels. Coast 

 Guard-owned equipment may be used to remove discharge or 

 release from vessels or facilities owned or operated by the 

 Coast Guard. Other federal 

 8-14 
 MARINE SAFETY MANUAL 

 8.F.3. a. (cont'd) agencies may use Coast Guard equipment on a 

 cost-reimbursement basis. These costs shall not be paid 

 from the pollution fund, but must be charged to the federal 

 agency's operating funds. Reimbursement arrangements shall 

 be negotiated prior to or at the time the equipment is made 

 available. 

 b. Coast Guard Unit Equipment. Each on-scene coordinator 

 (OSC) maintains levels of "first aid" oil pollution response 

 equipment as determined through the contingency planning 

 process. However, it is the Coast Guard's policy not to 

 compete with the commercial sector. Consistent with this 

 policy, the use of Coast Guard equipment is appropriate when 

 it: 

 (1) Can be used in a more timely fashion than commercially 

 available equipment; 

 (2) Includes a necessary containment or removal device that 

 cannot be reasonably obtained from commercial sources; 

 or 

 (3) Will enhance removal activities. 

 Whenever the OSC must utilize Coast Guard equipment for 

 purposes other than monitoring, the OSC shall declare a 

 federally-funded removal to the extent necessary to ensure 

 effective removal of pollutants. Upon arrival of commercial 

 equipment, Coast Guard-owned equipment should be removed, 

 provided a smooth transition can be made. 

 c. Documenting Use Of Coast Guard Equipment. An important 

 responsibility of equipment administration is documentation 

 of equipment usage. This is an essential element in the 

 procedures to recover costs associated with Coast Guard 

 pollution removal and control efforts. Details on required 

 procedures for the recovery of costs incurred for the use of 

 Coast Guard-owned pollution response equipment are found in 

 volume VI of this manual. 

 4. MEPALT System. As new pieces of hardware are introduced into 

 the MER Program, certain defects or design flaws may be 

 discovered. These flaws are normally corrected by alterations 

 in the field. The method of alteration, however, must be 

 standardized to ensure that detrimental changes are not made. 

 Generally, such an alteration, called a MEPALT, is a change to 

 the design or specification of a particular piece of equipment 

 and its structural components, fittings, rigging, corrosion 

 protection coatings, or other parts that affect its operational 

 characteristics. The procedures set forth below apply to all 

 Headquarters procured MER equipment. 

 a. Definitions. 

 (1) MEPALT. This is the Commandant's authorization for 

 altering MER equipment. The standard form used to 

 process a MEPALT is Form CG-5040. 

 8-15 
 MARINE SAFETY MANUAL 

8.F.4.a. (2) Repair. This involves all work, not classified as an 

 alteration, that is necessary to restore equipment to 

 its normal or authorized condition or function. 

 (3) Class. This is a family of devices whose functions 

 are similar. An oil containment barrier, for example, 

 belongs to the class of Oil Barriers. 

 (4) Type. This is a subdivision of a class determined by 

 operational parameters or special requirements. For 

 example, ADAPTS TYPE I and TYPE II are examples of 

 types within a class. 

 (5) Sub-Type. A sub-type is a further division of type 

 based upon a further specialization to fulfill certain 

 operation requirements (e.g., ADAPTS TYPE II/Tropical 

 and ADAPTS TYPE II/Arctic). 

 (6) MEPALT Classification. This refers to the alteration 

 process and is unrelated to the equipment class 

 affected. 

 (a) Classification A. These are of utmost 

 importance for correcting conditions that impair 

 the service characteristics of the particular 

 equipment affected. 

 (b) Classification B. These are of less urgency 

 than those of Classification A, but are of 

 sufficient importance to warrant accomplishment. 

 b. MEPALT Numbers. The basic MEPALT number consists of six 

 components. The first component is the MEPALT serial number, 

 which is used to number all MEPALT's; the second is a letter 

 that indicates the classification of the MEPALT; the third 

 is the class of equipment involved; the fourth is the type 

 of MEP equipment involved; the fifth indicates the sub-type 

 affected; and the sixth is a serial number for MEPALT's in a 

 particular class. Examples are: 

 1 2 3 4 5 6 

 MEPALT CLASSIFI- CLASS TYPE SUB-TYPE CLASS 

 SERIAL # CATION SERIAL # 

 (1) 00017 A ADAPTS II ALL 0008 

 (2) 00014 B PUMP FLOAT ALL ALL 0001 

 (3) 00016 B SKIMMING ALL ALL 0002 

 BARRIER 

 [NOTE: The class serial number need not be the same as the 

 MEPALT serial number.] 

 c. Applicability And Distribution. A MEPALT may apply to any 

 item of equipment designated by a MEPALT number. It is 

 expected that most MEPALT's will concern all field units 

 holding a single type of equipment. Some MEPALT's will be 

 so broad as to affect an entire class of equipment; others 

 may be confined to a single sub-type only. 

 8-16 
 MARINE SAFETY MANUAL 

 8.F.4. c. (cont'd) MEPALT's will be distributed to field units with 

 affected equipment and to district/area commanders and 

 Commandant (G-WER), as appropriate. 

 d. Accomplishment Of Alterations. Unless otherwise noted, or 

 in a particular MEPALT, receipt of an approved Form CG-5040 

 is the only authority for instituting an alteration. 

 e. Priorities Of Accomplishment. Classification A

 alterations shall be considered of equal importance with 

 urgent repairs and shall be accomplished no later than the 

 next scheduled maintenance period. Classification B

 alterations, being less urgent, must be accomplished within 

 12 months of the date of receipt. 

 f. Descriptions Of The Alteration. Sufficient descriptions 

 of an alteration and complete specifications with applicable 

 plans or drawings will be furnished with each MEPALT issued. 

 g. Materials And Funds. Form CG-5040 will indicate whenever 

 materials or funding will be furnished by Commandant (G-WER). 

 h. Report Of Completion. Upon completion of a MEPALT, the 

 unit shall complete the space provided on Form CG-5040. The 

 green copy of the form shall be forwarded to Commandant 

 (G-ECV); report RCS-G-ECV-3086 applies; no letter of 

 transmittal is required. A unit receiving a MEPALT that 

 does not apply shall note that fact in the completion 

 section of Form CG-5040, and forward the copy as indicated 

 above. A copy of Form CG-5040 shall also be forwarded to 

 the district or area commander, as appropriate, with the 

 applicable notation in the completion section. 

 i. MEPALT Records. Each unit shall maintain two MEPALT 

 files: One ordered by the MEPALT serial numbers, the other 

 for each class by the class serial numbers. These files 

 will indicate all MEPALT's complete and incomplete, whether 

 or not they pertain to the unit's particular equipment. 

 When a MEPALT has been completed on a piece of equipment, 

 the appropriate space on Form CG-5040 shall be filled in. A 

 copy shall be placed in the engineering and maintenance 

 record for the item of equipment altered. This record shall 

 be kept with the item of equipment during all moves or 

 transfers. 

 j. Alteration Requests. Alteration requests may be 

 submitted, in letter form, by the unit commander or the 

 area/district commander to Commandant (G-ECV). At a 

 minimum, such requests must address the following issues in

 detail. 

 (1) What is the problem? The request must describe the 

 problem, including photographs, sketches, and 

 documentation to help reviewing authorities understand 

 the problem. 

 (2) What is the solution? The request must describe the 

 proposed alteration, including justification 

 (photographs, sketches, etc., should be included when 

 necessary). 

 8-17 
 MARINE SAFETY MANUAL 

8.F.4. k. Initial Action By The Commandant. Alterations serve to 

 correct design flaws or other deficiencies, meet changes in 

 operational requirements, eliminate safety hazards, or 

 result in cost savings. If a proposed alteration meets any 

 of these criteria, the Commandant will, upon receipt of such 

 a request, take one of the following actions: 

 (1) Should further comment be desired, copies of the 

 request will be forwarded to unit commanders, 

 area/district commanders, and Commandant (G-WER), as 

 appropriate; 

 (2) If the proposal is disapproved, the originator will be 

 so by Commandant (G-ECV); or 

 (3) If the proposal is approved, it will be issued as a 

 MEPALT to all units with affected MER equipment on Form 

 CG-5040. 

 l. Action By The District/Area Commander. Upon receipt of an 

 alteration request from a field unit, the area or district 

 commander shall review the proposal. Emphasis should be 

 given to consideration of the operational justification for 

 the proposal. Appropriate members of the area/district 

 staff should be consulted during the evaluation of the 

 proposed alteration. The area/district commander shall 

 prepare an endorsement to the proposal that addresses the 

 following points; 

 (1) The operational justification for the alteration; 

 (2) Whether the proposed solution is the best for the 

 stated problem. If not, suitable alternatives shall be 

 proposed; and 

 (3) Clarification, where necessary, of the original problem 

 and/or proposed solution. 

 Requests (favorably or unfavorably endorsed) shall be 

 forwarded to Commandant (G-ECV) for evaluation. Area or 

 district commanders receiving proposed alterations from 

 Headquarters shall review the proposal as outlined above and 

 advise Commandant (G-ECV) accordingly. The area or district 

 commanders shall endorse replies furnished by field units 

 under their jurisdiction. 

 m. Review By Unit Commanders. Upon receipt of a proposed 

 alteration, the CO shall evaluate the proposal to determine 

 its need or feasibility. The CO shall then submit a letter 

 to Commandant (G-ECV) within 10 days of receipt of the 

 proposal. This letter should address the following points: 

 (1) Does the problem exist for that unit? If not, why not? 

 (2) Is the proposed alteration the best solution? If not, 

 what are the alternatives? 

 n. Review by Commandant (G-WER). Commandant (G-WER) will, 

 after receiving a proposed alteration from Commandant 

 (G-ECV), review the 

 8-18 
 MARINE SAFETY MANUAL 

 8.F.1. n. (cont'd) proposal for its impact on overall mission 

 operational capability, endorse the proposal, and 

 return it to Commandant (G-ECV). 

 o. Final Action. Upon receipt of all information pertinent 

 to a proposed alteration, final action will be taken on the 

 original request. If the proposal is approved, Commandant 

 (G-ECV) will assign it a classification and a serial number, 

 publish it on Form CG-5040, and distribute it. If the 

 proposal is disapproved, the originator will be so notified 

 by Commandant (G-ECV) by letter. A copy will be sent to 

 each unit commander and area/district commander who 

 submitted amplifying information. 

G. Coast Guard Employment Of Civilian Aircraft. 

 1. Program Requirements. Marine safety units may occasionally 

 require the use of aircraft for routine overflights or emergency 

 response operations in the course of their responsibilities. 

 Coast Guard aircraft should be utilized to the maximum extent 

 possible to fulfill marine safety aviation needs. However, when 

 Coast Guard aircraft is not available, or its use would 

 significantly jeopardize the successful completion of marine 

 safety responsibilities, service of civilian-owned aircraft, 

 either through commercial contract or the Coast Guard Auxiliary 

 (CGAUX), may be used in accordance with the policy contained in 

 this section. Emergency response operations are those in 

 which immediate Coast Guard response is required to prevent 

 further loss of or damage to life, property, or the environment 

 due to a marine casualty, oil or hazardous materials discharge, 

 or natural disaster. Routine overflights are conducted to 

 monitor potential discharge or emergency situations, and are 

 classed into two categories: 

 a. Offshore Areas. Surveillance requirements are based on 

 shipping density, location of offshore facilities, and the 

 environmental sensitivity of the area. With the exception 

 of the Great Lakes, overflight priorities are assigned to 

 areas within the contiguous zone to 12 miles offshore). 

 Occasional random overflights may be made over the 

 prohibited zone (12-50 miles offshore, or 12-100 miles 

 offshore from the Canadian border to Long Island Sound, New York). 

 b. Port Areas. Surveillance requirements are based on the 

 amounts of petroleum products and hazardous materials 

 handled within the marine safety zone. Ports handling 10 

 million tons or more annually are prioritized by the actual 

 amounts handled; ports with adjacent Coast Guard air 

 stations are overflown on an assigned schedule regardless of 

 the amounts moved. [NOTE: The term "emergency" as used 

 herein does not anticipate use of civilian support in 

 situations of inordinate risk to aircraft and passengers. 

 Civilian resources shall not be utilized in conditions of 

 imminent danger, nor shall leased resources be used in 

 search and rescue (SAR) operations.] 

 2. Unit Flight Coordinator. Each OCMI/COTP using civilian 

 aircraft shall designate a unit flight coordinator to oversee 

 the logistics and timely conduct of flights operations. To this 

 end, the flight coordinator shall: 

 8-19 
 MARINE SAFETY MANUAL 

 8.G.2. a. Schedule all flights, as directed by the OCMI/COTP; 

 b. Submit a surveillance/response plan, including updated 

 weather information, to the OCMI/COTP prior to each flight 

 (see Figure 8-1 for a sample flight plan); 

 c. Maintain communications with embarked personnel and keep 

 apprised of the evolution of the flight; and 

 d. Submit completed aircraft use reports to the district 

 commander (m). 

 3. Aircraft Management. 

 a. Leased Aircraft. 

 (1) Contracting Civilian Service. The district commander 

 shall determine which marine safety units require 

 access to civilian aviation services to augment their 

 missions. Each commercial service under consideration 

 for a Coast Guard contract shall, prior to selection, 

 be investigated by the district commander to verify its 

 level of personnel competence and safety record. Prior 

 to contract finalization, agreement shall be reached 

 between the district commander and the contractor for 

 appropriate charges for routine and emergency flights. 

 Each authorized unit shall apply a requirement contract 

 with the selected aviation service, upon which a 

 blanket delivery order will be issued each quarter. 

 Access to the contractor's services will be maintained 

 by the unit's giving notice that such services will be 

 required in the next quarter. After each flight, the 

 contractor shall complete an SF-44 invoice to itemize 

 the costs for that operation. This invoice, certified 

 by the OCMI/COTP, shall be forwarded to the district 

 commander (f) for payment. When a series of flights is 

 made in the execution of one response activity, all 

 flights may be itemized on a single SF-44. When 

 aviation services are required as part of a 

 federally-funded response to an oil pollution, 

 incident, the costs for such service are reimbursable 

 from the Pollution Fund established under Section 

 311(k) of the FWPCA, or the CERCLA Trust Fund, as 

 appropriate. See volume VI of this manual for 

 pollution response guidance. 

 (2) Cooperation With The Operator. Generally, the 

 contractor shall be notified of a scheduled flight at 

 least 48 hours in advance. However, because of the 

 Coast Guard's mission requirements and the potential 

 for emergency situations developing with little or no 

 warning, all contracts shall require emergency access 

 to aviation, services, as necessary, upon 1 hour's 

 notice. Generally, all leased aircraft flights shall 

 originate and terminate at the same location. One-way 

 transportation of Coast Guard personnel shall be 

 provided only by specific authorization of the district 

 commander (m), except when the OCMI/COTP determines 

 such flights to be necessary during emergency response 

 situations. 

 8-20 
 MARINE SAFETY MANUAL 

 FIGURE 8-1 

 SAMPLE FLIGHT PLAN 

 MSO NASHVILLE 

 Date of Flight:____________________ Flight No. _________ 

 Area to be patrolled and purpose:___________________________________________ 

 ____________________________________________________________________________ 

 Observers:__________________________________________________________________ 

 Estimated Time Return:_______________________________ Date _________________ 

 FOR WEATHER CALL 251-5378. Obtain weather information, for Nashville and 

 any other cities below that are near the intended route. 

 A. NASHVILLE: ceiling/visibility____________feet______________________miles 

 current wx: ground fog, light rain, heavy rain, 

 clearing by_____________ (time) 

 B. Clarksville, TN: ceiling/visibility_______feet_____________________miles 

 Other:___________________________________________________________________ 

 C. Paducah, KY: ceiling/visibility___________feet_____________________miles 

 Other:___________________________________________________________________ 

 D. Muscle Shoals, AL: ceiling/visibility_____feet_____________________miles 

 Other:___________________________________________________________________ 

 E. Huntsville, AL: ceiling/visibility________feet_____________________miles 

 Other:___________________________________________________________________ 

 F. Chattanooga, TN: ceiling/visibility_______feet_____________________miles 

 Other:___________________________________________________________________ 

 C. Knoxville, TN: ceiling/visibility_________feet_____________________miles 

 Other:___________________________________________________________________ 

 H. Bowling Green, KY: ceiling/visibility_____feet_____________________miles 

 Other:___________________________________________________________________ 

 APPROVED: ______________________________ 

 (CO/Acting CO) 

 Submitted by:___________________________ 

 (Title) 

 8-21 
 MARINE SAFETY MANUAL 

8.G.3.a. (3) Reporting Use Of Leased Aircraft. An "aircraft use 

 report" shall be completed and forwarded to the 

 district commander (m) within 5 working days of each 

 flight, unless the flight is conducted as part of a 

 federal removal activity. Reports shall be serially 

 numbered according to their consecutive occurrence in 

 the fiscal year (e.g., 1-86, 2-86). Additionally, 

 telephone or message notification shall be made to 

 district commander (m) within 1 working day of an 

 emergency response flight, explaining the nature of the 

 operation and its estimated cost. As on the SF-44 

 invoice, a series of flights made during one emergency 

 response situation may be documented in one report (see 

 Figure 8-2 for a sample aircraft use report). The use 

 of leased aircraft shall also be noted in Item (C) of 

 the PES/MER Quarterly Activities Report, Form CG-4957, 

 and other appropriate sections of that form. 

 b. Coast Guard Auxiliary (CGAUX) Aircraft. 

 (1) Introduction. The use of CGAUX aircraft for marine 

 safety overflights increased significantly in the 

 1970's. CGAUX members generally have a deep regard for 

 the Service and a strong desire to assist the Coast 

 Guard to the greatest extent possible. Private pilots 

 are carefully evaluated to determine their proficiency 

 and maturity before acceptance as CGAUX pilots. This 

 includes a required minimum experience of 200 flying 

 hours. Another significant "selling point" in the use 

 of CGAUX resources is their relatively low cost; an 

 average 4 hour, single-engine Auxiliary flight costs 

 $40, contrasting sharply with the expenses of leased 

 services or Coast Guard aircraft. 

 (2) Obtaining CGAUX Assistance. Due to the limited 

 number of Auxiliary pilots within the district, a 

 marine safety unit may not be able to draw upon CGAUX 

 aerial resources in emergency situations. However, the 

 utilization of CGAUX resources for routine overflight 

 operations is encouraged. Initial contact with 

 Auxiliary officers may be made through the district 

 commander (ba). The unit shall designate a liaison 

 officer, such as the flight coordinator, to maintain 

 close contact with the Auxiliary flotilla commander and 

 pilots to coordinate flight schedules. Official orders 

 for a CGAUX flight must be issued prior to the flight 

 in order for the pilot to be credited for the flight 

 hours and reimbursed for fuel. There are two common 

 means of issuing orders to Auxiliarists: 

 (a) The district or group commander may authorize the 

 OCMI/COTP to issue orders directly to the 

 Auxiliarist for marine safety flights; or 

 (b) The District Director of Auxiliary may issue 

 "annual orders," which provide blanket 

 authorization for Auxiliarists to operate 

 officially, upon request by the OCMI/COTP. 

 8-22 
 MARINE SAFETY MANUAL 

 FIGURE 8-2 

 SAMPLE AIRCRAFT USE REPORT 

 UNIT:_______________________________________ REPORT NO.__________ 

 DATE(S) OF USE:_____________________________ 

 PURPOSE OF FLIGHT:____Routine Surveillance 

 ____Emergency Response 

 ____Other: 

 WERE SERVICES RECEIVED UNDER A COAST GUARD-ADMINISTERED CONTRACT? 

 ____ Yes : Contract No. _____________________________ 

 ____ No Purchase Order No. ______________________ 

 AIRCRAFT TYPE, MAKE, ND MODEL:__________________________________________ 

 (Indicate whether single- or multi-engine, fixed- or rotary-wing) 

 HOURS PRIOR NOTIFICATION: ____ WAS CONTRACTOR ABLE TO PROVIDE A/C AT 

 REQUIRED TIME? ____ REASON FOR DELAY, IF ANY:___________________________ 

 COST OF SERVICE: 

 FLIGHT TIME: ____ HRS AT $ _____/HR $ ________ 

 FLIGHT TIME: ____ HRS AT $ _____/HR _________ 

 STANDBY TIME: ___ HRS AT $_____/HR _________ 

 OTHER CHARGES: (Specify) ________ _________ 

 ___________________________________ _________ 

 ___________________________________ _________ 

 (Attach additional sheet if necessary) 

 IF PAYMENT BY SF-44, ATTACH COPY 6. TOTAL $_________ 

 AIRCRAFT SERVICES OBTAINED FROM: 

 COMPANY: _______________________ 

 ADDRESS: _______________________ 

 _______________________ 

 8-23 
 MARINE SAFETY MANUAL 

 8.G.3. b. (cont'd) District commanders have broad discretion in 

 the issuance of Auxiliary orders, and variations on these 

 methods are common. [NOTE: See the CGAUX Air Operations 

 Manual, CG-505. This publication outlines procedures and 

 consideration for CGAUX pilots, and is recommended for 

 review by marine safety personnel working with the 

 Auxiliary.] 

 4. Unit Personnel Who Are Authorized To Fly. 

 a. Designation. At each unit, two flight observes (officer 

 or enlisted) may be authorized by the district commander to 

 receive flight pay for participating in aerial operations, 

 in accordance with the Personnel Manual, COMDTINST M1000.6, 

 and the Personnel Management Information System (PMIS) 

 Manual, COMDTINST M1080.5A. The OCMI/COTP shall designate 

 flight observers in writing. Nondesignated personnel may 

 embark on a voluntary basis only, as authorized by the 

 OCMI/COTP(or by the OSC during a federal response effort). 

 Nondesignated personnel shall not receive flight pay. 

 b. Duties Of The Flight Observer. 

 (1) Take advantage of aerial position to observe all 

 applicable subjects (e.g., incident sites, problem 

 areas, alleged violators), take photographs as 

 appropriate, or as instructed; 

 (2) Maintain communications via VHF radio with the unit, 

 other Coast Guard units or vessels, commercial vessels, 

 or waterfront facilities as directed by the flight 

 coordinator or OCMI/COTP; 

 (3) Care for equipment issued for the flight; and 

 (4) Submit a flight log to the flight coordinator within 2 

 working days of the flight (see Figure 8-3 for a sample 

 flight log). 

 c. Carriage Of Other Personnel. Passengers other than Coast 

 Guard personnel may be carried aboard civilian aircraft, 

 with the operator's acceptance, only when written 

 authorization for their presence on the flight has been 

 secured from the OCMI/COTP. Such passengers may have a 

 direct interest in an activity, but may not derive a 

 competitive or personal gain from the flight. 

 5. Flight Safety Requirements. 

 a. Operational Restrictions. Emergency response flight 

 (forward or return legs) shall not be conducted in ground 

 fog, when the ceiling is less than 1,000 feet, or when the 

 visibility is less than 2 miles for helicopter or 3 miles 

 for fixed-wing aircraft. Routine overflights shall not be 

 conducted in stormy or deteriorating conditions. When there 

 are indications that initially clear weather conditions will 

 deteriorate during the planned flight period, the flight 

 coordinator shall reschedule the flight. 

 8-24 
 MARINE SAFETY MANUAL 

 FIGURE 8-3 

 SAMPLE AERIAL SURVEILLANCE FLIGHT LOG 

 PURPOSE OF FLIGHT: ____ Routine DATE OF FLIGHT: 

 ____ Emergency Response A/C USE REPORT No. ____ 

 ____ Other: 

 AIRCRAFT INFORMATION: Rotary-wing _________________________________________ 

 Fixed-wing single-engine ____________________________ 

 Fixed-wing multi-engine ____________________________ 

 AREAS(S) PATROLLED: (COASTAL AREA/RIVER/PORT) 

 Harbors Observed: ______________________________________________________ 

 Remote Harbors Observed: _______________________________________________ 

 HARPAT/INSPECTION Checkoff Sheet Completed ____ 

 PERSONS ONBOARD: (a) ______________________________________________________ 

 (b) ______________________________________________________ 

 (c) ______________________________________________________ 

 (d) ______________________________________________________ 

 HOURS FLYING TIME: ________________________ 

 HOURS STANDBY (DURING INSPECTION WORK); ________________________ 

 HOURS DOWN (FUEL/FOOD/BREAKS): ________________________ 

 HOURS OTHER: ________________________ 

 TOTAL HRS ________________________ 

 OBSERVATIONS: (Continue on reverse side if necessary) 

 SUBMITTED: ________________________ 

 DATE: ________________ 

 8-25 
 MARINE SAFETY MANUAL 

8.G.5. b. In-Flight Requirements. When embarked upon civilian 

 aircraft, Coast Guard personnel shall conduct themselves in 

 a manner which reflects favorably upon the Service, with the 

 following requirements in mind: 

 (1) The operator is ultimately responsible for the safety 

 of the flight. Hence, the pilot shall be in command of 

 the aircraft and Coast Guard personnel must follow the 

 pilot's instructions. 

 (2) Personnel must be alert to the hazards of operating 

 machinery, they shall approach and depart the aircraft 

 from the front, so that the pilot can see them at all 

 times. They shall not walk around the tail section of 

 any helicopter unless instructed to do so by the pilot, 

 and shall keep their heads low and gear under control 

 when boarding or leaving aircraft. 

 (3) Life vests shall be worn on all flights over extensive 

 water areas not within gliding distance of land. 

 [NOTE: Wet suits or survival suits may be required on 

 certain helicopter flights.] Personnel shall wear 

 working blues or coveralls, with foul weather gear as 

 appropriate. Sunglasses and aural protectors (as) 

 necessary) shall be provided by the unit. 

 (4) Actual time over the area of interest during routine 

 overflights shall be limited to a duration of 3 hours 

 (excluding flight time to and from the area and 

 scheduled rest stops) to minimize fatigue and eye 

 strain. Generally, personnel shall not embark on more 

 than two such flights in any 24-hour period. 

 8-26 
 MARINE SAFETY MANUAL 

CHAPTER 9. MISCELLANEOUS ADMINISTRATIVE CONCERNS 

 CONTENTS 

SECTION PAGE

9.A. Regulatory Development 9-1 

9.A.l. Publication In The Federal Register 9-1 

9.A.l.a. Advance Notice Of Proposed Rulemaking 

 (ANPRM) 9-1 

9.A.l.b. Notice Of Proposed Rulemaking(NPRM) 9-1 

9.A.l.c. Final Rule 9-1 

9.A.l.d. Administrative Requirements 9-2 

9.A.2. Codification And Notice 9-2 

9.A.3. Management Of Regulatory Projects 9-2 

9.A.3.a. Beginning The Project 9-3 

9.A.3.b. Marine Safety Council 9-3 

9.A.3.c. Docketing Of Proposals 9-4 

9.A.4. Regulatory Correspondence 9-4 

9.B. Coast-Guard-Adoption Of Codes And Standards 9-5 

9.B.1. Standards Of The American Bureau Of 

 Shipping (ABS) 9-5 

9.B.I.a. Interface With-Regulatory 

 Requirements 9-6 

9.B.l.b. Application By Inspection 9-6 

9.B.l.c. Subsequent Applicability Of ABS 

 Classification 9-7 

9.B.2. Standards Of Other Recognized 

 Classification Societies 9-7 

9.B.3. Standards Of Other Recognized 

 Organizations And Associations 9-7 

9.B.3.a. Vessel Standards 9-7 

9.B.3.a.(1) Cargo Gear 9-7 

9.B.3.a.(2) Small Passenger Vessels 9-8 

9.B.3.a.(3) Electrical Engineering Standards 

 And Codes 9-8 

9.B.3.a.(4) Marine Engineering Standards 

 And Codes 9-8 

9.B.3.a.(5) Specifications 9-8 

9.B.3.a.(6) Nautical School Ships 9-8 

9.B.3.a.(7) Bulk Grain Cargo Loading 9-9 

9.B.3.a.(8) Packaged Hazardous Materials 9-9 

9.B.3.a.(9) Mobile Offshore Drilling Units. 

 (MODU's) 9-9 

9.B.3.a.(10) Outer Continental Shelf (OCS) 

 Activities 9-9 

9.B.3.b. Waterfront Facilities And Deepwater 

 Ports 9-9 

9.B.3.b.(1) Electrical Equipment 9-9 

9.B.3.b.(2) Cargo Handling Equipment 9-9 

 9-i CH-9 
 CONTENTS 

SECTION PAGE

9.B.3.b.(3) Fire Extinguishing Equipment 9-10 

9.B.3.b.(4) Design And Installation 9-10 

9.C. Public Access To Information 9-10 

9.D. Public Affairs Management 9-10 

9.D.1. Unit Public Affairs Officer (PAO) 9-10 

9.D.1.a. Designation And Training 9-10 

9.D.1.b. Duties 9-11 

9.D.2. General Media Relations 9-11 

9.D.3. Media Interest In Emergencies And 

 Disasters 9-11 

9.D.4. Media Interest In Investigations 9-12 

9.D.5. Media Relations In Pollution Response 9-13 

9.D.5.a. On-Scene Control 9-13 

9.D.5.b. Public Information Assist 

 Team (PIAT) 9-14 

9.D.6. Media-Related Actions By Area/District 

 Commanders And OSC's 9-14 

 CH-9 9-ii 
 MARINE SAFETY MANUAL 

 CHAPTER 9. MISCELLANEOUS ADMINISTRATIVE CONCERNS 

A. Regulatory Development. The regulations in subpart 1.05 of Title 

 33, Code of Federal Regulations (CFR) set forth basic procedures 

 for preparing and publishing Coast Guard regulations (Titles 33, 

 46, and 49, CFR). Additional procedures are contained in the 

 informal rulemaking provisions of the Administrative Procedure 

 Act (5 U.S.C. 553). This act requires, in part, that before 

 regulations are finalized they must normally be published in the 

 Federal Register as Notices of Proposed Rulemaking (NPRM's), and 

 that interested persons must be given an opportunity to comment 

 on them. Comments are usually submitted in writing, for 

 inclusion in the official file on the proposed regulations, but 

 may be presented orally if a public hearing is held. 

 1. Publication In The Federal Register. 

 a. Advance Notice Of Proposed Rulemaking (ANPRM). When 

 the Coast Guard has a need to gather information for 

 anticipated regulations, or when early public 

 involvement is appropriate, an ANPRM is published in the 

 Federal Register. The purposes of an ANPRM are to 

 obtain early public input and to identify tentative or 

 alternative courses of action that may be followed in 

 preparing regulations. 

 b. Notice Of Proposed Rulemaking (NPRM). When a course of 

 action has been selected, an NPRM is published in the 

 Federal Register. An NPRM informs the public that the 

 Coast Guard intends to issue "Final Rules." This notice 

 contains a draft of the rules, or a statement of their 

 contents, and a statement of the major issues in and the 

 reasons for the rules. The public is usually given a 

 minimum of 45 days to review the proposal and to provide 

 written comments, with the address for submitting 

 comments and the deadline for submittal stated in the 

 notice. If one or more public hearings are to be held, 

 the time and place(s) of the hearing(s) are announced in 

 the notice or in a subsequent notice of public hearing. 

| c. Final Rule. Comments from hearings and written comments 

| are evaluated, and the Final Rule is published in the 

 Federal Register. On occasion, a determination is made, 

 based upon comments received and additional "in-house" 

 analysis, to withdraw the proposal or make major 

 modifications to it before issuing a Final Rule. In 

 such cases, the modified proposal is published in the 

 Federal Register to provide further opportunity for 

 public comment. The Final Rule document contains a 

 9-1 CH-7 
 MARINE SAFETY MANUAL 

 9.A.1. c. (cont'd) discussion of comments received and explains 

 the action taken by the Coast Guard concerning the 

 comments. All changes to the proposed rules must be 

 supported by comments on the proposal or by further in- 

 house analysis. The effective dates of new and changed 

 rules are normally not less than 30 days after 

 publication in the Federal Register. Rules can be made 

 effective in less than 30 days after publication if it is 

 determined that good cause exists. This determination 

 and the reasons therefore are included in the Final Rule 

 document. 

 d. Administrative Requirements. The Administrative 

 Procedure Act lists certain instances in which notice and 

 comment procedures are not required before issuing Final 

 Rules. These include: interpretive rules; rules of 

 agency organization, procedures, and practice; general 

 statements of policy; rules relating to military and 

 foreign affairs; and certain other functions for which 

 these procedures are impractical, unnecessary, or 

 contrary to the public interest. For example, security 

 zones or safety zones may be established without prior 

 notice when there is insufficient time to permit notice 

 and comment. If a Final Rule is published without 

 following notice and comment procedures, a statement of 

 the reasons for not following these procedures is 

 provided in the Final Rule document published in the 

 Fededal Register. 

 2. Codification And Notice. The CFR volumes containing Coast 

 Guard regulations are reprinted annually to reflect all 

 changes published as Final Rules in the Federal Register, as 

 follows: 

 a. Title 33 - revised as of 1 July; 

 b. Title 46 - revised as of 1 October; and 

 c. Title 49 - revised as of 1 October. 

 The primary purpose for publishing Final Rules in the Federal

 Register, and subsequently in the FR, is to provide notice to 

 members of the public of the existence of the rules and their 

 contents. With few exceptions, regulations cannot be enforced 

 unless they have been previously published in the Federal

 Register as Final Rules. 

 3. Management Of Regulatory Project. Regulatory projects are 

 initiated from a number of sources. From time to time, the 

 President mandates rulemaking actions; certain laws 

 administered by the Coast Guard require or authorize 

 CH-7 9-2 
 MARINE SAFETY MANUAL 

| 9.A.3. (cont'd) rulemaking to implement statutory provisions. The 

| majority of regulatory projects are initiated by Headquarters 

| staff elements in support of the program objectives of Marine 

| Inspection (MI), Port Safety and Security (MPS), Marine 

| Environmental Protection (MEP), Merchant Vessel Personnel 

| (MVP), Navigation Safety and Waterways Services (N), Bridge 

| Administration (NBR), and Recreational Boating Safety (RBS). 

| Recommendations for changes to regulations also come from 

| industry, Coast Guard field personnel, and other interested 

| persons. Except for the regulations described in 33 CFR 1.05- 

| 1(d) and (g), and certain other regulations, all regulatory 

| actions are prepared at Coast Guard Headquarters. 

 a. Beginning The Project. To initiate a regulatory project, 

 the Commandant must be aware that a problem exists. A 

 project manager is then appointed to analyze alternative 

 solutions to the problem, the benefits and burdens of 

 each alternative, the persons to be affected, and any 

 associated environmental, economic, or social impacts. 

 This analysis forms the principal basis for determining 

 if any regulations are needed. A workplan setting forth 

 the need for the regulation and the objectives to be met, 

| along with a summary of this analysis, is prepared for 

| review by the Marine Safety Council, Commandant (G-LRA). 

| b. Marine Safety Council. Broad policy guidance on proposed 

| rules is provided by the Marine Safety Council, which is 

| composed of the chiefs of the following Headquarters 

| Offices: 

| 

| (1) Marine Safety, Security and Environmental Protection 

| (G-M); 

| 

| (2) Navigation Safety and Waterway Services (G-N); 

| 

| (3) Engineering, Logistics and Development (G-E); 

| 

| (4) Chief Counsel (G-L). 

| 

| The Chief Counsel (G-L) serves as the chairman of the 

| Marine Safety Council. The function of the Council is to 

| advise the Commandant on all regulatory matters, taking 

| into account the effect of proposed regulations on the 

 environmental, economic, and social goals of the 

 government. Normally, actual work on drafting 

 regulations does not begin until the Council has agreed 

 that there is a need for the regulation, and has given 

 policy approval to the objectives and methods set forth 

 in the workplan. If the regulatory action being 

 considered is a "significant" regulatory action under 

 9-3 CH-7 
 MARINE SAFETY MANUAL 

 9.A.3. b. (cont'd) Executive Order (E.O.) 12498 and implementing 

 directives, then pursuit of that regulatory action must 

 be approved by the Department of Transportation (DOT) 

 and the Office of Management and Budget (OMB) for 

 inclusion in the administration's regulatory program. 

 When a workplan is prepared for a regulation classified 

 as significant under DOT policies and procedures for 

 simplification, analysis, and review of regulations 

 (DOT Order 2100.5 of 22 May 1985), the Commandant must 

 approve the workplan. A member of the Chief Counsel's 

 staff assists the project manager in drafting the 

 proposed rules. This draft is then evaluated by all 

 appropriate Headquarters staffs, and is cleared as 

 directed by the Marine Safety Council. 

 c. Docketing Of Proposals. All rulemaking projects 

 initiated at Headquarters are docketed by the Executive 

 Secretary of the Marine Safety Council. The assigned 

 docket number remains with the project until the 

 rulemaking procedure is completed. All documents 

 associated with the project are filed by the Executive 

 Secretary under that docket number and are available for 

 inspection and copying by the public. After the 

 proposed rule has been cleared, it is signed by the 

 Commandant or the Office chief and published in the 

 Federal Register. After public comments have been 

 evaluated, the Final Rule document is drafted and 

 cleared as described above. 

 4. Regulatory Correspondence. Whenever Coast Guard personnel 

 believe that a particular regulation is not in the best 

 interest of safety or protection of the environment or that 

 an additional regulation is needed, that situation should be 

 brought to the attention of Commandant (G-M) via the chain 

 of command. This is particularly desirable for regulations 

 that have been misinterpreted or appear to place an 

 unreasonable or unnecessary requirement on the public. 

 Coast Guard personnel are encouraged to comment on 

 rulemaking proposals. Comments made in an official capacity 

 should be submitted to the Executive Secretary, Marine 

 Safety Council via G-LRA. Both the unit and district 

 commanders should include recommendations and additional 

 information believed to be of benefit in their endorsements. 

 Coast Guard personnel writing as private individuals should 

 not submit their comments on Coast Guard stationery; 

 however, it is not improper to identify oneself as a member 

 of the Coast Guard. General inquiries concerning rulemaking 

 procedures and projects in progress may be directed to the 

 Executive Secretary of the Marine Safety Council. DOT 

 publishes a semiannual agenda in the Federal Register, which 

 lists all rulemaking projects and their contact persons, and 

 anticipated dates for action on 

 CH-7 9-4 
 MARINE SAFETY MANUAL 

| 9.A.4. (cont'd) these projects. The Council publishes the bimonthly 

| Proceedings of the Marine Safety Council, which includes 

| pending dockets and articles of topical interest. 

B. Coast Guard Adoption Of Codes And Standards. Coast Guard 

 regulations relating to inspected vessels and their equipment 

 provide for safety in the design, fabrication, repair, and 

 maintenance of equipment for marine applications, as well as the 

 handling and stowage of specialized commodities. Many marine 

 fabricators produce similar items for land use. In many 

 applications, the Coast Guard has reviewed and accepted federal 

 standards and standards of recognized organizations and 

| associations. Under 5 U.S.C. 552(a), published standards may be 

| accepted by the Commandant and incorporated by reference in Coast 

| Guard regulations without being reprinted in the Federal Register

| when copies of such standards are reasonably available to persons 

| subject to them. However, in some instances it is necessary for 

 the Coast Guard to limit and/or modify certain national codes and 

 standards when used in marine applications. Currently, the 

 regulations directly utilize those standards already familiar to 

 the designer and fabricator, and clearly identify those areas in 

 which modifications are required for marine application. Each 

 part of the regulations indicates where various codes, standards, 

 and rules of classification societies, organizations, and 

 associations are adopted, whether whole or in part. This 

 practice eliminates the need to maintain two separate sets of 

 rules, resulting in savings to the marine industry. The 

 differences which existed between Coast Guard regulations and 

 parallel commercial standards have been greatly reduced or 

 eliminated over the years, due to the Coast Guard's participation 

 on the standards' committees. Those differences which have 

 remained, exist because of the unique needs of the marine 

 environment or long-standing practices. The Commandant realizes 

 that differences in standards not required by the needs of the 

 marine environment cause industry unnecessary expense and delay. 

 It is expected that such differences will, as possible, be 

 eliminated from the regulations. 

 1. Standards Of The American Bureau Of Shipping (ABS). Various 

 regulations and laws provide for the acceptance of the 

 standards of ABS for the inspection and construction of 

 vessels. Recent agreements with ABS allow for Coast Guard 

 acceptance of certain plan review and inspection functions 

 which ABS performs for new construction or major modifications 

 of U.S. flag vessels. The guidance and procedures of this 

| acceptance are detailed in Navigation and Vessel Inspection 

| Circular (NVIC) 10-82, CH-2, "Acceptance of Plan Review and 

| Inspection Tasks Performed by the American Bureau of Shipping 

| For New Construction or Major Modifications of U.S. Flag 

 Vessels." ABS has been established as the normal assigning 

 authority for load 

 9-5 CH-7 
 MARINE SAFETY MANUAL 

 9.B.1. (cont'd) lines in accordance with the Load Line Acts. Coast 

 Guard examination of plans of ABS-classed vessels will not 

 normally be as extensive as for unclassed vessels or vessels 

 not required to have a load line. In addition, ABS has been 

 granted the authority to provide, at the request of a vessel 

 owner, measurement services and cubic meter certificates for 

 U.S. vessels. (See 46 CFR Part 69.) However, plan approval 

 and inspection shall be conducted 

 for classed vessels to the extent necessary to verify that 

 the applicable standards are being maintained. 

 a. Interface With Regulatory Requirements. Where Coast 

 Guard regulations specify inspection standards and 

 procedures, ABS standards do not apply or are applicable 

 only insofar as they do not conflict with the 

 regulations. Such regulations reflect the inspection 

 standards and procedures specified by statutes and 

 treaties, and cover items such as subdivision and 

 stability, structural fire protection, lifesaving 

 equipment, and a number of other important matters which 

 are not covered by ABS rules. In general, ABS standards 

 may be followed insofar as they apply, since they seldom 

 conflict with the regulations. There must be a working 

 liaison between the Officer in Charge, Marine Inspection 

 (OCMI), the local ABS representative, and the owners of 

 vessels under inspection. The proper balance between 

 economy of operation and safety can only be achieved with 

 full cooperation of all those directly concerned. 

 b. Application By Inspection. In the application of ABS 

 standards, Coast Guard inspection personnel must use good 

 judgment and be guided by the inspection policy in volume 

 II of this manual. The procedures of NVIC 10-82, CH-2, 

 will apply to most vessels over 100 gross tons (GT) which 

 are classed by ABS. Enclosure (1).to NVIC 10-82 details 

 those plan review and inspection functions for which ABS 

 has primary responsibility. It details those functions 

 retained solely by the Coast Guard. For the functions 

 for which ABS has primary approval and inspection 

 responsibility, the Coast Guard will generally accept the 

 approvals and inspections done by ABS. However, the 

 Coast Guard will conduct oversight inspections and plan 

 review on a certain percentage of these functions, to 

 ensure that applicable law and regulation requirements 

 are being met. If any variance should occur between ABS 

 plan review or inspection functions and those of the 

 Coast Guard, the Coast Guard will have the responsibility 

 to make the final determinations as to what requirements 

 apply. 

 CH-7 9-6 
 MARINE SAFETY MANUAL 

9.B.1. c. Subsequent Applicability Of ABS Classification. After 

 initial approval of hull and machinery classifications, 

 continued ABS classification and a vessel's Possession of 

 a current classification certificate are generally 

 accepted as evidence of structural efficiency and 

 machinery reliability. However, such classification must 

 be considered in the light of all known facts, including 

 conditions reported by crewmembers or found by the 

 inspector. Thus, the inspector must know: 

 (1) The condition indicated by the classification 

 certificate; 

 (2) What surveys have been accomplished relative to the 

 current certificate; 

 (3) When and by whom the surveys were held; and 

 (4) How complete they were. 

 In summary, the Commandant's acceptance of ABS standards, 

 plans and specifications, and certificates may assist 

 inspection personnel in carrying out their functions, but 

 it does not relieve them of their responsibilities for 

 the inspection of vessels. Although the Coast Guard 

 works closely with ABS in certain areas of inspection, 

 inspection personnel cannot accept an ABS certificate or 

 expressions of opinion by ABS personnel as to the 

 condition of an item as a blanket indication of statutory 

 or regulatory requirements of laws and regulations. 

 2. Standards Of Other Recognized Classification Societies. 

 The inspection laws and regulations also permit acceptance 

 of the standards of recognized classification societies 

 other than ABS when approved by the Commandant. When a 

 vessel complies with these standards, the approved plans and 

 classification certificates may be accepted as evidence of 

 the structural efficiency of the hull and reliability of 

 machinery, except as otherwise provided. 

 3. Standards Of Other Recognized Organizations And Associations. 

 a. Vessel Standards. 

 (1) Cargo Gear. Regulations for tank vessels (46 CFR 

 31.10-16), passenger vessels (46 CFR 71.25-25), and 

 cargo and miscellaneous vessels (46 CFR 91-25.25) 

 provide for the acceptance of the certificates of 

 certain nonprofit organizations or associations 

 approved by the Commandant as 

 9-7 CH-7 
 MARINE SAFETY MANUAL 

 9.B.3.a. (1) (cont'd) evidence of the condition and suitability 

 of cargo gear. 

 (2) Small Passenger Vessels. The Coast Guard has 

 adopted standards and specifications of recognized 

 safety associations, such as the American Boat and 

 Yacht Council, Inc., (ABYC) to develop the 

 requirements for the inspection of small passenger 

 vessels (see 46 CFR 175.27). 

 (3) Electrical Engineering Standards And Codes. Numerous 

 electrical codes and standards have been adopted 

 and/or referenced by the Coast Guard. They are 

 listed in 46 CFR 110.10 and include standards issued 

 by the National Fire Protection Association (NFPA), 

 the National Electrical Manufacturers Association 

 (NEMA), the Institute of Electrical and Electronics 

 Engineers (IEEE), and Underwriters Laboratories, 

 Inc. (UL). 

 (4) Marine Engineering Standards And Codes. Numerous 

 standards which have been adopted, subject to 

 limitations and modifications specified, are listed 

| in Subchapter F - Marine Engineering (46 CFR 50-64). 

| These include standards of the American Society of 

| Mechanical Engineers (ASME), the American National 

 Standards Institute (ANSI), and the American Society 

 for Testing and Materials (ASTM). 

| (5) Specifications. Regulations in 46 CFR 159-164 

| (Subchapter Q) provide for the use of certain 

 industrial or federal specifications, standards, and 

 codes, including those promulgated by: 

 (a) ASTM, NFPA, and UL; 

 (b) Coast Guard specifications and plans from 

 Commandant (G-MTH); 

 (c) Federal specifications and standards; 

 (d) Military or naval specifications; and 

 (e) Mine schedules of the U.S. Bureau of Mines. 

 (6) Nautical School Ships. Regulations in 46 CFR 166- 

 168 (Subchapter R) provide for the acceptance of 

 standards in U.S. Navy and U.S. Coast Guard Standard 

| Construction Specifications and ABS "Rules for 

| Building and Classing Steel Vessels" for nautical 

| school ships, except as otherwise provided by law or 

| regulations. 

 CH-7 9-8 
 MARINE SAFETY MANUAL 

9.B.3.a. (7) Bulk Grain Cargo Loading. Certain parts of the 

 regulations for tank vessels (46 CFR 31.10-33), 

 and cargo vessels (46 CFR 93.20) provide for the 

 acceptance of a certificate of loading of the 

 National Cargo Bureau, Inc. (NCB) as prima facie 

 evidence of compliance with the requirements for 

 carriage of bulk grain cargoes. 

 (8) Packaged Hazardous Materials. The Hazardous 

 Materials Regulations (49 CFR 171-180) have 

 incorporated certain parts of the International, 

 Maritime, Dangerous Goods (IMDG) Code into 

 domestic regulation. The IMDG Code, prepared and. 

 maintained through the International Maritime 

 Organization (IMO), is recognized as the worldwide 

 standard for the transportation of packaged 

 hazardous materials by vessel. 49 CFR 171.12(b) 

 allows certain hazardous materials shipments 

 prepared in accordance with the IMDG Code to be 

 transported within the United States. 

 (9) Mobile Offshore Drilling Units (MODU's). 

 Regulations in 46 CFR 107-109 (Subchapter I-A) 

 have incorporated by reference certain standards 

 of the American Petroleum Institute (API), 

 International Cargo Gear Bureau, Inc. (ICGB), 

 ANSI, ABS, NFPA, and UL. 

 (10) Outer Continental Shelf (OCS) Activities. 

 Regulations in 33 CFR 140-147 have-incorporated by 

 reference IMO Resolution A.414(XI), Code For the 

 Construction and Equipment of Mobile Offshore 

 Drilling Units. 

 b. Waterfront Facilities And Deepwater Ports. 

 (1) Electrical Equipment. Regulations for designated 

 waterfront facilities (33 CFR 126.15(h)refer to 

 the National Electrical Code (NEC), UL, Associated 

 Factory Mutual (FM) Laboratories, and the 

 UnitedStates National Bureau of Standards (NBS). 

 Regulations for bulk oil and liquid hazardous 

 material facilities (33 CFR 154.735) and for bulk 

 liquefied natural gas facilities (33 CFR 127) 

 refer to NFPA Standards. Regulations for portable 

 lights and general alarm systems on deepwater 

 ports (33 CFR 149.539 and .541) refer to UL and 

 NFPA Standards, respectively.. 

 (2) Cargo Handling Equipment. Regulations for bulk 

 oil and liquid hazardous material transfer 

 facilities (33 CFR 154.500 and .510) refer to 

 ANSI. 

 (3) Fire Extinguishing Equipment. Regulations for 

 designated waterfront facilities (33 CFR 

 9-9 CH-9 
 MARINE SAFETY MANUAL 

 9.B.3.b. (3) (cont'd) 126.15(j)) refer to NFPA Standards. 

 Regulations for bulk oil and liquid hazardous 

 material facilities (33 CFR 154.735) and for bulk 

 liquefied natural gas facilities (33 CFR 127) refer 

 to NFPA Standards. Regulations for deepwater ports 

 (33 CFR 149.451 through .517) refer to NFPA, FM,, 

 and UL Standards, and the United States Standard 

 Safety Code. 

 (4) Design And Installation. Regulations for 

 designated waterfront facilities, 33 CFR 126.15(i), 

 refer to the National'Board of Fire Underwriters 

 Building Code. Regulations for deepwater ports (33 

 CFR 149.205, .213, and .441) refer to API 

 recommended practices, the ASME Boiler and Pressure 

 Vessel Code, and NFPA and ANSI Standards. 

C. Public Access To Information. See Privacy and Freedom of 

 Information Acts-Manual, COMDTINST M5260.2 (Series). 

D. Public Affairs Management. Marine safety personnel play an 

 active role in the Coast Guard Public Affairs Program. Since 

 they work with the maritime community daily, their activities 

 have a direct impact on the public's attitude toward the 

 service. The Public Affairs Manual, COMDTINST M5728.2B, 

 contains general guidance for the program. The following 

 information deals with situations specific to marine safety 

 activities. People will support our marine safety activities if 

 they know they are essential to the national interest and based 

 on humanitarian and environmental concerns. Further, if they 

 understand our requirements they will be more inclined to 

 fulfill them. This philosophy reflects the Commandant's desire 

 to achieve compliance through education and understanding rather 

 than through punishment, whenever-possible. The Public Affairs 

 Program gives unit commanders another tool to use in their 

 efforts to keep citizens aware of the latest marine safety laws 

 and regulations. Further, it gives them a way to explain why 

 the rules exist and what the public must do to comply with them. 

 A specific example of applied public affairs is the timely 

 publication of news stories about ANPRM's and Notices-to 

 Mariners in the unit newsletters. (For more information on unit 

 newsletters see chapter 5 of this volume.) These stories should 

 include a brief,summary of the proposal, the date of publication 

 in the Federal Register, the date comments must be received and 

 a telephone contact for further information. News-stories 

 should be written in plain language. You may wish to contact 

 your district public affairs office for advice. Training is 

 available through the Defense Information School(DIRSFOS). 

 1. Unit Public Affairs Officer (PAO). 

 a. Designation And Training. Because the Public Affairs 

 Program is so important, a mature officer with a good 

 knowledge of both the unit and the maritime industry 

 CH-9 9-10 
 MARINE SAFETY MANUAL 

 a. (cont'd) should be assigned as PAO. Officers with experience 

 in advertising, broadcasting, journalism, or public relations 

 are ideal candidates. Although the PAO job is often a 

 collateral duty, the officer assigned should be trained in 

 public affairs techniques and be given sufficient time to 

 devote to public affairs tasks.' 

 b. Duties. PAO's have many responsibilities. At a minimum, 

 they must: 

 (1) Evaluate public opinion of the Coast Guard marine 

 safety program, unit policy, and performance. 

 (2) Advise the OCMI/captain of the port (COTP)/on-scene 

 coordinator (OSC) regarding the public relations 

 impact of unit programs, policies, and activities. 

 (3) Clear all information with the OCMI/COTP/OSC before 

 releasing it to the public. 

 (4) Keep the public informed of unit activity using news 

 releases, interviews, and other public affairs tools. 

 (5) Represent the OCMI/COTP at public and maritime events. 

 (6) Host visiting VIP's and coordinate tours of unit. 

 (7) Serve as primary media contact at unit. 

 (8) Develop close contact with local media personnel and 

 leaders of civic and professional groups. 

 2. General Media Relations. Coast Guard units are highly visible 

 and generally make good news copy, However, it is the reporter's 

 job to determine what is broadcast or printed. PAO's can improve 

 their chances of getting Coast Guard stories published by 

 developing a cooperative relationship with media personnel-on a 

 regular basis. A positive relationship enhances the credibility 

 of both the unit and the Coast Guard. The PAO should pay 

 particular attention to reporters who cover the maritime industry 

 and government. A good working relationship with this group 

 enables the unit to-get information about the preventive aspects 

 of our job to the people we serve. PAO's must remember that news 

 broadcasts and articles in newspapers and magazines are not the 

 proper medium to express personal opinions. Criticism and 

 recommendation for change may be submitted via the chain of 

 command. 

 3. Media Interest In Emergencies And Disasters. Vessel collisions, 

 sinkings, explosions, fires, pollution incidents, and related 

 investigations ate news. The public 

 9-11 CH-9 
 MARINE SAFETY MANUAL 

 9.D.3. (cont'd) has the right to know what is going on. The Coast 

 Guard has the responsibility to let them know. By telling 

 the public what our units are doing about an incident; the 

 OCMI/COTP/OSC ensures that the Coast Guard's side of the 

 story is told. Remember, reporters will get the story 

 whether we cooperate or not. If they get their information 

 from someone that does not have all the details, the public 

 may get the wrong story about the Coast Guard. Because rapid 

 response to media requests during an emergency is essential, 

 information telling how to handle them should be included in 

 local contingency plans. Plans should ensure that PAO's: 

 a. Obtain and review a copy of Public Affairs Manual, 

 M5728.2B; 

 b. Promptly inform media about an incident; 

 c. Make the unit the contact point for additional 

 information; 

 d. Brief reporters at or near the scene; 

 e. Ensure that on-scene personnel know all aspects of the 

 unit media relations policy; 

 f. Speak honestly and candidly when interviewed; 

 g. Use plain English and avoid acronyms and technical 

 jargon; 

 h. Avoid "off-the-record" statements;. 

 i. Tell a reporter that they don't know the answer to a 

 question when they don't, then get the facts;. 

 j. Stay within their own field of expertise; 

 k. Are prompt and polite; 

 l. Observe the reporter's deadlines; and 

 m. Respond to "hostile" reporters calmly, emphasizing 

 positive steps being taken to correct the problem. 

 Marine safety personnel must coordinate public information 

 activities with other nearby Coast Guard-units. 

 Contingency plans should set up a way to do this before an 

 emergency occurs. Coordination with district and area 

 public affairs staffs, as well as the Public Information 

 Assist Team (PIAT), should also be included in the plan. 

 4. Media Interest In Investigations. The public will always be 

 interested in the cause of a marine-casualty or pollution 

 incident. Media interest in investigations and Marine 

 Boards of Investigation often requires a designated 

 CH-9 9-12 
 MARINE SAFETY MANUAL 

 9.D.4. (cont'd) mediacoordinator to arrange news briefings, 

 interviews, and issue fact sheets on the status of an 

 investigation. (See volume V of this manual and the Public Affairs 

 Manual, COMDTINST M5728.2B, for guidance.) The designated 

 spokesperson or investigator may provide factual answers which the 

 investigation has revealed, but should not provide conclusions. 

 If the designated spokesperson or investigator is asked a question 

 which cannot be answered because the matter is under 

 investigation, that should be explained to the media. The phrase 

 "no comment" should not be used. The best answer is to explain 

 why you cannot give a complete answer, for example, "We have the 

 same questions you do. We hope our investigation will provide 

 those answers. If and when we get them, we'll let you know as 

 soon as possible." This example does not cover all possible 

 questions, but it shows that a polite, businesslike, informative 

 response (not necessarily an answer to the question) is much 

 better than no response at all. Reporters will write a story with 

 or without Coast Guard input, especially in an emergency. To 

 ensure accuracy in stories about activities,the Coast Guard is 

 involved in, our position must be given. PAO's often notice that 

 a reporter's version of an event differs from stated facts or 

 contains speculation. This is not a cause for alarm. The Coast 

 Guard can only offer accurate, official information in an 

 understandable and professional manner. How that information is 

 interpreted is not within our control. 

 5. Media Relations In Pollution Response. Sections 300.39 and 

 300.67 of the National Contingency Plan (NCP) contain specific 

 requirements for public information and community relations 

 activities during spill response. The Coast Guard Public Affairs 

 Manual contains detailed information that tells how to set up and 

 operate a public information, network during a federal response. 

 Highlights include: 

 a. On-Scene Control. OSC's often coordinate the activities 

 of many agencies. An organized and coordinated public 

 information network involving all interested agencies is 

 also needed. An on-scene news office, established by the 

 OSC, should be the primary source of official information 

 regarding a response. This helps prevent the release of 

 conflicting or out-of-date information. The tasks of a 

 news office may be accomplished by a PAO during smaller 

 cases. An on-scene news office benefits the unit because 

 it relieves operational forces-of frequent and 

 time-consuming interruptions from the public and media. 

 During extensive or long-term operations, a multi-agency 

 news office, headed by a member of the OSC's staff, has 

 proven to be an effective way of handling public 

 information tasks. Local and regional contingency plans 

 should identify various agency PAO's who can help staff a 

 news office. When a news office is used,-coordination of 

 facts is almost automatic and 

 9-13 CH-9 
 MARINE SAFETY MANUAL 

 9.D.5. a. (cont'd) the arrangement,is more convenient for the 

 media as well. 

 b. Public Information Assist Team (PIAT). PIAT's mission 

 is to provide OSC's with experienced public affairs 

 assistance during pollution or marine casualty 

 incidents. PIAT is staffed by a Chief Warrant Officer 

 (INF) as supervisor and by three public affairs 

 specialists. It is part of the National Strike Force, 

 and is attached to the National Strike Force 

 Coordination Center (NSFCC) in Elizabeth City, NC. PIAT 

 members are trained in journalism, photography and 

 public relations They also are familiar with the 

 techniques, equipment, and laws that relate to hazardous 

 material incident response.- When deployed they are 

 under the operational control of the requesting OSC. 

 PIAT assistance may be requested by OSC's or district 

 PAO's by calling (919) 331-6007. After hours, requests 

 should be made through the NSFCC duty officer who may be 

 contacted through the National Response Center at (800) 

 424-8802. PIAT should be called when there is an actual 

 or potential pollution incident which requires action by 

 a Coast Guard or Environmental Protection Agency OSC, 

 and when augmentation of-local public affairs personnel 

 is necessary or when the OSC feels PIAT's specialized 

 knowledge would be helpful, in dealing with the media. 

 As with other response forces, early notification of 

 PIAT helps them provide fast assistance. 

 6. Media-Related Actions By Area/District Commanders And OSC's. 

 a. Pre-designated OSC's should designate knowledgeable 

 individuals as PAO's to serve as media contacts and 

 spokespersons on a full-time basis until a news office 

 is established. 

 b. Ensure that the public affairs portion of local and 

 regional contingency plans is effectively developed. 

 c. Use the PIAT to meet public information demands during 

 incidents, and get their assistance when developing the 

 public affairs section of local and regional 

 contingency plans. 

 d. Ensure that the unit PAO maintains a working 

 relationship and familiarity with reporters and media 

 in their area of responsibility. 

 CH-9 9-14 
| MARINE SAFETY MANUAL 

| 

| CHAPTER 10. OCCUPATIONAL HEALTH AND SAFETY PROGRAMS 

| 

| CONTENTS 

|SECTION PAGE

| 

|10.A. Policy 10-1 

| 

|10.B. Organization And Responsibilities 10-1 

|10.B.1. Unit Organization 10-1 

|10.B.1.a. Commanding Officer, Safety Officer, And 

| Personnel 10-1 

|10.B.1.a.(1) Exposed Personnel 10-1 

|10.B.1.a.(2) Commanding Officer 10-1 

|1O.B.1.a.(3) Safety Officer 10-1 

|10.B.1.b. Other Unit Organization Components 10-3 

|10.B.1.b.(1) Safety Committee 10-3 

|10.B.1.b.(2) Safety And Occupational Health 

| Coordinator (SOHC) 10-3 

|10.B.1.b.(3) Safety Petty Officer(SPO)/Safety 

| Equipment Officer 10-4 

|10.B.1.b.(4) Safety Training Coordinator 10-4 

|10.B.1.b.(5) Respiratory Protection Administrator 10-4 

|10.B.1.b.(6) Environmental Response Safety 

| Personnel 10-5 

|10.B.1.b.(7) Occupational Medical Monitoring 

| Program Administrator (OMMP) 10-6 

|10.B.1.b.(8) Marine Chemist Liaison 10-6 

|10.B.1.b.(9) MISHAP Investigation And Review 

| Personnel 10-6 

|10.B.1.b.(10) Hazardous Waste Manager (HWM) 10-6 

|10.B.1.b.(11) Designated Work Authorization 

| Supervisor(s) 10-6 

|10.B.2. District 10-7 

|10.B.2.a. District Commanders 10-7 

|10.B.2.b. Marine Occupational Health 

| Coordinator (MOHC) 10-8 

|1O.B.2.b.(1) Purpose 10-8 

|10.B.2.b.(2) Qualifications 10-8 

|10.B.2.b.(3) Duties 10-8 

|10.B.3. Maintenance And Logistics Commands (MLC's) 10-10 

|10.B.3.a. Support 10-10 

|10.B.3.b. Surveys 10-10 

|10.B.4. Commandant 10-10 

|10.B.4.a. The Commandant (G-K) 10-11 

|10.B.4.b. The Commandant (G-M) 10-11 

|10.B.4.c. Marine Safety Occupational Health 

| Standing Committee (MSOHC) 10-11 

| 

|10.C. Risk Management 10-12 

|10.C.1. General 10-12 

|10.C.2. Objective 10-12 

|10.C.3. Authorization 10-12 

| 

| 

| CH-3 10-i 
| MARINE SAFETY MANUAL 

| 

| CONTENTS 

| 

|SECTION DATE

| 

|10.C.4. Unit Safety And Health Program Instruction(s) 10-12 

|10.C.4.a. Format 10-13 

|10.C.4.b. Designations 10-13 

|10.C.4.c. Control Strategies 10-14 

|10.C.4.d. Safe Work Practices (SWP's) 10-14 

|10.C.4.e. Other Hazard Control Programs 10-15 

|10.C.4.f. Risk Assessment And Exposure Monitoring 10-15 

| 

|10.D. Risk Assessment 10-15 

|10.D.1. Initial Assessment 10-15 

|10.D.1.a. Identify And Rank Hazards 10-15 

|10.D.1.a.(1) Chemical Agents 10-16 

|10.D.1.a.(1)(a) Subchapter D And O Cargoes 10-16 

|10.D.1.a.(1)(b) Non-Cargo Chemical Agents 10-17 

|10.D.1.a.(1)(b)(i) Asbestos 10-17 

|10.D.1.a.(1)(b)(ii) Hydrogen Sulfide 10-17 

|10.D.1.a.(1)(b)(iii) Carbon Monoxide 10-18 

|10.D.1.a.(1)(b)(iv) Welding Gases And Fumes 10-18 

|10.D.1.a.(1)(b)(v) Painting (Or Solvent 

| Applications) 10-18 

|10.D.1.a.(1)(b)(vi) Fumigation 10-19 

|10.D.1.a.(1)(b)(vii) Sandblasting 10-19 

|10.D.1.a.(2) Physical Agents 10-20 

|10.D.1.a.(2)(a) Basic Safety Hazards 10-20 

|10.D.1.a.(2)(b) Oxygen Deficiency 10-20 

|10.D.1.a.(2)(c) Explosion Hazards In Confined 

| Spaces 10-20 

|10.D.1.a.(2)(d) Noise 10-21 

|10.D.1.a.(2)(e) Heat And Cold Stress 10-21 

|10.D.1.a.(2)(f) Non-Ionizing Radiation (UV And 

| IR Light) 10-22 

|10.D.1.a.(2)(g) Welding Gases And Fumes 10-22 

|10.D.1.a.(2)(h) Painting (Or Solvent Application) 10-22 

|10.D.1.b. Identify Hazardous Activities 10-22 

|10.D.1.c. Rank Health Hazards 10-23 

|10.D.2. Continuing Risk Assessment And Exposure 

| Monitoring 10-23 

|10.D.2.a. Purpose 10-23 

|10.D.2.b. Evaluate High Ranking Health Hazards 10-23 

|10.D.2.c. Audit Safe Work Practices 10-24 

| 

|10.E. Controlling Hazards 10-24 

|10.E.1. Written Strategy/Programs 10-24 

|10.E.2. Hazard Communication 10-24 

|10.E.3. Engineering Controls 10-24 

|10.E.3.a. Ventilation 10-24 

|10.E.3.b. Exceptions 10-25 

|10.E.4. Safe Work Practices (SWP's) 10-25 

|10.E.5. Personal Protective Equipment (PPE) 10-25 

| 

| 

| CH-3 10-ii 
| MARINE SAFETY MANUAL 

| 

| CONTENTS 

| 

|SECTION PAGE

| 

|10.E.5.a. Basic Ensemble Requirements 10-25 

|10.E.5.b. Basic Skin Protection 10-26 

|10.E.5.c. Chemical Splash Equipment 10-26 

|10.E.5.d. Atmospheric Monitors And Alarms 10-27 

|10.E.5.e. Respiratory Protection Equipment 10-27 

|10.E.5.f. Emergency Equipment 10-28 

|10.E.5.f.(1) Emergency Escape Breathing 

| Apparatus (EEBA) 10-28 

|10.E.5.f.(2) Portable Communications 10-28 

|10.E.5.f.(3) Whistles Or Noise Making Devices 10-29 

| 

|10.F. Training 10-29 

|10.F.1. Training Program 10-29 

|10.F.2. Program Elements 10-29 

|10.F.2.a Hazards Overview (Basic Hazard 

| Communication) 10-29 

|10.F.2.a.(1) Policy 10-29 

|10.F.2.a.(2) Safety Hazards Overview 10-29 

|10.F.2.a.(3) Health Hazards Overview 10-29 

|10.F.2.a.(4) Access Control 10-30 

|10.F.2.a.(5) Special Topics Of Importance 10-30 

|10.F.2.a.(6) Emergency Procedures 10-30 

|10.F.2.a.(7) Obtaining Information About Hazards 10-31 

|10.F.2.b. Expanded Training 10-31 

|10.F.2.b.(1) Safe Work Practices (SWPts) From 

| D.1.b 10-31 

|10.F.2.b.(2) Operation And Maintenance Of 

| Equipment 10-31 

|10.F.2.b.(3) Emergencies 10-31 

|10.F.2.c. Specialized Training For Certain Key 

| Personnel 10-31 

|10.F.2.c.(1) Executive Personnel 10-31 

|10.F.2.c.(2) Collateral Duty Personnel 10-31 

| 

|10.G. Occupational Medical Monitoring Program (OMMP) 10-32 

|10.G.1. Purpose 10-32 

|10.G.2. Designated Administrator 10-32 

|10.G.3. Procedures 10-32 

|10.G.4 Scheduling 10-32 

| 

|10.H. Records 10-32 

|10.H.1. Training Records 10-32 

|10.H.2. Occupational Medical Monitoring Program 

| Records (OMMP) 10-32 

|10.H.2.a. Personnel Medical Records 10-32 

|10.H.2.b. Unit Scheduling Procedure And Records 10-32 

|10.H.2.c. Fit-To-Wear-Respirators Records 10-33 

|10.H.2.d. Exposure Records 10-33 

|10.H.3 Safety Budget 10-33 

| 

| 

| CH-3 10-iii 
| MARINE SAFETY MANUAL 

| 

| CONTENTS 

| 

|SECTION PAGE

| 

|10.H.3.a. Unit 10-33 

|10.H.3.b. District 10-33 

|10.H.4. Equipment Maintenance 10-33 

| 

|10.I. Program Audits 10-33 

|10.I.1. Purpose 10-33 

|10.I.2. Local Audit Procedures 10-33 

|10.I.3. Personnel To Conduct Audits 10-33 

|10.I.3.a. Commanding Officer's Audit 10-33 

|10.I.3.b. Unit Coordinator's Spot Checks 10-34 

|10.I.3.c. Special Surveys 10-34 

|10.I.3.c.(1) Maintenance And Logistics Command 

| Surveys 10-34 

|10.I.3.c.(2) District Surveys 10-34 

|10.I.4. Criteria 10-34 

|10.J. References 10-35 

| 

|Appendix A: Minimum Safe Work Practice Requirements 

| 

|Appendix B: Safety And Occupational Health Coordinator's Library 

| 

|Appendix C: List Of Benzene Contaminated Products 

| 

|Appendix D: List Of Hematological Agents Having Effects 

| Similar To Benzene (TO BE DEVELOPED) 

| 

|Appendix E: List Of Oils Considered To Pose A Minimal 

| Health Risk To Response Personnel 

| 

|Appendix F: Guidelines For Hazardous Waste Site Regulations 

| With Respect to Oil Spills (TO BE DEVELOPED) 

|Appendix G: Guidelines For The Use Of Respirators By Marine 

| Safety Personnel For Protection From Benzene 

| 

|Appendix H: Electronic Monitors For Marine Safety Personnel: 

| Oxygen Deficient And Explosive Atmospheres (TO 

| BE DEVELOPED) 

| 

| 

| CH-6 10-iv 
| MARINE SAFETY MANUAL 

| CHAPTER 10. OCCUPATIONAL HEALTH AND SAFETY PROGRAMS 

| 

| A. Policy. It is the Coast Guard's policy to provide a safe and 

| healthy work environment. Commanding Officers of Marine 

| Safety Officers, and marine safety personnel, shall 

| advance this policy. All supervisors shall foster an 

| attitude of safety and healthy protection, and hold 

| subordinates accountable for this policy. Figure 10-1 

| provides an overall picture of the safety and occupational 

| health support organization established to promote a 

| comprehensive program. 

| B. Organization And Responsibilities. 

| 

| 1. Unit Organization. 

| 

| a. Commanding Officer, Safety officer, And Personnel. 

| The three most important personnel of the Safety and 

| Occupational Health (SOH) Program are the personnel 

| conducting hazardous operations, the Commanding 

| officer, and the Safety Officer. 

| 

| (1) Exposed Personnel. Personnel conducting 

| hazardous operations are important because they 

| are the individuals for which the program is 

| designed. Because of the tremendous autonomy of 

| marine safety personnel, they also hold the key 

| to the effectiveness of SOH Programs. Marine 

| safety personnel shall conduct themselves in a 

| safe, healthful, and professional manner. They 

| shall hold subordinates similarly responsible 

| and, to the best of their abilities, take 

| advantage of the resource provided for their 

| protection. 

| 

| (2) Commanding Officer. Personnel are the single 

| most valuable resource the Coast Guard provides 

| to a Commanding Officer. The Commanding Officer 

| is responsible by tradition and regulation for 

| the protection of personnel assigned to the 

| command. It is the Commanding Officer who 

| determines the personality, goals, and 

| priorities of the command. The Commanding 

| Officer shall promote an attitude of safe, 

| professional conduct of duties and hold 

| supervisors responsible for the same. 

| 

| (3) Safety Officer. The Executive Officer is the 

| Command's Safety Officer. The Executive Officer 

| is concerned with day-to-day mission 

| performance, command efficiency, and supervision 

| of department heads. The Executive Officer must 

| also be responsible for safety to ensure that it 

| does not fall victim to expediency. As Safety 

| 

| 

| CH-3 

| 10-1
MARINE SAFETY MANUAL 

CH-3 10-2 
| MARINE SAFETY MANUAL 

| 

| 

| 10-B.1.a. (3) (cont'd) officer he shall ensure that the 

| Commanding Officer's Safety and Occupational 

| Health policy is implemented, and shall hold 

| department heads and other supervisors 

| accountable for implementation of the policy as 

| well. 

| 

| (4) The remaining organization supports the three 

| key personnel above. 

| 

| b. Other Unit Organization Components. The unit 

| organization shall involve all departments. SOH 

| programs do nothing if personnel at risk are not 

| protected every day. To ensure that written SOH 

| programs are translated into daily operations, all 

| departments must be involved. This also helps to 

| spread administrative burdens, and meet the numerous 

| requirements for designated personnel. It helps to 

| ensure that no single individual is burdened with SOH 

| collaterals to the detriment of other duties and 

| career development. This requirement also helps to 

| prevent the functional collapse of the command's SOH 

| Program with the PCS orders of one key individual. 

| 

| (1) Safety Committee. Federal guidelines (29 CFR 

| 1960.36(e)) specify that each unit with a 

| complement of 50 or more, should have a Safety 

| Committee/Panel which meets at least quarterly. 

| The Committee serves as the governing body for 

| development and effective implementation of the 

| Unit SOH Program. Once of the primary concerns 

| of the Committee shall be the development of an 

| annual safety budget. The Committee shall 

| include the following minimum composition: 

| 

| (a) The Unit Safety Officer shall serve as 

| committee chairman. 

| 

| (b) The Unit SOHC (described below) shall serve 

| as Secretary. 

| 

| (c) Department heads shall serve as senior 

| committee members. 

| 

| (d) Subcommittees and temporary working groups 

| may be appointed at the Committee's 

| discretion to deal with special topics. 

| Subcommittees shall be chaired by a senior 

| committee member, and working groups shall 

| report findings or make recommendations to 

| a specified senior committee member. 

| 

| (2) Safety And Occupational Health Coordinator. 

| (SOHC). The command shall designate a SOHC. A 

| variety of names have been given for this 

| 

| 

| CH-3 

| 10-3 
| MARINE SAFETY MANUAL 

| 

| 

| 10.B.1.b. (2) (cont'd) position in different instructions, 

| but the concept is generally the same. 

| 

| (a) The SOHC develops and administers the 

| unit's comprehensive safety program for the 

| Safety Officer. 

| 

| (b) The SOHC should be an officer (or patty 

| officer at small units) familiar with the 

| command's field operations, highly 

| motivated, and considered a good candidate 

| for promotion. 

| 

| (c) The Safety Officer and SOHC shall not be 

| the same individual unless the small size 

| of a command necessitates it. 

| 

| (d) Federal guidelines (26 CFR 1960.58) specify 

| the necessity for the SOHC to receive 

| special training. The appropriate MLC and 

| district coordinator should be called upon 

| to help prescribe SOHC training. 

| 

| (3) Safety Petty Officer (SPO)/Safety Equipment

| Officer. Units with 40 or more personnel shall 

| designate a SPO or Safety Equipment Officer. 

| 

| (a) The SPO is assigned to assist the SOHC with 

| the maintenance of equipment and records. 

| 

| (b) The SPO shall also be familiar with the 

| duties of the SOHC and the Unit SOH Program 

| to help ensure its function during the 

| absence of the SOHC or rotation of the 

| SOHC. The SPO should be similarly 

| qualified for this duty assignment. 

| 

| (4) Safety Training Coordinator. The unit's SOH 

| Program shall include a training component which 

| assign responsibility for safety training. 

| Training is important and there are numerous 

| requirements for it. It is recommended that 

| safety training be integrated into the unit's 

| operational training by placing it under the 

| umbrella of the unit training officer. The SOHC 

| should work with the training officer to ensure 

| that required training is conducted. 

| 

| (5) Respiratory Protection Administrator. Units 

| using respiratory protection must have a written 

| respiratory protection program. The written 

| program shall designate a coordinator for 

| program administration. Units may wish to 

| combine this function and that of the SPO under 

| the position of the safety equipment officer. 

| 

| 

| CH-3 

| 10-4 
| MARINE SAFETY MANUAL 

| 

| 

| 10.B.1.b. (6) Environmental Response Safety Personnel. 

| Regulations (26 CFR 1920.120(b)(1)) require SOH 

| programs for environmental response activities 

| (emergency and non-emergency hazardous waste 

| site operations). 

| 

| (a) The unit's SOH Program shall assign 

| responsibility for safety and health 

| planning as an integral part of unit 

| contingency plans. The Chief of Port 

| Operations (CPO) is likely designation 

| for this responsibility. 

| 

| (b) During contingency plan implementation, 

| regulation requires a site safety plan 

| based on a site safety evaluation. Site 

| safety plans must include the designation 

| of a Site Safety and Health Officer (SSHO). 

| This designation should be dependent upon 

| the size and complexity of the spill. 

| Likely designations include site monitors, 

| strike team personnel, and the unit SOHC. 

| 

| (i) The SSHO is intended to be an ON-SITE 

| assignment. The CPO and technical 

| advisors to the Federal On-Scene 

| Coordinator (FOSC) during large 

| spills may not be able to perform 

| SSHO duties effectively (or in 

| accordance with regulation). 

| 

| (ii) Depending upon the size of the 

| response, additional site safety 

| monitors may also be needed. 

| 

| (iii) Contingency plans for large or 

| complex incidents should include the 

| use of technical advisors to the 

| FOSC. A variety of support resources 

| are available to the FOSC for this 

| purpose including District Marine 

| Occupational Health Coordinators 

| (MOHC), MLC safety and environmental 

| health specialists, strike team 

| personnel, and state or Federal OSHA 

| personnel. 

| 

| (iv) OSHA regulations require that these 

| SOH programs include response to oil 

| spills as well as "CERCLA" type 

| spills. 

| 

| 

| 

| 

| 

| 

| CH-3 

| 10-5 
| MARINE SAFETY MANUAL 

| 

| 

| 10.B.1.b. (7) Occupational Medical Monitoring Program (OMMP) 

| Administrator. An OMMP Administrator shall be 

| designated to ensure that personnel are 

| scheduled, and received required OMMP physicals. 

| The OMMP administrator shall also track the 

| results of the physical to ensure that the 

| examined member is advised of exam results. 

| 

| (8) Marine Chemist Liaison. The Unit SOH Program 

| shall have a designated point of contact for 

| liaison with marine chemists operating within 

| their inspection zone. This shall include 

| familiarization with local procedures and 

| investigation of complaints by unit personnel 

| involving marine chemist certificates. The 

| Chief, Inspection Department or SOHC are likely 

| candidates for this liaison position. 

| 

| (9) MISHAP Investigation And Review Personnel. 

| Members necessary to perform these functions 

| shall be designated as part of the Unit SOH 

| Program. 

| investigated as a potential MISHAP and 

| 

| (a) Acute exposure incidents shall be 

| reported via letter to the district 

| industrial hygienist. 

| 

| (b) The Safety Committee shall review all 

| MISHAP reports and incidents investigated 

| as potential MISHAPS, unless the 

| information contained in the report is 

| determined by the Commanding Officer to be 

| privileged as per enclosure (2) to 

| COMDTINST M5100.47. 

| 

| (10) Hazardous Waste Manager (HWM). Units with 

| hazardous chemical inventories may be required 

| to designate an HWM. 

| 

| (11) Designated Work Authorization Supervisor(s). 

| 

| (a) OSHA standards often require access control 

| as means of reducing unnecessary exposures 

| or exposures by inadequately trained or 

| equipped personnel. Marine safety 

| operations often cannot use classical 

| access control devices such as barricades 

| and warning signs. To provide equivalent 

| protection, units are required to establish 

| a work authorization procedure to ensure 

| that personnel do not encounter specified 

| hazards until they have been adequately 

| trained and equipped. 

| 

| 

| 

| CH-3 

| 10-6 
|

| MARINE SAFETY MANUAL 

| 

| 

| 10.B.1.b.(11) (b) The Unit SOH Program should prescribe the 

| activities and hazards which are not 

| permitted without authorization from 

| specified personnel. 

| 

| (c) The following designations are required. 

| where applicable. The unit's risk 

| assessment may determine that some do not 

| apply or that others should be added. 

| 

| (i) Individual(s) authorizing confined 

| space entry above exposure limits 

| (benzene). The Chief or Assistant 

| Chief of the Inspection Department 

| are likely designations for this 

| authority. 

| 

| (ii) Individual(s) authorizing tank 

| entries, vessel boarding, facility 

| inspections, environmental response, 

| supervisors (upon SOHC and Training 

| Officer, and Chief of the Inspection 

| or any activities involving benzene 

| contaminated products. Department 

| Officer recommendation) are likely 

| designations for this authority. 

| 

| (iii) Individual(s) authorizing activities 

| involving asbestos. The Safety 

| Department are likely designations 

| for this authority. 

| 

| (iv) Individual(s) authorizing new 

| personnel to conduct general duties 

| involving potential health hazards. 

| The SOHC (upon Training Officer and 

| OMMP Administrator recommendation), 

| is a likely designation for this 

| authority. 

| 

| (v) Individual(s) authorizing entry into 

| environmental response controls zones. 

| The SSHO or site safety monitors are 

| likely designations for this 

| authority. 

| 

| 2. District. 

| 

| a. District Commanders. District commanders are 

| responsible for coordinating Marine Safety Officer 

| programs within their district; ensuring that 

| Commanding Officers are providing a safe, healthy 

| work environment as required by regulation and 

| 

| 

| CH-3 

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| MARINE SAFETY MANUAL 

| 

| 

| 10.B.2. a. (cont'd) instruction; and ensuring that Commanding 

| Officers are supported in their efforts. 

| 

| b. Marine Occupational Health Coordinator (MOHC). To 

| assist in this responsibility, each district 

| commander shall designate a MOHC for marine safety 

| operations. 

| 

| (1) Purpose. Marine safety personnel conduct 

| numerous operations which involve hazardous 

| materials. Numerous regulations and 

| instructions require Commanding Officers to 

| protect personnel from the hazards associated 

| with these varied activities, even though these 

| hazards are controlled by client industries 

| rather than the Coast Guard. For these reasons, 

| each district staff has been assigned a billet 

| district where the industrial hygienist is 

| designated to coordinate district marine safety 

| SOH programs and be a source for technical 

| support available to unit Commanding Officers. 

| This resource is assigned to the district (m) 

| staff with the exception of the seventeenth 

| attached to the district inspection staff and 

| the thirteenth district where the industrial 

| hygienist is attached to the chief of staff. 

| 

| (2) Qualifications. The MOHC shall be a fully 

| qualified individual with an appropriate 

| advanced degree and special technical training 

| in industrial hygiene and environmental health 

| topics. 

| 

| (3) Duties. The MOHC's primary duties shall include 

| the coordination of SOH program development, 

| implementation, and administration for marine 

| safety activities in the district. After 

| completion of all duties related to marine 

| safety, the industrial hygienist's 

| responsibilities should be expanded to support 

| other program areas within the district. 

| However, prior to the MOHC conducting activities 

| at units outside the traditional (m) program 

| area, coordination with the cognizant MLC must 

| be achieved. The MOHC's (m) program specific 

| duties shall include: 

| 

| (a) Coordination of MLC safety and 

| environmental health support to make the 

| most effective possible use of this 

| technical support resource. 

| 

| (b) Assisting Marine Safety Offices to develop 

| SOH programs, make recommendations to 

| 

| 

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| MARINE SAFETY MANUAL 

| 

| 

| 10.B.2.b.(3) (b) (cont'd) address discrepancies found 

| during MLC safety and environmental health 

| surveys. 

| 

| (c) Coordination of a district budget plan for 

| marine safety SOH programs. 

| 

| (d) Assisting Commanding Officers with risk 

| assessment and risk management to control 

| exposure hazards. 

| 

| (e) Auditing activities to apprise Commanding 

| apprise them of the effectiveness of their 

| major environmental response operations. 

| Officers and district commanders of the 

| effectiveness of SOH programs for marine 

| safety personnel. 

| 

| (f) Frequent visits to Marine Safety Offices 

| within the district to better understand 

| the needs of Commanding Officers and 

| programs. 

| 

| (g) On-site support for Federal On-Scene 

| Coordinators (FOSC's) as needed during 

| The MOHC should be prepared to support all 

| major environmental response operations 

| either by telephone or presence on-scene. 

| 

| (h) Recommend to the appropriate MLC the 

| enrollment or disenrollment of personnel in 

| the Occupational Medical Monitoring Program 

| (OMMP). 

| 

| (i) Ensure that occupationally-exposed 

| personnel are identified and receiving 

| timely OMMP examinations. 

| 

| (j) Provide on-site training to meet SOH 

| requirement (i.e., respiratory protection, 

| hazard communication, asbestos awareness, 

| hearing conservation, etc.). 

| 

| (k) Assess and evaluate by sampling personnel 

| exposures to chemical and physical agents 

| at units. 

| 

| (l) Enter exposure data into the coast Guard's 

| computer-based IH management information 

| system as described in reference (g). 

| 

| (m) Liaison with: 

| 

| 

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| MARINE SAFETY MANUAL 

| 

| 

| 10.B.2.b.(3) (m) (i) State/federal OSHA within the 

| district, 

| 

| (ii) OSHA representative on the Regional 

| Response Team, 

| 

| (iii) The marine chemists' association 

| members within the district, 

| 

| (iv) The Coast Guard representative to the 

| NFPA's Technical Committee on Gas 

| Hazards (NFPA-306) in C-MVI-2, and 

| 

| (v) The Coast Guard representative to the 

| NFPA's Marine Chemist Qualification 

| Board (MCQB) in G-MTH-1. 

| 

| 3. Maintenance And Logistics Commands (MLC's). The MLC's 

| are the primary source of environmental health and safety 

| technical support needed to implement the Commandant's 

| SOH policies for Coast Guard operations. 

| 

| a. Support. The MLC's have highly trained specialists 

| available to support district commanders, Commanding 

| Officers, and Federal On-Scene Coordinators. 

| Technical support is available for: 

| 

| (1) Occupational medical monitoring, 

| 

| (2) Industrial hygiene, 

| 

| (3) Safety engineering, 

| 

| (4) Radiation health physics, 

| 

| (5) Sanitation engineering, 

| 

| (6) Waste quality management, 

| 

| (7) SOH training resources, and 

| 

| (8) Environmental health. 

| 

| b. Surveys. The MLC staff is also charged with 

| performing environmental health and safety surveys. 

| These are to keep the chain of command apprised of 

| SOH program effectiveness. 

| 

| 4. Commandant. The Commandant has ultimate responsibility 

| for the safety and occupational health of Coast Guard 

| personnel. The Chief of Staff is the Designated Safety 

| and Health Official for the Coast Guard. 

| 

| 

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| MARINE SAFETY MANUAL 

| 

| 10.B.4. a. The Commandant (G-K) is the support manager charged 

| with developing SOH policies and support programs for 

| the Chief of Staff for all Coast Guard activities. 

| 

| b. The Commandant (G-M) is responsible for establishing 

| policies and procedures for marine safety missions 

| which comply with the Chief of Staff's SOH policy. 

| 

| (1) Program and support managers within this office 

| are responsible for developing program guidance 

| which complies with the Coast Guard's SOH 

| policy. 

| 

| (2) Program and support managers within this office 

| are also responsible for developing management 

| support for field activities to better implement 

| Coast Guard SOH policy. 

| 

| c. Marine Safety Occupational Health Standing Committee

| (MSOHC). MSOHC coordinates the efforts of program 

| and support managers charged with implementing the 

| Chief of Staff's SOH policy for marine safety 

| programs. 

| 

| (1) This Standing Committee is comprised of the 

| following members: 

| 

| (a) The Chief, G-KSE-3 is the Committee 

| Chairman. 

| 

| (c) Members from G-KSE, G-MTH, and G-ECV are 

| (b) Members from G-MVI, G-MEP, and G-MPS 

| represent marine safety program managers. 

| 

| technical support representatives. 

| 

| (2) The Committee's primary goal is to ensure 

| coordinated development of policies, procedures, 

| and support activities for marine safety field 

| operations. 

| 

| (a) The Committee develops national priorities 

| for improving SOH programs for marine 

| safety activities. 

| 

| (b) The Committee addresses marine safety SOH 

| problems requiring action by multiple 

| Headquarters program and support managers. 

| 

| (c) The MSOH Committee reviews district(m) 

| safety budgets. 

| 

| (d) The Committee identifies and solicits 

| funding resources for multi-district 

| 

| 

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| MARINE SAFETY MANUAL 

| 

| 

| 10.B.4.c.(2) (d) (cont'd) procurements, emergency 

| procurements, support services, and those 

| which exceed normal district capabilities. 

| C. Risk Management. 

| 

| 1. General. Marine safety duties, by their nature, involve 

| some risk due to safety and health hazards. In very few 

| cases can the risks be eliminated. The basic challenge 

| of the unit SOH program is to: 

| 

| a. Identify significant hazards; 

| 

| b. Assess the risks they pose; 

| 

| c. Design control strategies to contain the risks within 

| acceptable limits, while maintaining mission 

| performance requirements; and thereby 

| 

| 2. Objective. The objective of risk management is to 

| protect personnel from hazards faced in the course of 

| performing their duties. The most effective way to 

| achieve this is to enlist the full support of the three 

| key organizational components (exposed personnel, 

| Commanding Officer, and Safety Officer). The Unit SOH 

| Program should reflect their real needs and priorities. 

| While risk assessment is primarily technical, risk 

| management is a command decision process which balances 

| operational requirements and associated hazards within 

| the limits of acceptable risk. 

| 

| 3. Authorization. To enlist full command support to meet 

| this objective, each district and command is authorized 

| to develop controls suited to their specific needs and to 

| modify the control requirements of this instruction. The 

| following provisions apply. 

| 

| a. Control measures must reflect an interest in 

| protecting personnel at risk. 

| 

| b. Control measures must reflect the results of a risk 

| assessment reviewed by the Unit's Safety Committee 

| and approved by the Commanding Officer. 

| 

| c. Control measures must meet or exceed OSHA standards 

| 

| d. The command must have an audit procedure to determine 

| the effectiveness of these control measures. 

| 

| 4. Unit Safety And Health Program Instruction(s). 1354Each unit.|&end_TA&| 

| 1354shall document their risk management strategy in the form.|&end_TA&| 

| 1354of a Unit Safety and Health Program Instruction(s).|&end_TA&| 

| 

| 

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| MARINE SAFETY MANUAL 

| 

| 10.C.4. (cont'd) Minimum requirements for the Unit SOH Program 

| are described below. 

| 

| a. Format. The format of the Unit Program may involve 

| many specific instructions or a single instruction 

| with various standards addressed. 

| 

| (1) In the first case there might be a unit 

| instruction for a respiratory protection 

| program, medical monitoring program, benzene 

| program, hazard communication program, and so 

| on. With this format it is easier to 

| demonstrate compliance with assorted standards 

| but results in a lot of duplication. In this 

| format, hazards and controls all have 

| instructions which result in the duplication (a 

| consequence of the way SOH standards are 

| developed ... some are control standards--e.g., 

| respiratory protection--and others are hazard 

| standards-- e.g., benzene). Taking benzene 

| training as an example, it would be duplicated 

| in a Benzene Instruction, Hazard Communication 

| Instruction, and Respiratory Protection Program 

| Instruction. A new benzene standard would 

| result in changes to all of the control 

| instructions (hazard communication, respiratory 

| protection, medical monitoring, etc.); in 

| addition to writing a new benzene instruction. 

| 

| (2) Another approach would be a single instruction 

| format. Each program element is reflected by a 

| separate chapter developed and maintained by the 

| responsible individual within the unit 

| organization. The general rule being that 

| control programs have their own chapters, while 

| the appropriate aspects of a given hazard are 

| addressed within the chapters and expanded 

| (where necessary) in attachments. When a new 

| control standard is issued (e.g., respiratory 

| protection) only one chapter is affected. When 

| a new hazard standard is issued (e.g., benzene) 

| each chapter might need updating, but there 

| would be no "benzene instruction" to update, and 

| it could be assumed from one chapter to the next 

| that "benzene training" has been accomplished 

| under the Hazard Communication Chapter. 

| 

| b. Designations. Regardless of format, required 

| organization designations shall be given by name or 

| unique job title, and their responsibilities defined. 

| It is not necessary to use the precise names for the 

| positions described above. It is necessary to ensure 

| that the required areas of responsibility are covered 

| and assigned personnel understand their 

| responsibilities. 

| 

| 

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| MARINE SAFETY MANUAL 

| 

| 

| 10.C.4.c. Control Strategies. Every unit should have a hazard 

| inventory, as required by the Hazard Communication 

| Standard and COMDTINST 6260.21. Certain hazards 

| should be designated for particular attention as high 

| priority hazards (developed as part of risk 

| assessment). Regardless of the format, the Unit SOH 

| Instruction must develop a strategy for dealing with 

| these hazards (required by a variety of regulations 

| for hazards such as Benzene or Noise). In either 

| format, certain hazards must be addressed (by 

| regulation or by priorities) where they apply: 

| 

| (1) Confined space entries, 

| 

| (2) Benzene (including access control 

| authorization), 

| 

| (3) Asbestos (including access control 

| authorization), 

| 

| (4) High risk toxic hazards, 

| 

| (5) Noise (Hearing Conservation), and 

| 

| (6) Heat/Cold Stress. 

| 

| d. Safe Work Practices (SWP's). SWP's shall be 

| considered a primary control measure. Engineering 

| controls are considered the textbook solution to 

| hazards in the classical industry setting. Because 

| marine safety activities involve operations in 

| strategy. In addition, SWP's are often specifically 

| required by OSHA standards such as the Hazard 

| Communication or Benzene Standards. They target 

| hazardous operations and hazardous agents (chemical 

| settings outside of the Commanding Officer's direct 

| control, SWP's must form the backbone of control 

| or physical). Regardless of the format, the Unit 

| Program should include certain SWP's addressing the 

| following areas/operations which are also reflected 

| in the safety training program (see appendices for 

| outlines): 

| 

| (1) Confined space entry; 

| 

| (2) Pump room entry; 

| 

| (3) Above deck activities during cargo hose connect 

| and disconnect; 

| 

| (4) Above deck activities during cargo tank cleaning 

| or venting; 

| 

| 

| CH-3 

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| MARINE SAFETY MANUAL 

| 

| 

| 10.C.4.d. (5) Facility inspections during cargo transfer; 

| 

| (6) Oil and chemical spill response; 

| 

| (7) Pre-MISHAP Plan and suspected acute overexposure 

| procedures; and 

| 

| (8) Acute exposure procedures. 

| 

| e. Other Hazard Control Programs. While SWP's are the 

| foundation of control, other control elements which 

| also must be reflected are: 

| 

| (1) Training and hazard communication; 

| 

| (2) Respiratory protection; 

| 

| (3) Occupational medical monitoring; and 

| 

| (4) Acute exposure plan. 

| 

| f. Risk Assessment And Exposure Monitoring. Risk 

| assessment and exposure monitoring, along with 

| control strategies are the key elements of risk 

| management. 
| D. Risk Assessment. The first step in developing a risk 

| management strategy (Unit SOH Program) is risk assessment. 

| Risk assessment involves identification of hazards and 

| estimating the risk they pose to personnel. Commanding 

| Officers should seek the assistance of trained support staff 

| (i.e., MOHC and MLC staffs) to accomplish this. In some 

| cases controls will be required to manage risk within 

| 1. 

| acceptable limits so that mission performance objectives can 

| be met. 

| 

Initial Assessment. With the multiple hazards faced by 

| marine safety personnel, risk assessment and risk 

| management is an ongoing process. Initial assessment 

| establishes hazards and sets priorities. In turn this 

| leads to development and implementation of controls, and 

| is concluded with an ongoing reassessment to audit for 

| results and start the cycle over again. 

| 

| a. Identify And Rank Hazards. A basic requirement of 

| the Hazard Communication Standard is the hazards 

| inventory. It is also an essential step in risk 

| assessment. Where multiple hazards are faced, the 

| sensible approach is to focus limited resources on 

| hazards with the highest potential to harm personnel. 

| Highly dangerous and/or frequently encountered 

| hazards must be controlled as soon as possible as a 

| matter of priority. COMDTINST 6260.24 has been 

| promulgated to outline this process for marine safety 

| activities. 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| CH-3 

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| MARINE SAFETY MANUAL 

| 

| 

| 10.D.1.a. (1) Chemical Agents. Chemical agents are often 

| recognized as hazards. For marine safety 

| activities, chemical cargoes come first to mind, 

| but are not the only chemical hazards faced. 

| 

| (a) Subchapter D And O Cargoes. Subchapter D 

| and O cargoes are a primary source of 

| chemical agent hazards. There are a 

| variety of cargo contaminants or non-cargo 

| chemical agents that pose hazards. 

| Packaged cargoes may pose chronic health 

| hazards but are most likely to be an acute 

| hazard in an emergency situation. A Coast 

| Guard contracted study reviewed Subchapter 

| D and O cargo hazards, and established a 

| basic hazard rating for them (CG-D-9-86) 

| discussed in COMDTINST 6260.24 Safety and 

| Occupational Health Support. Chemical 

| agents which should be carefully considered 

| include: 

| 

| (i) Chemical hazards with recognized 

| exposure limits in a confined space 

| entry situation (toxic evaluation 

| prior to tank entry requires a marine 

| chemist certificate prior to entry); 

| 

| (ii) Chemical hazards with low exposure 

| limits and relatively high vapor 

| pressures in other hazardous work 

| activities, i.e., benzene (those 

| chemicals with a strong potential to 

| generate concentrations above 

| exposure limits); 

| 

| (iii) Liquefied or compressed gases; 

| 

| (iv) Benzene and products containing 

| benzene (see appendices for cargo 

| list); 

| 

| (v) Acrylonitrile (CHRIS: ACN); 

| 

| (vi) Butadiene (CHRIS: BDI) (and mixtures 

| with butylene/acetylene CHRIS: BBM); 

| 

| (vii) Carbon tetrachloride (CHRIS: CBT); 

| 

| (viii) Chloroform (CHRIS: CRF); 

| 

| (ix) Ethylene dibromide (CHRIS: EDB); 

| 

| 

| 

| 

| 

| 

| CH-3 

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| MARINE SAFETY MANUAL 

| 

| 10.D.1.a.(1)(a) (x) Ethylene oxide (EOX) (and mixtures 

| with propylene oxide CHRIS: EPM); 

| 

| (xi) Formaldehyde solutions (CHRIS: FMS); 

| 

| (xii) Motor Fuel Anti-Knock (MFAK), tetra- 

| 

| ethyl lead, or lead alkyls (CHRIS: 

| MFA); 

| (xiii) Nitropropane (1-, 2- and mixtures) 

| (CHRIS: NPM, NPP, and NNM); 

| 

| (xiv) O-Toluidine (CHRIS: TLI); and 

| 

| (xv) Vinyl chloride (CHRIS: VCM). 

| 

| (b) Non-Cargo Chemical Agents. Non-cargo 

| chemical agents of particular concern 

| include: 

| 

| (i) Asbestos. Primarily a concern in 

| enginerooms which predate 1972. 

| Shipyard repairs involving asbestos 

| are strictly regulated. Personnel 

| should be concerned when asbestos is 

| being worked on without apparent 

| warning signs or area enclosures. 

| 

| (ii) Hydrogen Sulfide. (H2S) gas 

| contaminates crude oils (and certain 

| other petroleum mixtures). It poses 

| a hazard during boardings of sour 

| crude carriers and confined space 

| entries of offshore facilities/ 

| vessels. 

| 

| It is also a hazard associated with 

| sewage and should be a concern of 

| personnel inspecting marine 

| sanitation devices. In a 1986 

| incident four people were killed by 

| hydrogen sulfide released from a 

| marine sanitation holding tank. 

| 

| There are numerous electronic and 

| passive detection devices available 

| for monitoring (H2S) hazards. Although 

| the odor threshold is very low for 

| this gas, it is not a reliable 

| warning because the gas causes a loss 

| of smell--especially at higher 

| concentrations. (H2S) blackens many 

| metals and should alert personnel to 

| potential presence of (H2S). 

| 

| 

| CH-3 

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| MARINE SAFETY MANUAL 

| 

| 10.D.1.a.(1)(b) (iii) 

| 

Carbon Monoxide. Is a confined or 

| enclosed space hazard where internal 

| combustion engines are operated. 

| Motor vehicle loading below decks has 

| generated sufficient carbon monoxide 

| 

| to kill loading personnel. 

| (iv) Welding Gases And Fumes. Welding in 

| confined or enclosed spaces is 

| particularly dangerous. Welders have 

| nitrogen. Fumes containing metal 

| been killed in enclosed spaces due to 

| the build up of ozone or oxides of 

| aerosols can cause diseases with 

| symptoms similar to cold or flu. 

| Welding on metals or paints can cause 

| potentially lethal fumes. 

| 

| Try to avoid inspecting tanks while 

| welding is being conducted, 

| especially if welders are required to 

| wear respirators in the space. If 

| you must enter during welding 

| operations pay close attention to the 

| ventilation which is in use, and 

| frequency of testing by competent 

| person. 

| 

| Explosions caused by escaping welding 

| cases is one of the most frequent 

| causes of death in shipyards. Even 

| the presence of welding hoses in a 

| confined space should be considered 

| an explosion hazard. Pay careful 

| attention to ventilation and tank 

| testing records. Explosion hazards 

| in confined spaces are no-second- 

| chance hazards requiring backup 

| protection. If there is any doubt 

| about the ventilation or tank 

| testing, require retesting or 

| verification of ventilation and/or 

| carry a combustible gas meter. 

| 

| (v) Painting (Or Solvent Applications). 

| The paint itself can be a health 

| hazard as small droplets (mists or 

| aerosols) are generated during spray 

| painting. Carrier solvents 

| evaporate, especially during spray 

| painting, and can generate dangerous 

| concentrations of narcotic vapors. 

| 

| 

| CH-3 

| 10-18 
| MARINE SAFETY MANUAL 

| 

| 

| 10.D.1.a.(1)(b) (v) (cont'd) Most solvents used as 

| cleaners and degreasers are both 

| chronic and acute toxins. Some are 

| carcinogens. Of particular concern: 

| carbon tetrachloride, methyl 

| chloroform, trichloroethylene, 

| perchloroethylene, and 

| tetrachloroethane. Do not enter 

| spaces where cleaning solvents are in 

| use, and ensure that a marine chemist 

| has tested for toxic concentrations 

| before entering a space where these 

| solvents have been used. 

| spaces is another frequent cause of 

| 

| Painting and solvent use in confined 

| deaths from explosions in shipyard 

| confined spaces. In addition, 

| evaporating solvents can displace 

| oxygen, and curing paints can consume 

| oxygen causing a potential oxygen 

| deficiency hazard. Pay careful 

| attention to ventilation and tank 

| testing records. Explosion hazards 

| and oxygen deficiency in confined 

| spaces are no-second-chance hazards 

| requiring backup protection. If 

| there is any doubt about the 

| ventilation or tank testing, fix them 

| and/or carry a combustible gas meter 

| and oxygen monitor. 

| 

| (vi) Fumigation. Another potentially 

| fatal chemical hazard. Fumigation is 

| associated with grain cargoes for 

| pest control. Fumigated spaces must 

| be posted, and should not be entered 

| until tested safe. (see also 46 CFR 

| 174A). 

| 

| (vii) Sandblasting. Sandblasting can 

| generate paint dusts and high levels 

| of respirable quartz (chronic 

| exposure can cause silicosis). Dusty 

| environments are also a nuisance 

| hazard. Sandblasting agents 

| containing more than 20 percent 

| quartz should be avoided. Inspectors 

| who frequently encounter sandblasting 

| operations should consider the use of 

| a high efficiency particulate filter 

| (HEPA) respirator as a precautionary 

| measure. 

| 

| 

| CH-3 

| 10-19 
| MARINE SAFETY MANUAL 

| 

| 

| 10.D.1.a. (2) Physical Agents. Physical agents and/or safety 

| hazards should not be overlooked. 

| 

| (a) Basic Safety Hazards. Up to age forty-four 

| the single greatest cause of death is 

| injuries. Of deaths due to injury, 33 

| percent are caused by motor vehicle 

| accidents. Most units have personnel on 

| the road every day making motor vehicle 

| accidents an important hazard. Falls or 

| falling objects are extremely important 

| hazards as well. Seat belts, hard hats, 

| safety glasses, chemical splash goggles, 

| steel-toed foot protection, and PFD's 

| should be basic articles of protection 

| (b) 

| routinely used by personnel. 

| 

Oxygen Deficiency. Oxygen may be displaced 

| by other gases such as: inerting gases, 

| welding gases, or evaporating liquids. 

| Argon gas is heavier than air and will tend 

| to accumulate in lower regions of a space. 

| Helium is lighter than air and will 

| accumulate in the upper regions. Oxygen 

| can also be consumed by chemical reactions 

| such as: rusting metal (scrap iron or tank 

| walls) or organic decay (rotting fruit, 

| molasses, or edible oils). Oxygen 

| deficiency is a no-second-chance hazard in 

| confined spaces. Ensure double or triple 

| protection. Pay careful attention to 

| ventilation and tank testing records. An 

| oxygen concentration of 19.5 percent is 

| considered the lowest acceptable test 

| result. When a space is tested to 

| authorize entry, any deflection from the 

| calibration reading for normal air should 

| be seriously questioned. It indicates that 

| something else may be displacing the oxygen 

| (and may be potentially toxic), the meter 

| being used may be failing, or the meter 

| being used is not sufficiently accurate for 

| testing to authorize entry. If there is 

| any doubt about the ventilation or tank 

| testing, correct the situation and/or carry 

| an oxygen monitor. It is strongly 

| recommended that an oxygen monitor be 

| carried during any confined space entry 

| even if there are two reliable means of 

| protection in place. 

| 

| (c) Explosion Hazards In Confined Spaces. 

| Flammable and combustible cargoes or fuels 

| present a very serious safety hazard due to 

| 

| 

| CH-3 

| 10-20 
| MARINE SAFETY MANUAL 

| 

| 

| 10.D.1.a.(2) (c) (cont'd) potentially explosive 

| atmospheres. Personnel should be aware of 

| the increased danger of explosions in 

| spaces with oxygen enriched atmospheres. 

| The maximum acceptable concentration of 

| oxygen is 22 percent by volume. Pay 

| careful attention to ventilation and tank 

| testing records. Explosion hazards in 

| confined spaces are no-second-chance 

| hazards requiring backup protection. If 

| there is any doubt about the ventilation or 

| tank testing, correct the situation and/or 

| carry a combustible gas meter. 

| 

| (d) Noise. Coast Guard medical and disability 

| records clearly indicate the importance of 

| noise as an environmental and occupational 

| personnel to protect themselves both on and 

| hazard. Hearing conservation should be a 

| part of every unit program to encourage 

| past or future duty stations may pose 

| hearing loss risks too. The most effective 

| protection is the use of ear muffs, however 

| soft disposable inserts may be more 

| practical as they are inexpensive and easy 

| to carry. In shipyards, near cargo pumps, 

| by vac trucks, on boats, etc., if you must 

| raise your voice to communicate there is a 

| good chance hearing protection should be 

| used. 

| 

| (e) Heat And Cold Stress. Temperature stresses 

| are potentially fatal. In hot humid 

| environments (inspecting cargo tanks or 

| wearing air-tight clothing on hot days) the 

| body is unable to dissipate body heat, body 

| temperature rises, chemical reactions 

| inside the body go out of control, and a 

| potentially fatal heat exhaustion or heat 

| stroke may result. Personnel in typically 

| cool regions of the country should be a 

| particular concern because acclimatization 

| (or the lack of it) is the primary factor 

| effecting heat stress potential. In cold 

| environments the greatest threat is 

| hypothermia, which threatens to shut down 

| vital chemistry of the body, and can also 

| be fatal. This is a particular problem if 

| the personnel fall into the water. 

| Frostbite is another acute concern in cold 

| environments. 

| 

| 

| CH-3 

| 10-21 
| MARINE SAFETY MANUAL 

| 

| 

| 10.D.1.a.(2) (f) Non-Ionizing Radiation (UV and IR Light). 

| UV light is a recognized cancer causing 

| agent! Overexposures can lead to both 

| carcinomas and melanomas. Malignant 

| melanoma is a rare form of skin cancer, but 

| extremely life threatening. Non-ionizing 

| radiation is also injurious to vision. 

| Environmental response personnel are at 

| particular risk. Boat crews, facility 

| inspectors, shipyard inspectors, and vessel 

| boarding teams are also potentially at 

| risk. Sun screens and UV blocking glasses 

| should be in the boarding bag during the 

| summer months when sunlight is most 

| intense. 

| 

| (g) Welding Gases And Fumes. Welding in 

| confined or enclosed spaces is particularly 

| dangerous. Explosions caused by escaping 

| welding gases are one of the most frequent 

| causes of death in shipyards. This 

| physical hazard was discussed in the 

| previous section. 

| 

| (h) Painting (Or Solvent Application). This is 

| another frequent cause of death in 

| shipyards due to explosions. Curing paints 

| and evaporating solvents are also an oxygen 

| deficiency hazard. These physical hazards 

| were discussed in the previous section. 

| 

| b. Identify Hazardous Activities. In order to 

| effectively develop SWP's and train personnel, 

| hazardous operations must be identified. Many are 

| well known but units have often have unique or highly 

| specialized operations. Work practices and use of 

| protective equipment should be considered during risk 

| assessment. Activities which are generally 

| considered to be hazardous include: 

| 

| (1) Chemical cargo tank entry; 

| 

| (2) Entry into other confined spaces; 

| 

| (3) Pump room entry (especially during offloading); 

| 

| (4) Above deck activities during cargo loading or 

| cargo hose connect/disconnect; 

| 

| (5) Above deck activities during tank cleaning; 

| 

| (6) Above deck activities on board vessels 

| transferring liquefied or compressed cargo; 

| 

| 

| CH-3 

| 10-22 
| MARINE SAFETY MANUAL 

| 

| 

| 10.D.1.b. (7) Facility inspections during cargo transfer; 

| 

| (8) Environmental response investigation/sampling; 

| and 

| 

| (9) Emergency response to hazardous materials 

| accidents. 

| 

| c. Rank Health Hazards. In most cases initial risk 

| assessment will probably identify more hazards than 

| can be determined. SWP's for high priority activities 

| not already in place (e.g., confined space entry). 

| priority agents (e.g., benzene and noise). As 

| priorities, the effectiveness of controls will need 

| should first be modified as needed or developed if 

| Control strategies should be developed for high 

| controls are developed and improved for high 

| to be audited, more information will be needed to 

| make judgements on lower priority hazards, and 

| finally new priorities will be set based on changing 

| circumstances. Exposure monitoring is an important 

| element in this process, and is often required by 

| regulation and/or instruction. 

| 

| 2. Continuing Risk Assessment And Exposure Monitoring. 

| Exposure monitoring develops information important to 

| understanding the relative risk posed by identified 

| hazards. Are existing controls adequate? Should 

| priorities be changed? The need for additional 

| information is particularly important if mission 

| performance is jeopardized by identified hazards. Unit 

| personnel may, and in some cases should, be capable of 

| conducting basic exposure sampling. They should receive 

| training first, and evaluation should be conducted under 

| the guidance of MOHC or MLC specialists. 

| 

| a. Purpose. The purpose of exposure monitoring is to: 

| 

| (1) Identify workplace hazards which were previously 

| unrecognized; 

| 

| (2) Audit existing controls and safe work practices; 

| 

| (3) Update risk assessment and written program; and 

| 

| (4) Provide information for medical monitoring. 

| 

| b. Evaluate High Ranking Health Hazards. Exposure 

| monitoring can be difficult, expensive, and time 

| consuming. Because of the nature of marine safety 

| operations it can be very difficult to get trained 

| individuals to locations where sampling opportunities 

| present themselves (environmental response activities 

| 

| 

| CH-3 

| 10-23 
| MARINE SAFETY MANUAL 

| 

| 

| 10.D.2. b. (cont'd) are a good example). Risk assessment 

| priorities should be used to help focus efforts. 

| 

| c. Audit Safe Work Practices. Priority hazards should 

| periodically be reassessed to audit the effectiveness 

| of controls and set new priorities if need be. 

| E. Controlling Hazards. Risk assessment determinations, and 

| certain regulatory standards/instructions must ultimately be 

| used to establish controls as the heart of risk management. 

| 

| 1. Written Strategy/Programs. Control strategies for high 

| priority hazards should be documented in the Unit SOH 

| Instruction(s) as is often required by regulation. The 

| process helps contribute to the understanding of the 

| hazards and the commitment to effective control. The 

| development process involves two of the three most 

| important organizational key personnel (the Commanding 

| Officer and the Safety Officer--Executive Officer). 

| 

| 2. Hazard Communication. Hazard communication enlists the 

| third important organizational key personnel--those at 

| risk. This is accomplished through awareness and 

| instruction in protective measures. 

| 

| 3. Engineering Controls. In most cases this control option 

| is not available to marine safety personnel. Ventilation 

| is an important exception. 

| 

| a. Ventilation. Continuous, mechanically forced 

| ventilation is normally required for three air 

| changes, and at least 15 minutes, prior to and during 

| the following non-emergency situations: 

| 

| (1) Pumproom entries; 

| 

| (2) Confined spaces having last contained toxic, 

| flammable, or combustible products in bulk; 

| 

| (3) Confined spaces immediately adjacent to spaces 

| having last contained toxic, combustible, or 

| flammable products in bulk; 

| 

| (4) Sealed compartments, including cargo holds, 

| between decks, MSD's, etc; 

| 

| (5) Confined spaces that have been coated; 

| 

| (6) Confined spaces that have been freshly painted; 

| 

| (7) Confined space containing oxygen displacing or 

| consumption hazards (scrap iron, organic 

| materials, edible oils, welding hoses, etc.); 

| 

| 

| CH-3 

| 10-24 
| MARINE SAFETY MANUAL 

| 

| 

| 10.E.3.a. (8) Tank entry operations; 

| 

| (9) Double bottoms; and 

| 

| (10) Whenever required by a marine chemist 

| certificate. 

| 

| b. Exceptions. Circumstances may dictate exceptions to 

| the above requirement. If the presence of 

| ventilation will cause a safety hazard by blocking 

| emergency egress. Another example would be very 

| small spaces such as lazarettes which can be 

| effectively ventilated by natural (unforced 

| ventilation). In such cases additional ventilation 

| time shall be allowed prior to entry, and appropriate 

| monitoring devices used to ensure adequacy of the 

| natural ventilation. 

| 

| 4. Safe Work Practices (SWP's). SWP's are of core 

| importance to any control strategy, shall be 

| developed for hazardous operations (D.1.b above) and 

| followed by unit personnel when conducting identified 

| hazardous operations. Appendix A outlines practices 

| considered essential. 

| 

| 4. Personal Protective Equipment (PPE). 

| 

| a. Basic Ensemble Requirements. 

| 

| (1) Hard hat for: 

| 

| (a) Shipyards, 

| 

| (b) Waterfront facilities, and 

| 

| (c) Any area where falling objects or low 

| fixtures present a head injury hazard. 

| 

| (2) Safety glasses for: 

| 

| (a) Shipyards, and 

| 

| (b) Any location where flying objects pose 

| hazard. 

| 

| (3) Hearing protection for: 

| 

| (a) Designated high noise locations, and 

| 

| (b) Any location where personnel must raise 

| their voices to communicate (recommended). 

| 

| (4) Safety shoes for: 

| 

| 

| CH-3 

| 10-25 
| MARINE SAFETY MANUAL 

| 

| 

| 10.E.5.a.(4) (a) Shipyards, 

| 

| (b) Vessel boardings, 

| 

| (c) Waterfront facilities, 

| 

| (d) Offshore facilities, and 

| 

| (e) Any location with falling object or debris 

| hazards. 

| 

| (5) PFD's for: 

| 

| (a) Underway vessel boardings, 

| 

| (b) Small boats, 

| 

| (c) Barge boardings, and 

| 

| (d) Working near or over open water. 

| 

| b. Basic Skin Protection. 

| 

| (1) Leather gloves for non-pollution response 

| abrasion hazards, and 

| 

| (2) Sun screen as needed for high sun exposures. 

| 

| c. Chemical Splash Equipment. 

| 

| (1) Chemical splash goggles for: 

| 

| (a) The area near cargo manifolds, 

| 

| (b) Pump room entries, 

| 

| (c) Areas under fixed product lines (especially 

| at facilities), 

| 

| (d) Areas around flexible hoses carrying 

| product, and 

| 

| (e) Any place where open liquid surfaces 

| present a potential splash hazard 

| (including oil/chemical spill recovery 

| sites). 

| 

| (2) Chemical protective safety boots (e.g., rubber, 

| neoprene, pvc, or firemens boots) for: 

| 

| (a) Entering cargo tanks where puddled liquid 

| or residues pose a contact hazard, 

| 

| 

| CH-3 

| 10-26 
| MARINE SAFETY MANUAL 

| 

| 

| 10.E.5.(c)(2) (b) Deck areas where puddled liquid or residues 

| pose a contact hazard, and 

| 

| (c) Shoreside spill sites. 

| 

| d. Atmospheric Monitors And Alarms. 

| 

| (1) Oxygen monitors for: 

| 

| (a) Confined spaces next to inerted spaces or 

| compressed or liquefied cargoes which can 

| suddenly change conditions due to leaks, 

| even with ventilation and marine chemist 

| testing; 

| tanks adjacent to spaces containing 

| 

| (b) Spaces where there are residues of oxygen 

| consuming products such as organic 

| materials, metal/dusts/shavings/briquettes 

| or edible oils; 

| 

| (c) Confined spaces lacking forced air 

| ventilation or a marine chemist 

| certificate, as provided for by unit 

| procedures (e.g., very small OSV tank not 

| in shipyard, or spaces tested by 

| competent persons instead of a marine 

| chemist); and 

| 

| (d) For any confined space entry (highly 

| recommended). 

| 

| (2) Combustible gas meters for: 

| 

| (a) Initial pollution response activities and 

| any pollution sampling operations, 

| 

| (b) Areas near liquefied or compressed 

| flammable or combustible cargoes, 

| 

| (c) Tank entries involving welding or painting 

| operations, and 

| 

| (d) Confined spaces presenting explosion 

| hazards where regular protection may not be 

| adequate (e.g., flammable cargo tanks, 

| flammable or combustible grade D product in 

| bulk or residue, and tanks tested by 

| competent persons). 

| 

| e. Respiratory Protection Equipment. 

| 

| (1) Marine safety personnel shall not rely upon 

| respiratory protection in non-emergency 

| 

| 

| CH-3 

| 10-27 
| MARINE SAFETY MANUAL 

| 

| 

| 10.E.5.e. (1) (cont'd) situations to protect personnel from 

| exposures above exposure limits unless 

| authorized by the Commandant. 

| 

| (2) Respirators may be voluntarily used for added 

| protection (provided a respiratory protection 

| program is established), or to control 

| unpleasant non-toxic cargo odors. 

| 

| (3) The use of organic vapor respirators for benzene 

| atmospheres less than 10 ppm is specifically 

| authorized. Control measures such as safe work 

| practices or additional tank cleaning should be 

| used as the primary means of controlling hazards 

| and keeping exposures below acceptable limits. 

| If these measures are not available or 

| effective, respirators may be used. See 

| appendices for guidelines on the use of 

| respiratory protection. 

| 

| f. Emergency Equipment. 

| 

| (1) Emergency Escape Breathing Apparatus (EEBA). An 

| EEBA is a form of respiratory protection, but is 

| to be used exclusively as emergency protection. 

| An EEBA should never be used for the purpose of 

| ENTERING a hazardous area. An EEBA is primarily 

| for sudden releases of toxic or explosive 

| vapors/gases, or unexpected encounters with high 

| concentrations of toxic vapors with good warning 

| properties. EEBA's are only effective for 

| protection from oxygen deficiency if an oxygen 

| deficiency monitor is also being used. EEBA's 

| are required in the following specified 

| locations: 

| 

| (a) Near compressed or liquefied cargoes, 

| 

| (b) In pump rooms, 

| 

| (c) During initial pollution response 

| activities or other emergency response 

| activities, 

| 

| (d) Near cargo transfers of Subchapters D and O 

| cargoes, and 

| 

| (e) Are recommended during Subchapter O cargo 

| tank entries to the extent that they do not 

| create a serious safety hazard. 

| 

| (2) Portable Communications. Portable 

| communications shall be used to ensure reliable 

| access to emergency medical care during remote 

| operations including: 

| 

| 

| CH-3 

| 10-28 
| MARINE SAFETY MANUAL 

| 

| 

| 10.E.5.f.(2) (a) Underway boardings, 

| 

| (b) Small boat operations, and 

| 

| (c) Pollution response activities. 

| 

| [Note: Portable instruments for use in 

| potentially explosive atmospheres should be 

| intrinsically safe.] 

| 

| (3) Whistles Or Noise Making Devices. In noisy or 

| isolated locations, these can provide a means of 

| calling attention to an emergency. 

| 

| (a) Required for small boats along with PFD 

| gear. 

| 

| (b) Recommended for confined space entry. 

| 

| (c) Recommended for pollution response. 

| F. Training. There are numerous requirements for training 

| because of its recognized importance. The Safety Training 

| Administrator shall ensure adequate training in accordance 

| with the Unit SOH Program. 

| 

| 1. Training Program. A safety training program shall be 

| documented as an element of the Unit SOH Program. The 

| program design shall include the elements described 

| below. 

| 

| 2. Program Elements. 

| 

| a. Hazards Overview (Basic Hazard Communication. All 

| personnel conducting operations that potentially 

| expose them to hazards shall have basic hazards 

| overview training, which should include the following 

| item. 

| 

| (1) Policy. 

| 

| (2) Safety Hazards Overview. 

| 

| (a) Driving safety. 

| 

| (b) Fire and explosion hazards. 

| 

| (c) Water safety. 

| 

| 

| (d) Basic safety equipment. 

| (3) Health Hazards Overview. 

| 

| 

| 

| 

| CH-3 

| 10-29 
| MARINE SAFETY MANUAL 

| 

| 

| 10.F.2.a.(3) (a) Toxic hazards. 

| 

| (b) Routes of exposure. 

| 

| (c) Health hazards of special local interest. 

| 

| (i) Benzene. 

| 

| (ii) Asbestos. 

| 

| (iii) Hydrogen sulfide. 

| 

| (iv) Ionizing radiation. 

| 

| (v) Frequently encountered high risk 

| cargoes. 

| 

| (vi) Welding fumes. 

| 

| (vii) Sand blasting. 

| 

| (4) Access Control. 

| 

| (a) Locations to avoid until authorized: 

| 

| (ii) Docks/facilities. 

| (i) Vessels. 

| 

| 

| (iii) Shipyards. 

| 

| (iv) Established spill response control 

| zones. 

| 

| (b) Hazards being controlled. 

| 

| (c) How personnel are authorized to conduct 

| activities in controlled areas. 

| 

| (5) Special Topics Of Importance. 

| 

| 

| (a) Noise and hearing conservation. 

| 

| (b) Confined space hazards. 

| 

| (c) Heat and cold stress. 

| (d) Non-ionizing radiation. 

| 

| (6) Emergency Procedures. 

| 

| 

| (a) Confined spaces. 

| 

| (b) Port safety and environmental response. 

| 

| CH-3 

| 10-30 
| MARINE SAFETY MANUAL 

| 

| 

| 10.F.2.a. (7) Obtaining Information About Hazards. 

| 

| (a) Unit resources. 

| 

| (b) Other resources. 

| 

| b. Expanding Training. In addition to hazard overview 

| training, personnel conducting hazardous operations 

| shall receive more advanced training in safe work 

| practices and equipment used in execution of their 

| specific duties. This training should be provided on 

| an as-needed basis depending upon the specific 

| duties. Other topics may be identified by the 

| district industrial hygienist or until personnel and 

| should be included with the following: 

| 

| (1) Safe Work Practices (SWP's) From D.1.b. 

| 

| (2) Operation And Maintenance Of Equipment. 

| 

| (a) Hearing protection. 

| 

| (b) EEBA. 

| 

| (c) Respiratory protection. 

| 

| (d) Electronic monitors. 

| 

| (e) Colorimetric tubes. 

| 

| (3) Emergencies. 

| 

| (a) Accidents. 

| 

| (b) Acute exposures/releases. 

| 

| (c) MISHAP reports. 

| 

| c. Specialized Training For Key Personnel. Federal 

| guidelines for specialized training of certain key 

| personnel is noted in 29 CFR 1960. MLC staff, 

| District MOHC, and RTC Yorktown provide or can assist 

| units in providing this type of brief training for: 

| 

| (1) Executive Personnel. 

| 

| (a) Commanding Officer and Executive Officer. 

| 

| (b) Department heads and supervisors. 

| 

| 

| (c) Field supervisors. 

| (2) Collateral Duty Personnel. 

| 

| 

| CH-3 

| 10-31 
| MARINE SAFETY MANUAL 

| 

| 

| 10.F.2.c.(2) (a) Safety and Occupational Health Coordinator. 

| 

| (b) Safety Petty Officer. 

| 

| (c) Equipment maintenance and calibration. 

| 

| (d) Hazardous materials control officers. 

| 

| (e) Environmental response personnel. 

| G. Occupational Medical Monitoring Program (OMMP). 

| 

| 1. Purpose. The primary purpose of the OMMP is to detect 

| early signs of occupational illness. The OMMP can also 

| be helpful in identifying previously unrecognized 

| exposure hazards. 

| 

| 2. Designate Administrator. The OMMP is managed by G-KSE 

| staff. Each unit should have a designated administrator 

| to coordinate these support services. 

| 

| 3. Procedures. Procedures are determined by G-KSE staff and 

| the designated administrator should be familiar with 

| these procedures. 

| 

| 4. Scheduling. The designated administrator shall ensure 

| that personnel are scheduled according to established 

| procedures, that exam results are forwarded according to 

| procedures, and that exam results are provided to 

| personnel after they have been reviewed. 

| H. Records. 

| 

| 1. Training Records. The Safety Training Coordinator shall 

| provide a record of safety training for: 

| 

| a. Personnel files, and 

| 

| b. A unit summary record. 

| 

| 2. Occupational Medical Monitoring Program Records (OMMP). 

| OMMP records are generated and maintained in accordance 

| with the Medical Manual. The OMMP Coordinator shall 

| ensure the following: 

| 

| a. Personnel Medical Records. Personnel medical records 

| must be generated and forwarded in accordance with 

| established guidelines. 

| b. 

| 

Unit Scheduling Procedures And Records. The unit must 

| have a scheduling procedures and scheduling records. 

| 

| 

| CH-3 

| 10-32 
| MARINE SAFETY MANUAL 

| 

| 

| 10.H.2. c. Fit-To-Wear Respirator Records. Fit-To-Wear 

| respirator records must be generated for respirator 

| wearer's medical records and for the respiratory 

| protection administrator. 

| 

| d. Exposure Records. These records must be provided to 

| individuals that are monitored and copies kept by the 

| unit. A personnel exposure log is also helpful for 

| updating OMMP records and for risk assessment to 

| determine products which are frequently encountered. 

| 

| 3. Safety Budget. Federal guidelines (29 CFR 1960) specify 

| that adequate resources should be allocated for 

| protection of personnel. 

| 

| a. Unit. The unit Safety and Health Committee shall 

| generate an annual SOH budget for inclusion in the 

| unit's annual budget request. 

| 

| b. District. The district marine safety staff shall 

| review unit SOH budget requests and develop a 

| district safety budget. 

| 

| 4. Equipment Maintenance. The SPO or Safety Equipment 

| Officer shall ensure that adequate records are kept of 

| distribution and maintenance3 of safety equipment. 

| I. Program Audits. 

| 

| 1. Purpose. Audits are to provide assurance that unit, 

| district and commandant policies are effectively 

| implemented. To ensure that risk management objectives 

| are met, there must be an ongoing auditing procedure. 

| 

| 2. Local Audit Procedures. The Unit SOH Program should 

| describe the local audit program. 

| 

| 3. Personnel To Conduct Audits. The Commanding Officer, 

| Safety Officer, department supervisors, and SOHC should 

| all be involved in the auditing mechanism. 

| 

| a. Commanding Officer's Audit. 

| 

| (1) The Commanding Officer and Safety Officer 

| should, early in their tenure, conduct an audit 

| of their newly assumed SOH program to determine 

| its competence and areas needing improvement. 

| 

| (2) Periodic spot checks of program elements (e.g., 

| respiratory protection program) and 

| implementation of SWP's in the field also helps 

| to send an important message to personnel and 

| collateral duty personnel. Supervisors should 

| be held accountable for implementing the 

| 

| 

| CH-3 

| 10-33 
| MARINE SAFETY MANUAL 

| 

| 

| 10.I.3.a. (2) (cont'd) Commanding Officer's SOH policy 

| through the performance evaluation process. 

| 

| b. Unit Coordinator's Spot Checks. The SOHC should make 

| a point of spot checking the SWP's of personnel in 

| the field and the administration of collateral duty 

| personnel. High performers should be recognized by 

| the Safety Committee and noted at unit meetings. 

| 

| c. Special Surveys. Federal guidelines (29 CFR 1960) 

| specify that each agency should survey implementation 

| of SOH policy. 

| 

| (1) Maintenance And Logistics Command Surveys. 

| Required surveys are one of the primary 

| functions of the MLC technical staff. Surveys 

| are made annually or as required. 

| 

| (2) District Surveys. District commanders shall 

| ensure that district MOHC's make frequent visits 

| to marine safety offices within their district. 

| The purpose of these visits shall be: 

| 

| (a) To ensure familiarity with operations in 

| the field, 

| 

| (b) To ensure effective support for commanding 

| officers in accordance with MOHC duties 

| described earlier, 

| 

| (c) To survey implementation of SWP's in the 

| field, 

| 

| (d) To conduct exposure monitoring for risk 

| assessment,and 

| 

| 4. 

| (e) To provide or facilitate unit training. 

| 

Criteria. Specific survey criteria shall be established 

| using applicable and latest standards and instructions. 

| fundamental questions: 

| (2) Meets national standards and instructions? 

| The most basic areas of concern include the following 

| 

| a. Is there an established written program which: 

| 

| (1) Addresses management of local risks, and 

| 

| 

| b. Is there an ongoing assessment of risks which: 

| 

| (1) Documents and prioritizes hazards, and 

| 

| (2) Communicates those hazards to personnel? 

| 

| 

| CH-3 

| 10-34 
| MARINE SAFETY MANUAL 

| 

| 

| 10.I.4. c. Is there a control strategy or SOH program which: 

| 

| (1) Establishes safe work practices and other 

| controls, and 

| 

| (2) Communicates these to exposed personnel? 

| 

| d. Are personnel familiar with procedures? 

| 

| e. Are established procedures followed and enforced? 

| 

| f. Are supervisors held accountable for implementing the 

| Commanding Officer's Safety and Occupational Health 

| Policy? 

| J. References. 

| 

| 1. List of references for occupational health and safety 

| programs: 

| 

| a. Sec 19 of the Occupational Safety and Health Act of 1970 

| 

| b. Executive Order 12196 

| 

| c. 29 CFR 1960 Programs for Federal Employees 

| 

| d. 29 CFR 1910 General Industry Standards 

| 

| e. 29 CFR 1915 Shipyard Employment Standards 

| 

| f. DOT ORDER 3902.7 Occupational Safety and Health Program 

| 

| g. COMDTINST M5100.47 (series) Safety and Occupational Health 

| Manual (includes chapters on SOH Programs, MISHAPS, 

| Occupational Health, Hearing Conservation, and Training) 

| 

| h. COMDTINST M5100.48 Confined Space Entry 

| 

| i. COMDTINST M6000.1 (series) Medical Manual 

| 

| 

| j. COMDTINST 6260.2A Tech Guide: Respiratory Protection 

| k. COMDTINST 6260.16 Asbestos Exposure Control Manual 

| 

| l. COMDTINST 6260.17 Coast Guard Cutter Heat Stress Program 

| 

| m. COMDTINST 6260.21A Hazard Communication Standard 

| 

| n. COMDTINST 6260.22 Implementation of Benzene Standard 

| 

| o. COMDTINST 6260.24 Safety and Occupational Health Support 

| 

| p. COMDTINST M16487.1A Hazardous Waste Management 

| 

| 

| CH-3 

| 10-35 
| MARINE SAFETY MANUAL 

| 

| 

| 10.J.1. q. COMDTINST 16465.29 

| 

| r. COMDTINST 16465.30 

| 

| 

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| CH-3 

| 10-36 
 MARINE SAFETY MANUAL 

 CHAPTER 10. OCCUPATIONAL HEALTH AND SAFETY PROGRAMS 

 APPENDIX A 

 MINIMUM SAFE WORK PRACTICE REQUIREMENTS 

 A. PURPOSE. This appendix provides the basic guidelines for 

 development of safe work practices for activities commonly 

 identified as being potentially hazardous at marine safety units. 

 Each unit shall develop safe work practices to minimize risk of 

 personnel assigned tasks identified in this appendix. The 

 enclosed safe work practices are provided as examples and are not 

 mandatory. They do, however, provide what would be considered 

 the essential safe work practice elements for specified 

 activities. 

 B. LIST OF MINIMUM SAFE WORK PRACTICES. The following is a list of 

 minimum safe work practices. If the activities identified in the 

 following list are conducted at a unit, that unit must promulgate 

 a safe work practice titled and numbered as shown in this list. 

 This list is not fully encompassing and other safe work practices 

 should be developed to address any additional identified 

 hazardous activities. 

 100: Confined and Enclosed Spaces (General) (Example Provided) 

 110: Confined Spaces: Entry in the Shipyard Environment (Example 

 Provided) 

 120: Confined Spaces: Pumproom Entry Aboard Vessels Outside 

 Shipyards (Example Provided) 

 130: Confined Spaces: Entry Aboard Vessels Offshore 

 140: Confined Spaces: Cargo Tank Rafting Inspections (Example 

 Provided) 

 150: Confined Spaces: Entry Aboard Vessels at Dockside 

 160: Confined Spaces: Intermodal Container Inspection Ashore 

 (Example Provided) 

 200: Shipyard Hazards (General) 

 210: Drydock Examinations (General) 

 220: Drydock Examinations: Barges 

 230: Drydock Examinations: Deep Drafts 

 240: Drydock Examinations: MODU's 

 300: Above Deck and Underway Boarding Activities 

 310: Above Deck Activities During Cargo Transfer 

 320: Above Deck Activities During Tank Washing/Prewashing 

 330: Casualty Investigations and Inspections 

 340: Law Enforcement Activities: Marine Safety Personnel 

 400: Facility Inspections (Waterfront) 

 410: Facility Inspections (Liferaft Servicing) 

 420: Facility Inspections (Lifeboat Factory) 

 1 CH-7 
 430: Facility Inspections (Boating Safety) 

 500: Spill Response (General) 

 510: Spill Response: Emergency Response 

 520: Spill Response: Investigations and Sampling 

 530: Spill Response: Site Monitoring 

 540: Spill Response: Non-Unit Personnel 

 900: Special Activities 

 910: Overseas Inspections 

 920: Helo Ops 

 930: Night Patrols 

 CH-7 2 
 MARINE SAFETY MANUAL 

 SWP # 100 

 CONFINED AND ENCLOSED SPACES (GENERAL) 

A. INTRODUCTION. Personnel working in a Marine Safety Office will 

 normally encounter different types of confined spaces requiring 

 entry. To protect yourself from injury during confined space 

 situations you must clearly understand the various programs which 

 have been established to permit your entry into these dangerous 

 environments. This safe work practice (SWP) will direct you to other 

 safe work practices and manuals for guidance on the specific type of 

 programs you must follow. 

 1. When entering any confined space on board a vessel located 

 in a U.S. shipyard, the provisions of 29 CFR 1915 will apply. 

 Refer to SWP # 110 for specifics of this type entry. 

 2. When entering a pumproom, although not technically a 

 confined space, the procedure noted in SWP # 120 will be 

 followed. 

 3. When entering any confined space while aboard a vessel or 

 rig offshore, the guidelines found in SWP # 130 shall be 

 followed. 

 4. When entering any confined space to conduct an inspection 

 while utilizing the rafting procedure, follow the guidelines 

 found in SWP # 140. 

 5. When entering any confined space on board a vessel outside 

 a shipyard and not undergoing repairs by shipyard personnel, 

 follow the provisions of SWP # 150. 

 6. When conducting container inspections ashore, the 

 provisions of SWP # 160 shall be followed. 

 7. When entering any confined space while working on a CG 

 small boat or other CG equipment, the provisions of the CG 

 Shore Facility Confined Space Entry Manual shall be followed. 

 8. When entering any confined space not specifically noted 

 above, the most appropriate SWP shall be adapted to afford the 

 greatest degree of protection. 

B. HAZARDS ASSOCIATED WITH-CONFINED SPACE ENTRY. 

 1. Low OXYGEN content is the most significant hazard 

 associated with confined space entry. 

 2. RESIDUAL TOXIC CARGOES may be fatal if inhaled or absorbed 

 through skin. 

 1 CH-7 
 MARINE SAFETY MANUAL 

 3. FLAMMABLE CARGO VAPORS may cause an explosion or fire. 

 4. FALLING/TRIPPING HAZARDS. 

C. EXAMPLES OF CONFINED SPACES NORMALLY ENCOUNTERED. 

 1. Cargo tanks or other spaces with limited access; 

 2. Spaces adjacent to cargo tanks such as voids; 

 3. Compartments which have been sealed; 

 4. Spaces which have been coated with a preservative; 

 5. Non-ventilated compartments that have been freshly painted 

 or coated; 

 6. Spaces containing cargoes that absorb oxygen (scrap iron, 

 fresh fruit, molasses, vegetable oils, any organic matter 

 which might decay); 

 7. Double bottoms or sides; 

 8. Spaces underneath docks; 

 9. Narrow channels with high banks and limited air flow; 

 10. Bilges of vessels below floor plates; 

 11. Pumprooms; and 

 12. Cofferdams. 

D. ENGINEERING CONTROLS. Forced mechanical ventilation is the 

 best method to control hazards associated with confined space 

 entry. For all confined spaces where it is practical, forced 

 air ventilation shall be provided and configured in such a way 

 to ensure thorough mixing throughout all reaches of the space. 

 Unless otherwise specified in the body of the National Fire 

 Protection Association, Marine Chemist Certificate, tanks with 

 clean, dry bottoms require at least 3 air changes before 

 entry. 

 [NOTE: Supplied ventilation is preferred over exhaust 

 ventilation.] 

E. STEPS PRIOR TO EACH ENTRY. 

 1. Verify that the space has been tested for oxygen, 

 flammability, and toxic atmospheres. (Read the conditions of a 

 marine chemist certificate and the competent person log or the 

 certificate written by other individuals authorized by the 

 Officer in Charge, Marine Inspection as per 46 CFR. 

 Alternatively, witness the test of the space by shipboard 

 CH-7 2 
 MARINE SAFETY MANUAL 

 2. Verify that a minimum of three air changes have occurred. 

 personnel if that procedure is specifically authorized by your 

 Commanding Officer.) 

 3. Check to ensure that a means of rescue is readily available 

 and that personnel are capable of performing a confined space 

 rescue. This would require equipment and personnel to enter a 

 space which is immediately dangerous to life and health. 

 4. Check the condition of your emergency escape breathing 

 device if carriage is required. [NOTE: Carriage is normally 

 required outside the shipyard and may be required within the 

 shipyard if the unit Commanding Officer does not feel 

 comfortable with the shipyard confined space entry program.] 

 5. Check operation of oxygen monitor. 

 6. In the absence of a Marine Chemist Certificate, read 

 Material Safety Data Sheet/Chemical Hazard Response Information 

 System or other data sheet for the last three cargoes/materials 

 carried in the cargo space or adjacent space to be entered. 

 7. Discuss entry with the person who will watch from outside 

 the space to provide alarm and assistance in the event of an 

 emergency. [NOTE: This individual should be instructed to raise 

 the alarm prior to any rescue attempt. Rescue should only be 

 attempted by trained personnel.] 

F. STEPS TO TAKE DURING ENTRY. 

 1. Maintain contact with the entry watch at the point of 

 entry. 

 2. Carry a personal oxygen monitor or a combination 

 oxygen/flammability/toxic meter when entering a confined space. 

 If more than one person is entering the space only one is 

 required to carry a personal monitor. 

 3. Carry an Emergency Escape Breathing Apparatus if there 

 is a potential for a dynamic change in the environment such 

 as a valve being opened and cargo entering the space, pumps 

 running in an engineroom, compressors operating in a compressor 

 room aboard a gas ship, action of workers walking through muck 

 in the bottom of the space and releasing hydrogen sulfide or 

 other gases/vapors, space where inerted gas may be inadvertently 

 introduced, etc. This equipment will not normally be needed if 

 the space is tested prior to entry and ventilation is maintained 

 and there is no potential for sudden change in the environment. 

 3 CH-7 
 MARINE SAFETY MANUAL 

 4. Immediately leave the space if: 

 a. Your personal monitor alarms; 

 b. You feel dizzy or light-headed; 

 c. The forced air ventilation stops or is apparently 

 ineffective; 

 d. If you sense any unexpected chemical through smell or dermal 

 sensation that concerns you. This is a judgement call; however, 

 you should depart any time there is a burning sensation in your 

 lungs or you experience a shortness of breath. Any of these 

 sensations may indicate a life-threatening situation and you must 

 react promptly to avoid injury. 

 5. Climbing (other than ladders) shall be limited to the following 

 vertical distances: 

 W/Fall Arrest Equip W/O Fall Arrest Equip

 Steel Landing Unlimited 5 ft 

 Water Landing Unlimited 15 ft 

G. ACTIONS TO BE TAKEN AFTER ENTRY. 

 1. Contact your MSO/MIO/COTP immediately if you had to leave a space 

 as noted above. Do not reenter any space until notification of 

 appropriate senior personnel and direction from the designated work 

 authorization supervisor (i.e, Chief of Inspections, Chief of Port 

 Operations, etc.) is obtained. 

 2. Report any inconsistencies on the marine chemist certificate to 

 the designated work authorization supervisor and follow-up with a 

 letter to Commandant (G-MTH-1) via your district (industrial 

 hygienist). 

 3. In the event of overexposure, personnel should be evacuated to 

 appropriate medical facilities by the most expeditious means. Medical 

 personnel should be provided with all known information on the 

 suspected exposure, including concentration and duration of exposure. 

 This should include the most probable route of exposure. Also provide 

 the medical authority with the phone number to American Toxic 

 Substance and Disease Registry (ATSDR). 

 CH-7 4 
 MARINE SAFETY MANUAL 

 SWP # 110 

 CONFINED SPACES: ENTRY IN THE SHIPYARD ENVIRONMENT 

A. INTRODUCTION. CG personnel assigned to conduct entry into 

 confined spaces in shipyards must have authorization for such 

 activity from a designated work authorization supervisor. All CG 

 personnel in shipyards shall comply with requirements established by 

 the shipyard competent person and/or a National Fire Protection 

 Association Certificated Marine Chemist. CG personnel are permitted 

 to conduct work using respiratory protection equipment for 

 protection from benzene. All other uses of respiratory protection 

 for compliance with exposure limits is prohibited. However 

 respiratory protection may be used as a redundant level of 

 protection or due to foul smells. See appendix G to chapter 10 of 

 volume 1 of the MSM for details on use of respiratory protection for 

 benzene exposures. 

B. HAZARDS ASSOCIATED WITH CONFINED SPACED ENTRY. 

 1. Low OXYGEN content is the most significant hazard 

 associated with confined space entry. 

 2. RESIDUAL TOXIC CARGOES may be fatal if inhaled or absorbed 

 through skin. 

 3. FLAMMABLE CARGO VAPORS may cause an explosion or fire. 

 4. SLIP, TRIP, & FALL. 

C. EXAMPLES OF CONFINED SPACES NORMALLY ENCOUNTERED. 

 1. Cargo tanks or other spaces with limited access; 

 2. Spaces adjacent to cargo tanks such as voids; 

 3. Spaces which have been coated with a preservative; 

 4. Non-ventilated compartments that have been freshly 

 painted or coated; 

 5. Compartments which have been sealed; 

 6. Double bottoms or sides; 

 7. Pumprooms; and 

 8. Fuel Tanks. 

D. ENGINEERING CONTROLS. Forced mechanical ventilation is 

 essential to safe entry. It is required for all entries into 

 confined spaces except for those situations in which the ventilation 

 equipment will block egress. Ventilation is normally forced into a 

 space for "blowing down the tank." When welding is 

 1 CH-7 
 MARINE SAFETY MANUAL 

 being conducted it is preferable to have local exhaust ventilation 

 for the welding fumes. If this is not practical, caution should be 

 used by an inspector when inspecting compartments where welding is 

 being conducted. Other gases are associated with cutting and 

 burning. Activities such as burning in a space can quickly change 

 the conditions in the space and must be considered prior to entry. 

 Good ventilation practices will minimize these potential hazards. 

 Questions about adequacy of ventilation should be discussed with the 

 shipyard foreman and competent persons. If the situation is not 

 corrected to the satisfaction of the inspector, the Chief of the 

 Inspection Department should be advised of the situation. If the 

 problem can not be resolved, the district industrial hygienist 

 should be consulted for a technical evaluation of the potential 

 hazard. 

E. STEPS PRIOR TO ENTRY. 

 1. Review the marine chemist certificate and the competent 

 person log. (NOTE: CG personnel are permitted to enter spaces 

 which have the following designations on the marine chemist 

 certificate: "SAFE FOR WORKERS" or "ENTER WITH RESTRICTIONS 

 respiratory protection for benzene exposure." If the marine 

 chemist certificate has any other designations, CG personnel 

 are prohibited from entry for routine inspections. We should 

 not get involved in emergency rescue unless properly trained 

 and equipped.] 

 2. Discuss work activities being conducted inside and in the 

 vicinity of the space to be entered with the yard foreman. 

 4. Verify that the forced ventilation is functioning properly. 

 the external watch for the entry. 

 3. Verify that the shipyard has personnel and equipment 

 readily available to perform an emergency rescue if needed. 

 5. Discuss your entry with the shipyard personnel assigned as 

 F. STEPS DURING ENTRY. 

 1. Maintain communication with watch outside the confined 

 space. 

 2. Carry personal environmental monitors if required by unit. 

 3. Carry a whistle or other device to sound an alarm. 

 4. Carry an Emergency Escape Breathing Apparatus if there 

 is a potential for a sudden change in the space's atmosphere. 

 This would include entering a space to witness a soap test of a 

 repair in which the pressed up space is not 

 CH-7 2 
 MARINE SAFETY MANUAL 

 designated "Safe for Workers" by the marine chemist. 

 Another common example would be entering a ballast tank with the 

 adjacent tank full of cargo and/or inerted. Judgement must be 

 exercised by the inspector when determining the circumstances when the 

 space's atmospheric conditions may become dynamic. 

 5. Immediately leave the space if: 

 a. A personal monitor alarms; 

 b. You feel dizzy or light-headed; 

 c. The forced air ventilation stops or is apparently 

 ineffective; or 

 d. If you sense any unexpected chemical through smell or dermal 

 sensation that concerns you. This is a judgement call; however, 

 you should depart any time there is a burning sensation in your 

 lungs or you experience a shortness of breath. Any of these 

 sensations may indicate a life threatening situation and you must 

 react promptly to avoid injury. 

 6. Climbing (other than ladders) shall be limited to the following 

 vertical distances: 

 W/Fall Arrest Equip W/O Fall Arrest Equip

 Steel Landing Unlimited 5 ft 

 Water Landing Unlimited 15 ft 

G. STEPS AFTER ENTRY. 

 1. Record in your personal inspection log the chemicals/hazards to 

 which you were potentially exposed. These chemicals can be obtained 

 forms for your annual occupational medical monitoring. You should 

 space until notification of appropriate senior personnel and direction 

 from the marine chemist certificate. You should also note the length 

 of exposure. This information will be needed when you complete the 

 also record activities such as sand blasting with silica sands, 

 welding fumes, curing paints, recently applied coatings, etc. 

 2. If you left a confined space for reasons noted in paragraph F.5 

 above, immediately contact your MSO/MIO/COTP. Do not reenter any 

 from the designated work authorization supervisor is obtained. 

 3. Report any inconsistencies in the marine chemist certificate or 

 competent person log to the designated work authorization supervisor 

 and follow-up with a letter to Commandant (G-MTH-1) via your district 

 (industrial hygienist). (NOTE: Unit policy should require resolution 

 3 CH-7 
 MARINE SAFETY MANUAL 

 of any questions on the marine chemist certificate or competent 

 person log prior to entry.) 

 4. In the event of overexposure, personnel should be evacuated to 

 appropriate medical facilities by the most expeditious means. 

 Medical personnel should be provided with all known information on 

 the suspected exposure, including concentration and duration of 

 exposure. This should include the most probable route of exposure. 

 Also provide the medical authority with the phone number to American 

 Toxic Substance and Disease Registry (ATSDR). 

 CH-7 4 
 MARINE SAFETY MAUNAL 

 SWP # 120 

 CONFINED SPACES: PUMPROOM ENTRY ABOARD VESSELS OUTSIDE SHIPYARDS 

A. INTRODUCTION. CG personnel assigned to conduct entry into 

 pumprooms outside shipyards must have authorization for such 

 activity. Entry into pumprooms will normally be necessary for tank 

 vessel examinations, to clear outstanding requirements from previous 

 examinations, cargo monitor examinations, and pollution 

 investigations. All pumprooms are required to have exhaust 

 ventilation systems capable of taking suction from below the lower 

 deck plates and at various levels throughout the pumproom. CG 

 personnel are prohibited from entering pumprooms with nonfunctional 

 ventilation systems unless specifically authorized by the designated 

 work authorization supervisor on a case by case basis. All cargo 

 transfer equipment in the pumproom should be secured prior to entry 

 by CG personnel. The reason for this requirement is that the 

 atmosphere can change very quickly if a pump should fail. CG 

 personnel are not trained or equipped to evacuate pumprooms during 

 these types of emergencies. If the cargo loaded or discharged 

 through the pumproom is a high/moderate benzene content cargo as 

 defined in appendix C to chapter 10 to volume 1 of the MSM, the 

 provisions of appendix G to this chapter must be followed. 

B. HAZARDS ASSOCIATED WITH CONFINED SPACED ENTRY. 

 1. Low OXYGEN content is the most significant hazard 

 associated with pumproom entry. 

 2. RESIDUAL TOXIC CARGOES may be fatal if inhaled or absorbed 

 through skin. 

 3. FLAMMABLE CARGO VAPORS may cause an explosion or fire. 

 4. SLIP, TRIP, & FALL. 

C. ENGINEERING CONTROLS. Regulation 59 in Chapter II-2 of SOLAS 

 74/78 requires that all cargo pumprooms be mechanically ventilated. 

 This regulation also requires the ventilation system have a minimum 

 capacity of 20 air changes per hour. CG personnel shall verify the 

 operation of the ventilation prior to entry into any pumproom. 

 These systems must be of the type which will take suction from the 

 space. A good "rule of thumb" indication that the system is 

 operating properly is a noticeable air movement entering through the 

 door to the upper pumproom. If there is no noticeable air movement 

 you should question the operation of the ventilation. While 

 descending into the pumproom you should verify the integrity of the 

 ventilation ducting at each level. If the vent duct work is damaged 

 or has openings in the upper levels of the pumproom, there may not 

 be adequate ventilation in the lower portion of the pumproom. 

 1 CH-7 
 MARINE SAFETY MAUNAL 

D. STEPS PRIOR TO ENTRY. 

 1. Review the marine chemist certificate. (NOTE: CG personnel 

 are permitted to enter pumprooms which have the following 

 designations on the marine chemist certificate: "SAFE FOR 

 WORKERS" or "ENTER WITH RESTRICTIONS respiratory protection for 

 protection against benzene exposure." If the marine chemist 

 certificate has any other designations, CG personnel are 

 prohibited from entry for routine inspections. In the absence 

 of a marine chemist a person approved by the OCMI may certify 

 the space utilizing the guidelines of NFPA 306. We should not 

 get involved in emergency rescue unless properly trained and 

 equipped.] 

 2. Calibrate and test the multigas detector required for 

 entry. The gases tested must include flammability, oxygen, 

 and if there is a potential for a "sour" crude, hydrogen 

 sulfide. 

 3. Check the operation of the detection instrumentation for 

 benzene if testing is required by unit or district policy. 

 4. Verify the operation of the ventilation. It must be in 

 operation for a minimum of 15 minutes prior to entry. 

 5. Conduct a thorough check of your Emergency Escape Breathing 

 Apparatus (EEBA). (NOTE: The carriage of an EEBA by all 

 personal entering a pumproom is required as noted in MSM volume 

 I chapter 10 section E.5.f.(1).] 

 6. Discuss the aspects of entering the pumproom with the 

 vessel's officers. Verify the presence of a litter and 

 hoisting arrangement prior to entry. Also verify the ability 

 of the crew to don and utilize the vessel's selfcontained 

 breathing apparatus. This is required by Regulation 17 of 

 Chapter II-2 of SOLAS 74/78 as a part of the fireman's outfit. 

E. STEPS DURING ENTRY. 

 1. First check the air movement at the entry into the 

 pumproom. It should be very noticeable. 

 2. Check the hoisting arrangement in the pumproom. Most 

 vessels have a block and tackle arrangement secured to an 

 overhead beam in the area with direct access to the lowest part 

 of the pumproom. 

 3. Carry a personal oxygen/flammable/hydrogen sulfide meter. 

 One required per entry team as per MSM chapter 10 section 

 10.E.5.(c)(1). 

 4. Carry an EEBA. One required per person entering as per MSM 

 chapter 10 section 10.E.5.f.(1). 

 CH-7 2 
 MARINE SAFETY MAUNAL 

 5. Carry a whistle or other device to sound an alarm. 

 6. Verify the status of the ventilation system at each 

 level of the pumproom. Terminate entry if the ducting is not intact. 

 7. Immediately leave the space if: 

 a. A personal monitor alarms; 

 b. You feel dizzy or light-headed; 

 c. The forced air ventilation stops or is apparently 

 ineffective; or 

 d. If you sense any unexpected chemical through smell or dermal 

 sensation that concerns you. This is a judgement call; however, 

 you should depart any time there is a burning sensation in your 

 lungs or you experience a shortness of breath. Any of these 

 sensations may indicate a life threatening situation and you must 

 react promptly to avoid injury. 

 8. Climbing (other than ladders) shall be limited to the following 

 vertical distances: 

 W/Fall Arrest Equip W/O Fall Arrest Euip

 Steel Landing Unlimited 5 ft 

 Water Landing Unlimited 15 ft 

F. STEPS AFTER ENTRY. 

 1. Record in your personal inspection log the chemicals/hazards to 

 which you were potentially exposed. These chemicals can be 

 obtained from the marine chemist certificate. You should also 

 note the length of exposure. This information will be needed 

 when you complete the forms for your annual occupational medical 

 monitoring. You should also record activities such as high 

 noise environment if the ventilation is loud enough to impede 

 speech. 

 2. If you left the pumproom for reasons noted in F.7 above, 

 immediately contact your MSO/MIO/COTP. Do not reenter any 

 pumproom until notification of appropriate senior personnel and 

 direction from the designated work authorization supervisor is 

 obtained. 

 3. Report any inconsistencies in the marine chemist certificate or 

 competent person log to the designated work authorization 

 supervisor (Chief Inspections Department) and follow-up with a 

 letter to Commandant (G-MTH-1) via your district (industrial 

 hygienist). (NOTE: Unit policy should require resolution of any 

 questions on the marine chemist certificate or competent person 

 log prior to entry.] 

 3 CH-7 
 MARINE SAFETY MAUNAL 

 4. In the event of overexposure, personnel should be evacuated to 

 appropriate medical facilities by the most expeditious means. 

 Medical personnel should be provided with all known information 

 on the suspected exposure, including concentration and duration 

 of exposure. This should include the most probable route of 

 exposure. Also provide the medical authority with the phone 

 number to American Toxic Substance and Disease Registry (ATSDR). 

 CH-7 4 
 MARINE SAFETY MANUAL 

 SWP # 140 

 CONFINED SPACES: CARGO TANK RAFTING INSPECTIONS 

A. INTRODUCTION. CG personnel assigned to conduct entry into 

 confined spaces on board vessels must have authorization for such 

 activity from a designated work authorization supervisor. All CG 

 personnel in shipyards shall comply with requirements employed by the 

 shipyard competent person and/or a National Fire Protection 

 Association certificated marine chemist. CG personnel conducting 

 rafting operations in cargo tanks of crude oil tankers outside 

 shipyards may conduct such operations if the tank atmosphere is 

 tested for oxygen content, flammable vapors, and concentrations of 

 toxic contaminants and found to be safe for entry by an individual 

 specifically authorized by the OCMI. CG personnel are permitted to 

 conduct work using respiratory protection equipment for protection 

 from benzene. All other uses of respiratory protection for 

 compliance with exposure limits is prohibited. However respiratory 

 protection may be used as a redundant level of protection or due to 

 foul smells. See appendix G to chapter 10 of volume 1 of the MSM for 

 details on use of respiratory protection for benzene exposures. 

B. HAZARDS ASSOCIATED WITH CONFINED SPACE ENTRY. 

 1. Low OXYGEN content is the most significant hazard 

 associated with confined space entry. 

 2. RESIDUAL TOXIC CARGOES may be fatal if inhaled or absorbed 

 through skin. 

 3. FLAMMABLE CARGO VAPORS may cause an explosion or fire. 

 4. DROWNING is an immediate threat during these operations 

 as they are conducted over water. 

C. ENGINEERING CONTROLS. 

 1. Forced mechanical ventilation is the best method to control 

 hazards associated with confined space entry. For all confined 

 spaces where it is practical, forced air ventilation shall be 

 provided and configured in such a way to ensure thorough mixing 

 throughout all reaches of the space. 

 [NOTE: Supplied ventilation is preferred over exhaust 

 ventilation.] 

 2. Vessels normally using rafting inspection techniques are 

 equipped with inert gas systems. A primary ventilation 

 technique for gas freeing cargo tanks is blowing fresh air 

 through the inert gas main and its branch. Prior to any CG 

 personnel entering a cargo tank there must be a complete 

 isolation of the inert gas generator or flue gas system from 

 1 CH-7 
 MARINE SAFETY MANUAL 

 the inert gag main. These systems, if activated, could quickly 

 change the atmosphere in the cargo tank during the inspection 

 process. The inspector must personally verify the isolation or

 securing of the inert gas system prior to conducting the 

 inspection. 

D. STEPS PRIOR TO ENTRY. 

 1. A marine chemist or other competent person as designated in 

 accordance with 46 CFR 35.01-1(c)(1) should be used to certify 

 the status of the tank to be entered. Verify that the space has 

 been tested for oxygen, flammability, and toxic atmospheres. 

 Read the conditions of a marine chemist certificate and the 

 competent person log or witness the test of the space by 

 shipboard personnel if that procedure is specifically authorized 

 by your Commanding Officer. 

 2. Rafting exercises shall only be permitted in tanks 

 certified (as a minimum standard) "SAFE FOR WORKERS," or "ENTER 

 WITH RESTRICTIONS respiratory protection for benzene exposures" 

 as per appendix G to this chapter. Personnel shall be guided by 

 the requirements of sections 24.I of volume II of the Marine 

 Safety Manual (MSM) and 10.E of volume I of the MSM. 

 3. Each tank rafted must have a dedicated on-deck spotter and 

 an in-tank spotter. The in-tank spotter should only be 

 stationed in tanks where ladders are outfitted with landings. 

 (See "Responsibilities" for additional details.) 

 4. Check the condition of your emergency escape breathing 

 device. 

 5. Check operation of oxygen monitor. 

 6. The inspection party shall conduct a briefing with all 

 relevant personnel prior to entering the tank(s). Details of 

 the safety brief shall address emergency response procedures. 

 7. The following personal protective equipment shall be 

 worn: 

 Hard hat w/reflective tape (improves spotter's ability to 

 tank ventilation exceeds 85 dB(A). 

 Check to ensure that a means of rescue is readily available. 

 see workers). 

 Hearing Protection (If there are indications that forced 

 CH-7 2 
 MARINE SAFETY MANUAL 

 Work vest (PFD) type III (e.g., Sterns model IWV-222 or 

 equivalent). Winter alternatives: Sterns model IFJ-055, IFS 

 580, or equivalent. 

 Respiratory protection (cargo tanks only). Recent sampling 

 results indicate a potential exposure to benzene vapors 

 greater than the permissible exposure limit (PEL) of 1 ppm. 

 If measurements indicate this condition exists, refer to 

 appendix G to chapter 10 of volume I of the MSM to determine 

 the required level of protection. 

 The in-tank spotter shall be outfitted with a full body 

 harness and lanyard, tied off to a substantial anchorage 

 point (e.g., stanchion) while stationed on a ladder 

 platform. 

 FOR RAFTING PROCEDURES ONLY: emergency escape packs may 

 be positioned at the expansion dome nearest the rafting 

 activity, equipped with means of rapid deployment (lowering 

 into place), provided the tank atmosphere is maintained. 

 This should only be done in circumstances in which the 

 inspector feels this arrangement would provide the best 

 protection for the activity. 

 Use of cameras and ultrasonic equipment, not intrinsically 

 safe may be permitted in areas certified by marine chemist 

 (as a minimum standard) "SAFE FOR WORKERS, SAFE FOR HOT 

 WORK." 

 8. Rafts should be of dinghy design, suitable for 2-3 persons, 

 of heavy construction, with dual buoyancy chambers. Each 

 chamber should be capable of supporting the designed payload. 

 Acceptable vendors include but are not limited to West Marine, 

 Avon, Dunlop and Zodiak. 

 9. The entire perimeter of the raft must be outfitted with a 

 grab rope. A separate tag line shall be used to assist general 

 maneuvering and emergency recovery. Tag lines must be of 

 sufficient length for tie off to a point that is accessible by 

 the in-tank spotter. 

 10. Tank atmospheres shall be monitored in accordance with the 

 guidance found in section F.1.a of appendix G to volume I of the 

 MSM. 

E. RESPONSIBILITIES. 

 1. Tanks shall be vacated during flooding activities. 

 2. The in-tank spotter should be positioned only in tanks 

 where ladders are equipped with landings. In-tank spotters 

 shall be equipped with a full body harness and lanyard and tied 

 off to a substantial anchorage point (e.g., stanchion). 

 Responsibilities of the in-tank spotter include maintaining 

 3 CH-7 
 MARINE SAFETY MANUAL 

 a visual watch of rafting activities, maintaining radio contact 

 with a deck standby person, and being equipped with a secondary 

 means of communication (air horn, whistle, etc.). 

 3. When in-tank ladder configurations prevent the use of the in- 

 tank spotter, a deck standby person shall maintain close radio 

 contact with the rafters. A deck standby person shall be posted 

 at each tank opening where rafting is underway. The deck 

 standby person responsibilities include frequent radio checks 

 with the in-tank spotter and notifying the personnel tracker 

 following vertical distances: 

 (typically the bridge watch) with the names of who have entered 

 and left the tank and of any intank emergency. The deck standby 

 person shall not leave the immediate area or be assigned other 

 duties unless properly relieved by another deck standby person. 

 4. The personnel tracker should keep a record of personnel entering 

 and leaving each tank (e.g., bridge watch is notified by the deck 

 standby that a person has entered the tank and marks the name of 

 the individual on a status board or in a log, logging him out 

 upon exiting). 

 5. Multiple activities should be channeled through one person 

 (Chief Mate or designee) to ensure proper coordination. The 

 person responsible for tracking all personnel whereabouts shall 

 approve all changes in valve, pump, or ventilation operations to 

 ensure actions have no impact on activities taking place in 

 tanks(s). 

 6. Rafting should be discontinued if the motion of the vessel 

 (rolling) makes the operation difficult or hazardous. Factors 

 such as the degree and period of roll, head space, and expected 

 maneuvering should be considered. The Oil Companies 

 International Marine Forum suggests a rise/fall limit of 3 feet. 

 7. At no time should the water level be allowed to be within 6 feet 

 of the deepest under deck web face flat. Filling to levels above 

 the transverses should only be contemplated if a deck access 

 manhole is fitted in the bay being examined to provide access to 

 the raft and direct emergency escape. 

 8. Rafting may continue while the tank level is being dropped, 

 provided no potential exists for stranding the raft on an in-tank 

 structure. Rafts shall be returned to the point of tie-off 

 between drops if such a potential exists. 

 9. In-tank climbing (other than ladders) shall be limited to the 

 CH-7 4 
 MARINE SAFETY MANUAL 

 W/Fall Arrest Equip W/O Fall Arrest Equip

 Steel Landing Unlimited 5 ft 

 Water Landing Unlimited 15 ft 

 10. Carry a personal oxygen monitor or a combination 

 oxygen/flammability/toxic meter when entering a confined space. 

 If more than one person is entering the space only one is 

 required to carry a personal monitor. 

 11. Carry an Emergency Escape Breathing Apparatus (EEBA) if there is 

 a potential for a dynamic change in the environment such as a 

 valve being opened and cargo entering the space, a bulkhead 

 giving way and permitting entry of cargo, a space where inerted 

 gas may be inadvertently introduced, etc. This equipment will 

 not normally be needed if the space is tested prior to entry and 

 ventilation is maintained and there is little potential for a 

 sudden change in the environment. 

 12. Immediately leave the space if: 

 a. Your personal monitor alarms; 

 b. You feel dizzy or light-headed; 

 c. The forced air ventilation stops or is apparently 

 ineffective; or 

 d. If you sense any unexpected chemical through smell or dermal 

 sensation that concerns you. This is a judgement call, however 

 you should depart any time there is a burning sensation in your 

 lungs or you experience a shortness of breath. Any of these 

 sensations may indicate a life threatening situation and you 

 must react promptly to avoid injury. 

F. ACTIONS TO BE TAKEN AFTER ENTRY. 

 1. Contact the local MSO/MIO/COTP immediately if you had to leave a 

 space as noted above. Do not reenter any space until 

 notification of appropriate senior personnel and direction from 

 the designated work authorization supervisor is obtained. 

 2. Report any inconsistencies on the marine chemist certificate to 

 the designated work authorization supervisor and follow-up with a 

 letter to Commandant (G-MTH-1) via your district (industrial 

 hygienist). [NOTE: Unit policy should require resolution of any 

 questions on the marine chemist certificate or competent person 

 log prior to entry.] 

 unit for implementation of acute exposure plan. If overseas, 

 3. If symptoms persist after departure from the space contact local 

 contact the cognizant OCMI as soon as possible for guidance on 

 medical follow-up. 

 5 CH-7 
 MARINE SAFETY MANUAL 

 4. Record in your personal inspection log the chemicals/hazards to 

 which you were potentially exposed. These chemicals can be 

 obtained from the marine chemist certificate. You should also 

 note the length of exposure. This information will be needed 

 when you complete the forms for your annual occupational medical 

 monitoring. You should also record activities such as sand 

 blasting with silica sands, welding fumes, curing paints, 

 recently applied coatings, etc. 

 CH-7 6 
 MARINE SAFETY MANUAL 

 SWP # 160 

 CONFINED SPACES: INTERMODAL CONTAINER INSPECTION ASHORE 

A. INTRODUCTION. Intermodal freight containers and portable tanks 

 are used to transport a wide assortment of hazardous commodities. 

 Marine safety personnel conducting inspections of containers and 

 portable tanks may encounter significant work hazards and health 

 risks. The following safe work practice (SWP) is encouraged to 

 minimize potential hazards and health risks during container 

 inspections for packaged hazardous materials. 

 The scope of this policy is intended to be limited to the shoreside 

 inspection of containers. Due to the nature of the hazards 

 associated with container inspection aboard vessels, Coast Guard 

 marine safety personnel will not conduct container inspections on 

 board vessels under normal circumstances. All container inspections

 shall normally be conducted on the waterfront facility, either at 

 intermodal container yards or elsewhere on the facility. If the 

 COTP deems that container inspections aboard ship are necessary in a 

 particular situation, he/she shall ensure that the SWP outlined in 

 this Annex is followed to the maximum extent practicable. All 

 potential hazards must be identified and reasonable procedures 

 developed to allow the inspection to be conducted in a safe manner. 

 In most instances, the identity of containerized cargo can be 

 determined through a review of available paperwork. However, the 

 possibility of improperly documented or deliberately misidentified 

 cargo exists. As a result, inspectors must remain vigilant at all 

 times. Further, since each individual freight container is 

 essentially a confined space, many of the hazards associated with 

 confined space entry may also be present when performing inspections 

 of this type. 

B. HAZARDS ASSOCIATED WITH INSPECTION OF INTERMODAL FREIGHT

 CONTAINERS AND PORTABLE TANKS. 

 1. TOXIC CARGOES may be fatal if inhaled or absorbed 

 through skin. Also chemicals may have additional hazards such 

 as corrosivity. 

 2. FLAMMABLE CARGO VAPORS may cause an explosion or fire. 

 3. Low OXYGEN content is the most significant hazard 

 associated with confined space entry. Some containers may 

 be inerted with nitrogen and pose a serious oxygen deficient 

 atmosphere. 

 4. Slip, Trip, and Fall hazards are common in these type 

 operations. 

 5. Fumigated Containers present a potentially fatal chemical 

 and explosion hazard. Fumigation is typically 

 1 CH-7 
 MARINE SAFETY MANUAL 

 associated with organic cargoes such as fruit and grain for pest 

 control. Fumigated containers must be placarded, and should not 

 be entered until tested safe. 

 6. Intermodal container handling operations are viewed as one 

 of the most dangerous activities on a waterfront facility. 

 Vehicles are often driven in very congested traffic patterns, 

 with intermodal containers being lifted onto truck chassis and 

 forklifts that are able to stack containers four and five high. 

 Three of the most common hazards associated with these 

 operations include being struck by a vehicle, being crushed 

 between or below containers or being struck by cargo falling out 

 of a container upon opening doors. 

 7. Structural collapse of the lower containers is possible 

 when the doors are opened due to the weight of containers 

 stacked above. The doors are part of the structural integrity 

 of the containers and when opened may allow the frame to give 

 way. 

 8. Shifting of the contents in containers may create a 

 significant hazard when opening or working in containers. 

C. ENGINEERING CONTROLS. 

 1. Natural-Ventilation. Individual containers are not 

 equipped with forced air ventilation. For safe entry inspection 

 personnel must rely on natural ventilation for dilution of toxic 

 materials and providing oxygen to potentially oxygen deficient 

 atmospheres. At a minimum inspection personnel should open 

 containers and stand clear to allow air exchange for an 

 appropriate amount of time. Then entry should be done in a 

 cautious manner with the utilization of an oxygen monitor or 

 combination multi-gas meter. 

 2. Fall Protection. Under normal circumstances, marine safety 

 personnel will not perform inspections of abovestacked 

 containers. In unique situations, where it is necessary to 

 perform inspections of this type on vessels or facilities, fall 

 protection must be provided. All personnel should be equipped 

 with adequate fall protection prior to ascending structures to 

 inspect containers on deck or in the upper levels of cargo 

 holds. Equipment such as the type utilized in shipyards or by 

 utility linemen would be appropriate. This should include 

 harnesses with attachment lines for tying to vessel structures 

 while climbing. Fall protection is required when climbing above 

 decks in excess of the following vertical fall distances. 

 Steel/concrete/yard landing 5 ft. 

 Water landing 15 ft. 

 CH-7 2 
 MARINE SAFETY MANUAL 

 Appropriate precautions should also be taken to avoid injury 

 when inspecting the required items located on the tops of 

 portable tanks. 

D. STEPS PRIOR TO EACH ENTRY. 

 1. After identifying which containers will be inspected, 

 review the facility shipping papers and the vessel cargo 

 manifest/loading plan (if applicable) to determine the nature 

 of the cargo. Review hazard information provided by facility 

 personnel. Also, the NIOSH Pocket Guide to Chemical Hazards, 

 the IMDG Code, or CHRIS Manual are good sources. Refer any 

 chemicals with questionable hazards back to the MSO/MIO/COTP 

 for further evaluation. Determine the potential hazards and 

 the best method to evaluate/control these hazards prior to 

 entry. 

 2. Check operation of oxygen monitor (Neotox) or multi-gas 

 meter. Repair and calibrate as necessary. 

 3. Discuss activity with the person who will watch from a safe 

 location upwind (if practical) of the container to provide an 

 alarm and assistance in the event of an emergency. This should 

 include communication and emergency procedures. Insure this

 individual is trained to notify additional personnel prior to 

 attempting rescue. 

E. STEPS TO TAKE DURING ENTRY. 

 1. Smoking shall be prohibited during all phases of container 

 inspection. 

 2. The number of persons entering the container should be 

 limited to the minimum number necessary to conduct the 

 operation. 

 3. Use of the senses should be relied upon when approaching 

 any container. Visible leakage, detectable odors, or audible 

 sounds may help identify the presence of problems relating to 

 hazardous materials. If visible leakage is found, avoid 

 contact of any type and initiate immediate action to mitigate 

 the situation by isolating the container and notifying 

 emergency response personnel and appropriate carrier and 

 shipper personnel who have the capability to resolve the 

 problem. 

 4. All containers should be approached with caution because 

 they may contain hazardous materials in quantities that do not 

 require placards, or they may contain substantial quantities of 

 hazardous materials and be in violation of placarding 

 requirements. 

 5. Maintain contact with the entry watch at the point of 

 entry. 

 3 CH-7 
 MARINE SAFETY MANUAL 

 container for signs of leakage. 

 6. For container entry conduct final check of placards, check 

 7. Have the facility representative remove the seals and 

 CAREFULLY open both container doors. All personnel should be 

 alert and stand to the side as the doors are opened in case 

 unsecured cargo should fall out or chemicals are released. 

 8. If there is any danger that cargo might fall out during the 

 inspection, close the container doors and notify the facility 

 manager immediately. This violation poses a safety threat to 

 the inspector, and must be corrected before the inspection can 

 continue and prior to transporting the container. The same 

 holds true if any packages are thought to be leaking. 

 9. Delay an appropriate amount of time prior to entry to allow 

 natural ventilation to dilute potential vapor hazards. 

 10. Carry a personal oxygen monitor or a combination 

 oxygen/flammability/toxic gas meter when inspecting or entering 

 a container. If more than one person is entering the space only 

 one is required to carry a personal monitor. 

 11. Exercise caution when trying to examine cargo forward of 

 the doors; climbing on packages or dunnaging could be dangerous 

 and is discouraged. 

 12. Immediately leave the space if: 

 a. Your personal monitor alarms; 

 b. You feel dizzy or light-headed; 

 c. If you sense any unexpected chemical through smell 

 or dermal sensation. This is a judgement call; however, 

 you should depart any time there is a burning sensation in 

 your lungs or you experience a shortness of breath. Any of 

 these sensations may indicate a life threatening situation 

 and you must react promptly to avoid injury. 

F. ACTIONS TO BE TAKEN AFTER ENTRY. 

 1. If you exit a container for any reasons noted above, 

 immediately contact your MSO/MIO/COTP. Do not reenter any 

 container until appropriate senior personnel are notified and 

 direction is obtained from the designated work 

 authorization supervisor (Chief Port Operations Department). 

 2. Record in your personal log the chemicals/hazards to which 

 you were potentially exposed. You should also note the length 

 of exposure. 

 CH-7 4 
 MARINE SAFETY MANUAL 

 3. In the event of overexposure, personnel should be evacuated to 

 appropriate medical facilities by the most expeditious means. 

 Medical personnel should be provided with all known information on 

 the suspected exposure, including concentration and duration of 

 exposure. This should include the most probable route of exposure. 

 Also provide the medical authority with the phone number to American 

 Toxic Substance and Disease Registry (ATSDR). 

 5 CH-7 
 MARINE SAFETY MANUAL 

 CHAPTER 10. OCCUPATIONAL HEALTH AND SAFETY PROGRAMS 

 APPENDIX B 

 SAFETY AND OCCUPATIONAL HEALTH COORDINATOR'S LIBRARY 

 Contents 

 Page 

 A. Purpose 1 

 A.1. Essential Attachments 1 

 A.2. Recommended Library References 2 

 CH-6 i 
 MARINE SAFETY MANUAL 

 CHAPTER 10. OCCUPATIONAL HEALTH AND SAFETY PROGRAMS 

 APPENDIX B 

 SAFETY AND OCCUPATIONAL HEALTH COORDINATOR'S LIBRARY 

A. Purpose. This appendix is intended to serve as the 

 unit SOHC's guidance manual. A copy of this appendix 

 should be maintained by the SOHC along with 

 attachments which provide valuable reference material 

 and program guidance. The SOHC should attach these 

 references within the same binder or maintain them as 

 separate library references, whichever is most 

 convenient. 

 1. Essential Attachments. Certain references should 

 be maintained by the SOHC to facilitate evaluating 

 unit programs with mandatory instructions. These 

 include the following items, their superseding 

 updates, and new instructions as promulgated: 

 a. Unit instructions 

 b. Commandant's Policy Statement 

 c. 29 CFR 1960 Programs for Federal Employees 

 OSHA reprint also contains: 

 (1) Sec 19, Occupational Safety and Health 

 Act (1970) 

 (2) Executive Order 12196 

 d. 29 CFR 1910 General Industry Standards 

 e. 29 CFR 1915 Shipyard Employment Standards 

 f. DOT ORDER 3902.7A, Occupational Safety and 

 Health Program 

 g. COMDTINST M5100.47, Safety and Environmental 

 Health Manual (includes chapters on SOH 

 Programs, MISHAPS, Occupational Health, 

 Hearing Conservation, and Training) 

 h. COMDTINST M5100.48, Confined Space Entry 

 Manual 

 i. COMDTINST 6000.1B, Medical Manual 

 j. COMDTINST 6260.2 (series), Technical Guide: 

 Practices for Respiratory Protection 

 k. COMDTINST 6260.16, Asbestos Exposure Control 

 Manual 

 1 CH-6 
 MARINE SAFETY MANUAL 

 A. 1. l. COMDTINST 6260.17, Coast Guard Cutter Heat Stress 

 Program 

 m. COMDTINST 6260.21 (series), Hazard Communication 

 for Workplace Materials 

 n. COMDTINST 6260.22 (series), Implementation of 

 Benzene Occupational Exposure Standard 

 o. COMDTINST 6260.24 (series), Safety and 

 Occupational Health Support for Marine Safety and 

 Other Coast Guard Activities/Programs 

 p. COMDTINST M16478.1B, Hazardous Waste Management 

 q. COMDTNOTE 5100 (series), Safety notices 

 r. COMDTNOTE 6260 (series), Occupational Health 

 notices 

 s. District instructions 

 t. Material Safety Data Sheet (MSDS) file. MSDS 

 required to be available for personnel 

 information. A file of MSDS's for all hazardous 

 materials personnel are exposed to on the job 

 must be maintained at the unit. They can be 

 obtained directly from manufacturers, but don't 

 overlook your facility files. MSD sheets should 

 be contained in the operating manuals. It is a 

 good practice for personnel to obtain copies 

 whenever they board a vessel transferring cargo. 

 Have them bring back the copy to update the MSDS 

 file. This can also serve as a checking device. 

 If you see that the file on trimethylchickenwire 

 is one of your fattest files it would be a good 

 idea to have a payday hazard communication 

 session. 

 2. Recommended Library References. 

 a. Certain references are recommended (see paragraph 

 d) for SOHC's to include in their reference 

 library. Some references will be more helpful 

 than others depending on local needs. Also, your 

 unit may have special needs for additional 

 references. 

 b. Many of these references and pamphlets make 

 helpful training development and presentation 

 tools. 

 CH-6 2 
 MARINE SAFETY MANUAL 

 A. 2. c. Sources of information: 

 (1) National Institute of Occupational Safety and 

 Health (NIOSH)--Publications, 4676 Columbia 

 Pkwy, Cincinnati, OH 45226-1998 (513) 6848287 

 (2) Occupational Safety and Health Administration 

 (OSHA)--Publications, 

 3rd & Constitution Ave. N.W., 

 Washington, DC 20210 (FTS) 523-9667 

 (3) American Conference of Governmental 

 Industrial Hygienists (ACGIH), 6500 Glenway 

 Ave., Building D-5, Cincinnati, OH 45211 

 (513) 661-7881 

 (4) American Industrial Hygiene Association 

 (AIHA), 2700 Properity Ave., Suite 250, 

 Fairfax, VA 22031 (703) 849-8888 

 (5) National Safety Council, 444 Michigan Ave., 

 Chicago, IL 60611 (312) 527-4800 

 (6) National Fire Protection Association (NFPA), 

 Batterymarch Park, Quincy, MA 02269 

 (800) 344-3555 

 (7) American National Standards Institute 

 (ANSI), 1430 Broadway, New York, NY 10018 

 (212) 3543300 

 (8) Van Nostrand Reinhold Publishing, 

 115 Fifth Ave., New York, NY 10003 

 (212) 254-3232 

 (9) Lewis Publishers, 121 South Main St.- 

 P.O. Drawer 519, Chelsea, MI 48118 

 (800)525-7894 

 (10) ABC Publishing, Chiltons Industrial Safety 

 and Hygiene News, P.O. Box 2210, Radnor, PA 

 19080 (215) 964-4060 

 (11) Industrial Hygiene News, and Buyers Guide, 

 8650 Babcock Blvd., Pittsburgh, PA 15237-5821 

 (800) 245-3182 

 (12) Lab Safety Supply, P.O. Box 1368, 

 Janesville, WI 53547-1368 (800) 356-0783 

 (13) Global Occupational Safety, 7109 Hemlock 

 Dr., Hempstead, NY 11550-6620 (800) 433-4848 

 3 CH-6 
 MARINE SAFETY MANUAL 

 A. 2. d. The following is a list of publications which may 

 be useful to the SOHC: 

 (1) The Coast Guard CHRIS II Manual (CIM 

 16465.12B) 

 (2) The Coast Guard Bulk Chemical Guide (CIM 

 16616.6A) 

 (3) The Condensed Chemical Dictionary. Published 

 by Van Nostrand-Reinhold. This is an 

 excellent source of chemical names and 

 synonyms. Hazard information is limited. 

 (4) Sax's Dangerous Properties of Industrial

 Materials published by Van Nostrand Reinhold. 

 Originally a compact desk reference. The 

 latest versions are three volumes and very 

 expensive. It does contain lots of hazard 

 information. 

 (5) Sax's Rapid Guide to Hazardous Chemical in

 the Workplace, also by Van Nostrand 

 Reinhold. This is boarding bag size and 

 contains lots of good, basic hazard 

 information. It also has a handy DOT/UN 

 number cross reference. 

 (6) NFPA's Fire Protection Guide on Hazardous

 Materials (SPP-1D). 

 (7) The latest update of the NIOSH publications 

 catalog. 

 (8) OSHA Publications and Audiovisual Proarams

 (OSHA 2019). 

 (9) Control of Gas Hazards on Vessels, (NFPA 

 306). Documents procedures for conducting 

 marine chemist testing and issuance of 

 certificates. 

 (10) Marine Chemist Directory, (NFPA 800-1-FP) 

 distributed by NFPA Marine Field Service. 

 Includes members of the NFPA Marine Field 

 Service, Marine Chemist Qualification Board 

 (MCQB), Technical Committee on Gas Hazards 

 (NFPA 306), and certified marine chemists. 

 It also includes rules for certification of 

 marine chemists, revocation of certificates, 

 rules governing the MCQB, and information 

 about the Marine Chemist Association. 

 CH-6 4 
 MARINE SAFETY MANUAL 

 A. 2. d. (11) DOT Emergency Response Guidebook. (DOT P 

 5800.5, 1990). Pocket guide to the handling 

 of hazardous materials transportation 

 accidents. 

 (12) The American Conference of Governmental 

 Industrial Hygiene (ACGIH) "TLV Guidebook." 

 Pocket guide to the ACGIH TLV's, Biological 

 Exposure Indices (BEI), suspected 

 carcinogens, substances with dermal routes 

 of exposure, noise, heat and cold stress, 

 and ionizing and non-ionizing radiation 

 limits. Contains a lot of information in a 

 small (and inexpensive) reference. 

 (13) ACGIH "Documentation of TLV's." This pub is 

 not inexpensive or pocket size. It does 

 have a more detailed discussion of the 

 chemical hazards listed in the TLV 

 Guidebook. 

 (14) The American Industrial Hygiene 

 Association's "Basic Industrial Hygiene: a 

 training manual." Introductory text to 

 industrial hygiene principles developed by 

 Exxon Corporation. 

 (15) The American Industrial Hygiene 

 Association's "Respiratory Protection 

 Manual." An excellent, easy to read, 

 Manual." Pamphlet giving information on welding 

 reference outlining respiratory protection 

 program elements. 

 (16) The American Industrial Hygiene 

 Association's "Welding Health Resources 

 hazards for different types of welding 

 techniques. 

 (17) "Hearing Conservation Program Manual for 

 Federal Agencies" (OSHA-3089). Detailed 

 discussion on hearing conservation programs 

 for federal agencies, including DoD exposure 

 limits. 

 (18) "Men's Safety Toe Footwear" (ANSI Z41.1). 

 (19) "Practice for occupational and Educational 

 Eye and Face Protection" (ANSI Z87.1). 

 (20) "Safety in Welding and Cutting" (ANSI 

 Z49.1). 

 5 CH-6 
 MARINE SAFETY MANUAL 

 A. 2. d. (21) "Safety Requirements for Industrial Head 

 Protection" (ANSI Z89.1). 

 (22) "Safety Requirements for Industrial 

 Protective Helmets for Electrical Workers" 

 (ANSI Z89.2). 

 (23) "Practices for Respiratory Protection" (ANSI 

 Z88.2). Referenced by 29 CFR for selection 

 of respiratory protection. 

 (24) "Respirator Use--Physical Qualifications for 

 Personnel," (ANSI Z88.6). One of the few 

 sources of information for physicians' 

 considerations regarding fitness to wear 

 respiratory protection. The 1987 NIOSH 

 Respiratory Protection Manual now includes a 

 discussion of this topic too. 

 (25) "Guidelines for the Selection of Chemical 

 Protective Clothing, 3rd Ed." (Volumes 1 and 

 2, USCG R&D CG-D-7-87), published by ACGIH. 

 Two volume discussion of evaluation 

 procedures, ensemble selection, sources of 

 supply, and materials of construction for 

 chemical protective clothing. 

 (26) "Detector Tube Measuring Techniques" 

 published by and available from National 

 of information in a small package. Although 

 exposure limit values in the 1985 version 

 reference (such as target organs, symptoms, 

 Drager. Inexpensive booklet documenting 

 types of detector tubes, sampling methods, 

 cross-sensitivities, and the use of detector 

 tubes (Drager brand in particular). 

 (27) NIOSH/OSHA "Pocket Guide to Chemical 

 Hazards" (NIOSH: 85-114). Like the ACGIH 

 TLV booklet, this reference contains a lot 

 have become dated, there are many other 

 pieces of valuable information in the 

 chemical data, and protective clothing 

 recommendations). 

 (28) NIOSH "Respiratory Protection Manual" 

 (NIOSH: 87-116). An excellent manual 

 detailing all aspects of respiratory 

 protection technology and programs. It 

 contains information about different types 

 of respirators, documents training 

 CH-6 6 
 MARINE SAFETY MANUAL 

 A. 2. d. (28) (cont'd) information, provides the NIOSH 

 decision logic for respirators, gives 

 information for physicians determining 

 fitness to wear respirators, and is 

 distributed free by NIOSH as of this 

 drafting. 

 (29) NIOSH/OSHA/USCG/EPA "Occupational Safety and 

 Health Guidance Manual for Hazardous Waste 

 Site Activities" (NIOSH: 85-115). An 

 excellent, easy to read manual discussing 

 (30) "Criteria for a Recommended Standard for 

 useful information on welding, welding 

 during unit training. 

 during unit training. 

 out during unit training. 

 site safety during environmental response. 

 OSHA has used this manual to develop the 29 

 CFR 1910.120 waste site regulations (which 

 apply to oil spills). This manual was 

 developed in large part by USCG personnel. 

 Welding, Brazing, and Thermal Cutting" 

 (NIOSH: 88-110). Contains lots of very 

 hazards, and protective programs. It is 

 helpful for shipyards and should be included 

 in any unit library where welding operations 

 are common. 

 (31) "Working in Hot Environments, 86 Rev." 

 (NIOSH: 86-112). This is a handy training 

 development aid, and can be handed out 

 during unit training. 

 (32) "Personal Protective Equipment" (OSHA 

 Pamphlet 3077). This is a handy training 

 development aid, and can be handed out 

 (33) "Hazard Communication Guidelines for 

 Compliance" (OSHA Pamphlet 3111). This is a 

 handy training development aid, and can be 

 handed out during unit training. 

 (34) "Chemical Hazard Communication" (OSHA 

 Pamphlet 3084). This is a handy training 

 development aid, and can be handed out 

 (35) "Informing Workers and Employers About 

 Occupational Cancer" (OSHA Pamphlet, 

 unnumbered 1978 reprint). This is a handy 

 training development aid, and can be handed 

 7 CH-6 
 MARINE SAFETY MANUAL 

 A. 2. d. (36) "Health Hazards of Benzene" (OSHA Pamphlet 

 3099). This is a handy training 

 development aid, and can be handed out 

 during unit training. 

 (37) Hazard Communications Training Manuals for 

 Federal Agencies. An extensive 

 documentation of Federal hazard 

 communication programs, and development 

 guide for training programs. It is 

 available from appropriate MLC, district 

 coordinators, or Commandant (G-KSE). 

 (38) Accident Prevention Manual, Volumes I and 

 II, National Safety Council. A thorough 

 textbook on the subject of safety programs 

 and technologies. 

 (39) Fundamentals of Industrial Hygiene, 

 National Safety Council. A thorough 

 introductory textbook on the subject of 

 industrial hygiene. More exhaustive than 

 the AIHA Industrial Hygiene Training 

 Manual, and less so than other more 

 expensive texts. 

 (40) A good selection of catalogs and buyers 

 guides will help develop ideas to improve 

 programs and sources of supply. By the 

 time you are on the distribution for a 

 few . . . more will follow. Some good 

 starting points: 

 (a) Chiltons Industrial Safety and Hygiene 

 News by ABC Publishing. Not so much 

 news but lots of advertising. A good 

 source of safety ideas, sources of 

 supply, and you can probably get on 

 the distribution for free. 

 (b) Industrial Hygiene News, and Buyers 

 Guide. Similar to Chiltons. 

 (c) Lab Safety Supply Catalog. Not always 

 the best buys, but the catalog is 

 extensive and a good source of ideas. 

 (d) Global Occupational Safety Catalog. 

 Same discussion as Lab Safety. 

 CH-6 8 
 MARINE SAFETY MANUAL 

 CHAPTER 10. OCCUPATIONAL HEALTH AND SAFETY PROGRAMS 

 APPENDIX C 

 LIST OF BENZENE CONTAINING PRODUCTS 

A. HIGH BENZENE CONTENT (TYPICALLY 10% OR GREATER) 

 BENZENE (BNZ) 

 C-5 MIXTURE (15% OR MORE BENZENE, ISOPRENE, 1,3- 

 BENZENE HYDROCARBON MIXTURES CONTAINING 10% OR MORE 

 BENZENE (BHB) 

 BENZENE, TOLUENE, XYLENE MIXTURES (BTX) 

 PENTADIENE)(CFX) 

 GASOLINE BLENDING STOCK REFORMATES (GRF) 

 WHITE SPIRIT (WSP) 

 WHITE SPIRIT (LOW (15-20%) AROMATIC) (WSL) 

 TRADE NAMES: 

 (The following product should be considered to 

 contain high amounts of benzene until product 

 documentation-such as material safety data sheets 

 (MSDS's)--document otherwise.): 

 "dripolene" 

B. MODERATE BENZENE CONTENT (TYPICALLY 1% TO 10%)

 BENZENE HYDROCARBON MIXTURES WITH ACETYLENE (BHA) 

 CYCLOPENTADIENE, STYRENE, BENZENE MIXTURES (CSB) 

 GAS OIL (GOC) 

 GASOLINES: 

 GASOLINE: AROMATIC (GAR) 

 GASOLINE: AUTOMOTIVE (GAT) 

 GASOLINE: AVIATION (GAV) 

 GASOLINE: PYROLYSIS (greater than 5% benzene) 

 (GPY) 

 GASOLINE: STRAIGHT RUN (GSR) 

 JET FUEL: JP-4 (JPF) 

 NAPHTHA: 

 NAPHTHA: SOLVENT (NSV) 

 NAPHTHA: STODDARD SOLVENT (NSS) 

 NAPHTHA: VM&P (75% NAPHTHA) (NVM) 

 PETROLEUM NAPHTHA (PTN) 

 TRADE NAMES: 

 (The following products should be considered -to 

 contain moderate amounts of benzene until product 

 "coal tar light oil" 

 documentation-such as material safety data sheets 

 (MSDS's)--document otherwise.): 

 "butadiene, benzene mix" 

 "coke oven light oil" 

 "commercial JET-B" 

 1 CH-6 
 MARINE SAFETY MANUAL 

 "crude styrene" 

 ethylene dichloride--crude" "depentanized aromatic 

 stream" "hytrol D" 

 "light aromatics containing benzene" 

 "naphtha cracking fraction" 

 "petroleum hydrocarbon polymers" 

 "phenol (and cresol mixtures with 5% benzene or 

 more)" 

 "rubber solvent" 

 "Varsol 1, 3, and 18" 

C. LOW BENZENE CONTENT (TYPICALLY 1% OR LESS) 

 COAL TARS: 

 COAL TAR PITCH (CTP) 

 COAL TAR (COR) 

 COAL TAR NAPHTHA (NCT) 

 COAL TAR OIL see oil: coal tar (OCT) 

 OILS: 

 OIL: CRUDE OIL (OIL) 

 OIL: COAL TAR (OCT) 

D. FORMERLY LISTED (Formerly listed but no longer 

 considered to typically contain more 

 than 0.1% benzene by volume): 

 JET FUEL: JP-5 (JPV) or "Commercial JET-A" 

 CH-6 2 
 MARINE SAFETY MANUAL 

 CHAPTER 10. OCCUPATIONAL HEALTH AND SAFETY PROGRAMS 

 APPENDIX E 

 A. LIST OF OILS WHICH DO NOT POSE A SIGNIFICANT VAPOR 

 INHALATION HAZARD (PRIMARY HAZARD IS SLIP-TRIP-FALL) 

 IN OUTDOOR CONDITIONS FOR POLLUTION RESPONSE. USE THE 

 GUIDELINES IN APPENDIX F TO THIS CHAPTER FOR 

 RESPONDING TO THESE OILS. 

 CLARIFIED OIL 

 CRUDE OIL (unconfined, weathered 24 hrs minimum) 

 EDIBLE OILS, including: 

 coconut oil 

 cottonseed oil 

 fish oil 

 olive oil 

 peanut oil 

 safflower oil 

 soya bean oil--soybean oil 

 tucum oil--palm kernal oil 

 vegetable oil 

 No 2 FUEL OIL, home heating oil 

 No 4 FUEL OIL, residual fuel oil 

 TALL OIL 

 1 CH-6 

 No 5 FUEL OIL, residual fuel oil 

 No 6 FUEL OIL, bunker C, residual fuel oil 

 JP-5, heavy kerosene, navy jet fuel 

 JET-A 

 LINSEED OIL, flaxseed oil 

 LUBRICATING OIL, motor oil, transmission oil 

 NEATSFOOT OIL 

 RESIN OIL, rosin oil, Retinol 

 B. LIST OF OILS WHICH HAVE SIGNIFICANT TOXIC VAPOR AND/OR 

 SKIN CONTACT HAZARDS. RESPONSE TO THESE OILS MUST 

 CONSIDER AND EVALUATE THE HAZARD TO PERSONNEL FROM 

 INHALATION OF VAPORS. TREAT THESE OILS AS HAZARDOUS 

 CHEMICALS FOR RESPONSE PURPOSES. 

 ABSORPTION OIL 

 WASTE LUBE OIL, spent motor oil, bilge oil 

 COAL TAR OIL, light oil, cresote coal tar found in 

 blends CROTON OIL 

 EDIBLE OILS: 

 castor oil 

 lard oil, No 2 Mineral Oil 

 palm oil (CHRIS:OPM/SAX), palm butternotes, 

 FURNACE BLACK, carbon black 

 GASOLINES AND GAS OILS, 

 cracked gas oil 
 MARINE SAFETY MANUAL 

 gasoline blending stocks (alkylates) gasoline 

 blending stocks (reformates) automotive gasoline 

 (less than 4.23 gm Pb/gal) aviation gasoline (less 

 CH-6 2 

 than 4.86 gm Pb/gal) casinghead gasoline, natural 

 gasoline polymer gasoline straight run gasoline 

 JP-3 

 JP-4 

 JP-6 

 JP_8 

 JP-10, 

 Kerosene, No 1 oil, No-1D, kerosene, JP-1, coal oil, range oil 

 light diesel, medium diesel, diesel oil 

 oil; fuel; No 1 

 oil; fuel; No 1D 

 oil; fuel; No 2D 

 oil; diesel 

 oil; miscellaneous, range 

 kerosene 

 JP-l 

 MINERAL OIL, white oil 

 MINERAL SEAL OIL, long-time burning oil 

 ROAD OIL, petroleum asphalt 
| MARINE SAFETY MANUAL 

| 

| CHAPTER 10. OCCUPATIONAL HEALTH AND SAFETY PROGRAMS 

| 

| APPENDIX G 

| 

| GUIDELINES FOR THE USE OF RESPIRATORY PROTECTION BY MARINE SAFETY 

| PERSONNEL FOR PROTECTION FROM BENZENE 

| 

| CONTENTS 

| 

| SECTION PAGE

| 

| A. Application 1 

| 

| B. Product Categories 1 

| 

| C. Authorization To Use Respiratory Protection 1 

| 

| D. Intent And Restrictions Regarding Respirator 

| Authorization 2 

| 

| E. Audit Requirements 2 

| 

| F. Confined Space Entry 2 

| F.1. All BNZ Products 2 

| F.1.a. Work Authorization 2 

| F.1.b. Ventilation 4 

| F.1.c. Restriction 5 

| F.1.d. General Protective Equipment And 

| Procedures 5 

| F.1.d.(1) Hatch Watch 5 

| F.1.d.(2) EEBA 5 

| F.1.d.(3) Chemical Protective Boots 5 

| F.1.d.(4) Chemical Resistant Goggles 5 

| F.1.d.(5) Chemical Resistant Or Disposable 

| Gloves 5 

| F.1.e. Respiratory protection 5 

| 

| G. Pump Rooms 6 

| G.1. All BNZ Products 6 

| G.1.a. Work Authorization 6 

| G.1.b. Ventilation 6 

| G.1.c. Restriction 6 

| G.1.d. General Protective Equipment And 

| Procedures 6 

| G.1.d.(1) Certification 6 

| G.1.d.(2) EEBA 7 

| G.1.d.(3) Combination Meter 7 

| G.1.d.(4) Chemical Protective Boots 7 

| G.1.d.(5) Chemical Resistant Goggles 7 

| G.1.d.(6) Chemical Resistant Or Disposable 

| Gloves 7 

| G.1.e. Respiratory Protection 7 

| 

| H. Environmental Response 8 

| 

| 

| CH-3 

| i 
| MARINE SAFETY MANUAL 

| 

| CONTENTS 

| 

| H.1. All BNZ Products 8 

| H.1.a. Work Authorization 8 

| H.2. SWP For Response Activities Involving 

| High-BNZ Products 8 

| H.2.a. Treat As A Chemical Response 8 

| H.2.b. Restriction 9 

| H.2.c. General Protective Equipment And 

| Procedures 9 

| H.1.c.(1) EEBA 9 

| H.1.c.(2) Combination Meter 9 

| H.1.c.(3) Protective Clothing And 

| Respirators 9 

| H.3. SWP's For Response Activities Involving 

| Moderate-BNZ To Low-BNZ Products 9 

| 

| I. Above Deck And Facility Activities 9 

| I.1. Additional SWP's For Above Deck: All 

| BNZ Products 9 

| I.1.a. Work Authorization 9 

| I.1.b. Restriction 9 

| I.1.c. General Protective Equipment And 

| Procedures 9 

| I.1.c.(1) EEBA 9 

| I.1.c.(2) Combination Meter 9 

| I.1.c.(3) Chemical Protective Boots 10 

| I.1.c.(4) Chemical Resistant Goggles 10 

| I.1.c.(5) Chemical Resistant or Disposable 

| Gloves 10 

| I.1.d. Respiratory Protection 10 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| CH-3 

| ii 
| MARINE SAFETY MANUAL 

| 

| 

| APPENDIX G 

| 

| GUIDELINES FOR THE USE OF RESPIRATORY PROTECTION BY MARINE 

| SAFETY PERSONNEL FOR PROTECTION FROM BENZENE 

| 

| A. Application. This appendix applies to products containing 

| benzene in liquid concentrations exceeding 0.1% by volume (see 

| Appendix C for products generally considered to meet this 

| criteria). 

| 

| B. Product Categories. different products contain different 

| concentrations of benzene and will have different potentials for 

| generating benzene vapors which can be inhaled by personnel. 

| For example, it is only natural to approach a spill of pure 

| benzene with a great deal more caution than crude oil. 

| Recognizing this, certain benzene containing products must be 

| treated with a higher degree of caution. 

| 

| 1. Bulk classifications and our understanding of these product 

| hazards lend themselves to three hazard categories: High- 

| BNZ, Moderate-BNZ, and Low-BNZ. 

| 

| 2. Some representative cargoes for these categories are: 

| 

| a. High-BNZ: Pure benzene or Benzene, Toluene, Xylene 

| (BTX) mixtures (10% or more benzene by volume*) 

| 

| b. Moderate-BNZ: Gasoline or JP4 ( 1% to 10% benzene by 

| volume*) 

| 

| c. Low-BNZ: Crude oil (less than 1% benzene by volume*) 

| 

| [*NOTE: This is the percent of benzene as a liquid volume. 

| It is NOT the airborne concentration of benzene. For volume 

| percents less than 0.1% benzene, the amount of benzene is so 

| small that OSHA has determined the exposure risk to be insignificant.] 

| 

| 3. Appendix C provides an update list of products which 

| contain benzene. It should not be considered a complete 

| list, or a fully accurate list. Most of the products are 

| petroleum distillates and blends, so their benzene content 

| can vary. For environmental response purposes the situation 

| is further complicated by weathering where the benzene 

| content is expected to fall below 0.1% by volume in the 

| first day. For any specific case, a product may be 

| recategorized based on Material Safety Data Sheet (MSDS) 

| information or measurements. 

| 

| C. Authorization To Use Respiratory Protection. The use of 

| respiratory protection is specifically authorized by this 

| appendix within the guidelines detailed here and the 

| restrictions in paragraph 4. This authorization is restricted 

| to vapor concentrations of benzene which are less than 10 ppm 

| 

| 

| CH-3 

| 1 
| MARINE SAFETY MANUAL 

| 

| 

| C. (cont'd) for non-emergency activities. For this appendix non- 

| must be established before respirators are used. 

| emergency is defined to be all incidents where personnel rescue 

| is not involved. An effective respiratory protection program 

| 

| D. Intent And Restrictions Regarding Respirator Authorization. For 

| marine safety personnel conducting non-emergency operations it 

| is the Commandant's policy not to rely on respirators for 

| protection. While their use is specifically authorized here for 

| protection form benzene vapors, this authorization is intended 

| to provide additional protection--not sole protection. It is 

| expected that by following the guidelines in this appendix 

| personnel will not be exposed above unsafe limits. For example: 

| A typical marine inspector spending two hours in tanks certified 

| "safe with restrictions" "benzene less than 2 ppm" should not be 

| exposed in excess of the 8 hour time-weighted average exposure 

| limit of 1 ppm, or the 15 minute STEL limit of 5 ppm. To this 

| end, safe work practices still apply! Respirators are a poor 

| second to safe procedures and good judgement. 

| 

| E. Audit Requirements. Units conducting non-emergency operations 

| involving products designated High-BNZ or Moderate-BNZ shall 

| ensure that exposures are audited annually to ensure the 

| effectiveness of procedures. These audits should be conducted 

| under the guidance of the district industrial hygienist. 

| 

| F. Confined Space Entry. The following safe work practices shall 

| be observed in addition to normal SWP's for cargo tanks and 

| confined spaces when one of the last three contents contained 

| benzene. 

| 

| 1. All BNZ Products. 

| 

| a. Work Authorization. Personnel must be specifically 

| authorized to make a confined space entry if one of the 

| last three products in the space contained benzene 

| (access control is required by regulation for general 

| industry and shipyards). 

| 

| (1) Authorization is not to be granted until the 

| following conditions are met: 

| 

| (a) A test by marine chemist or an individual 

| acceptable to the OCMI documents benzene 

| concentration; 

| 

| (b) A determination is made that a good faith 

| effort has been made to clean the space or 

| otherwise reduce benzene concentrations below 

| 1 ppm before entry; and 

| 

| (c) Provisions of the benzene exposure standard 

| are otherwise met (hazard communication, SWP 

| training, medical monitoring, etc.). 

| 

| 

| CH-3 

| 2 
 MARINE SAFETY MANUAL 

 Documentation shall specifically note that toxic 

 F. 1. a. (2) Testing must be conducted prior to entry by a 

 marine chemist or person acceptable to the OCMI. 

 (a) The test results must document in writing that 

 the benzene concentration is less than 10 ppm. 

 testing for "benzene" was conducted and give a 

 numerical determination.* Examples of marine 

 chemist certificates follow. 

 [*NOTE: NFPA-306-1988 does not require that marine 

 chemists document specific tests made or the results 

 of tests (if a toxic evaluation is made this might 

 simply be noted as "toxic" on the line for "tests 

 performed" with or without numeric results). 

 Therefore, the requirements imposed above are not 

 intended for determining compliance with NFPA-306 or 

 the tank testing requirements of 29 CFR 1915. The 

 requirements above are intended for compliance with 

 the benzene exposure standard, and allow for the use 

 of a marine chemist tank testing certificate to serve 

 as an adequate exposure monitoring evaluation 

 required under that standard. Marine chemists 

 failing to meet these requirements may or may not be 

 issuing invalid certificates ... but their 

 certificates shall not be considered adequate for 

 compliance with the benzene exposure standard for 

 Coast Guard personnel, if they fail to include 

 measured concentrations. 

 ACCEPTABLE: 

 "Safe for hotwork, safe for workers ... benzene 

 less than 2 ppm ..." 

 "Not safe for hotwork, safe for workers benzene 

 less than 1 ppm." 

 "Safe for hotwork, enter with restrictions ... 

 benzene concentration equals 4 ppm ... 

 UNACCEPTABLE: 

 "Safe for hotwork, safe for workers" 

 (Unacceptable because it does not note that 

 benzene was tested for and does not give a 

 numeric value for the test results.) 

 "Safe for hotwork, enter with restrictions" 

 (Unacceptable because it does not note that 

 benzene was tested for and does not give a 

 3 CH-6 
 MARINE SAFETY MANUAL 

 F. 1. a. (2) (a) (cont'd) numeric value for the test results. 

 In addition to the requirements of the benzene 

 standard, there is no way to determine the 

 adequacy of selected respiratory protection 

 without a numeric value.), 

 "Safe for hotwork, safe for workers ... benzene 

 within acceptable limits" (Unacceptable 

 because it does not give a numeric value for 

 the test results.) 

 example of why a value is needed. Certain 

 "Safe for hotwork, safe for workers ... no 

 benzene detected" (Unacceptable because there 

 is no numeric value given. This is a good 

 hydrocarbon detection tubes are not capable of 

 detecting benzene below 10 ppm. If such a 

 tube does not detect benzene there could still 

 be as much as 10 ppm benzene in the space! 

 There are even worse possibilities.), or 

 "safe for hotwork, safe for workers ... 

 benzene concentration 0" (Unacceptable because 

 there is no instrument which can measure zero 

 benzene.) 

 (3) The latest toxic evaluation must be conducted no 

 more than 6 hours prior to entry and must also 

 document that benzene was tested for and give a 

 numeric result. This test may be made by a 

 competent person maintaining a marine chemist 

 certificate--but would not be an acceptable 

 substitute for a valid marine chemist certificate 

 unless that person has been specifically authorized 

 by the OCMI. 

 (4) Determination of good faith effort in gas freeing 

 prior to requesting a Coast Guard inspection. 

 (a) If benzene concentration can not be documented 

 less than 5 ppm, a designated individuals) 

 shall make a determination that a good faith 

 effort to clean the space has been attempted 

 by the vessel or shipyard prior to authorizing 

 the entry Example: The CID as primary with 

 Inspection Dispatcher, Senior Yard Inspector, 

 and SOHC authorized as alternates. 

 b. Ventilation. Spaces are not to be entered unless 

 mechanical forced air ventilation has been in place for 

 at least 3 air changes and not less than 15 minutes. 

 Ventilation shall be maintained during entry unless 

 overriding safety considerations are present. 

 *U.S. GOVERNMENT PRINTING 

 OFFICE: 1993-343-120/85823 

 CH-6 4 
| MARINE SAFETY MANUAL 

| 

| 

| F. 1. c. Restriction. Non-emergency entry is not allowed if 

| concentrations are known to exceed 10 ppm. 

| 

| d. General Protective Equipment And Procedures. 

| 

| (1) Hatch Watch. 

| 

| (2) EEBA. Optional if it can be used without 

| generating additional safety hazards (Examples of 

| overriding safety considerations: respirators will 

| be worn--EEBA adds additional stress or space is 

| complex--EEBA jeopardizes emergency egress in a 

| double bottom). 

| 

| [NOTE: Oxygen deficiency remains a major concern in any 

| confined space. If an EEBA is not carried, an oxygen 

| meter or combination meter with oxygen monitoring 

| capability should still be used.] 

| 

| (3) Chemical Protective Boots. Residues of benzene 

| containing products may generate a skin contact 

| exposure route. These residues can also contain 

| other agents which can cause dermatitis or skin 

| cancer. Protective boots shall be used if 

| substantial residues remain. 

| 

| (4) Chemical Resistant Goggles. Goggles (or full face 

| respirators) shall be used where there is a 

| potential for liquid or residues splashing into the 

| face. 

| 

| (5) Chemical Resistant Or Disposable Gloves. Required 

| as needed to prevent prolonged skin contact with 

| liquid or residues. 

| 

| e. Respiratory Protection. 

| 

| (1) When the benzene concentration is greater than 5 

| ppm but less than 10 ppm, the inspector must wear a 

| respirator and total exposure time shall not exceed 

| 2 hours per entry. 

| 

| (2) When the benzene concentration is less than 5 ppm 

| but equal to or greater than 1 ppm, respiratory 

| protection is not required provided total entry 

| time for the day does not exceed 1.5 hours. If 

| personnel are trained in the procedure, a time- 

| weighted entry plan may be used to meet this 

| requirement. The TWA exposure (estimated without 

| regard to the use of respirators) shall not exceed 

| 1 ppm estimated as an 8 hour time weighted average. 

| 

| (3) When the benzene concentration is less than 1 ppm, 

| respiratory protection is optional. 

| 

| 

| CH-3 

| 5 
| MARINE SAFETY MANUAL 

| 

| 

| F. 1. e. (4) Cartridges or canisters are to be discarded at the 

| end of the day, or when breakthrough is detected. 

| Organic vapor canisters with end-of-service 

| indicators for organic vapors may be retained for 

| an additional period of time if they are 

| successfully developed and approved by NIOSH/MSHA. 

| 

| G. Pump Rooms. The following safe work practices shall be observed 

| in addition to normal SWP's for pump room entries where vessel 

| cargo includes products containing benzene. 

| 

| 1. All BNZ Products. 

| 

| a. Work Authorization. Personnel must be authorized to 

| conduct these activities. Permanent authorization may 

| be granted provided that hazard communication and SWP 

| training has been completed, and applicable respiratory 

| protection and medical monitoring provisions have been 

| met. 

| 

| b. Ventilation. Pump rooms shall not be entered unless 

| ventilation fans are working properly and have been 

| running for at least 5 air changes and 15 minutes prior 

| to entry. If there are indications that fans are not 

| working properly it shall be demonstrated to the 

| satisfaction of the OCMI that volume flow and/or 

| contamination concentrations within the pump room are 

| within acceptable limits. 

| 

| c. Restriction. Non-emergency entry is not allowed if 

| concentrations are known to exceed 10 ppm. 

| 

| d. General Protective Equipment And Procedures. 

| 

| (1) Certification. When a high-BNZ or moderate-BNZ 

| product is on board a written certification of pump 

| room conditions, based on testing and internal 

| inspection, is required prior to non-emergency 

| entry. When a low-BNZ product is on board a 

| written certification is not required, but is 

| recommended. The certification should be issued by a 

| Certified Marine Chemist or an individual who 

| demonstrates acceptable qualifications to the OCMI. 

| The evaluation of the pump room for certification 

| shall include both combustible gas and appropriate 

| toxic testing (including benzene). The pump room 

| evaluation shall also include an internal 

| inspection of conditions. If a written 

| certification other than a marine chemist 

| certificate is used, this certification shall 

| include all the relevant information required on a 

| marine chemist certificate. 

| 

| 

| CH-3 

| 6 
| MARINE SAFETY MANUAL 

| 

| 

| G. 1. d. (2) EEBA. Emergency escape breathing apparatus is 

| required while in a pump room. 

| 

| (3) Combination Meter. At least one individual must 

| carry an energized combination oxygen and 

| combustible gas meter while in the space. 

| 

| (a) The first person entering should carry the 

| meter. 

| 

| (b) Persons without meters shall "buddy up" with a 

| person carrying a meter. 

| 

| (c) Any meter indication (beyond normal 

| variations) shall be considered a positive 

| indication of benzene above limits. Further 

| toxic testing shall be required by a marine 

| chemist or other individual acceptable to the 

| OCMI. 

| 

| (4) Chemical Protective Boots. Residues of benzene 

| containing products may generate a skin contact 

| exposure route. These residues can also contain 

| other agents which can cause dermatitis or skin 

| cancer. Protective boots shall be used as needed 

| to protect against liquid contact. 

| 

| (5) Chemical Resistant Goggles. Goggles (or full face 

| respirators) shall be carried while in pump rooms, 

| and shall be used (covering the eyes) while cargo 

| is being transferred. 

| 

| (6) Chemical Resistant Or Disposable Gloves. Required 

| as needed to prevent prolonged skin contact with 

| e. 

| liquid or residues. 

| 

Respiratory Protection

| 

| (1) When a High-BNZ or Moderate-BNZ product is on 

| board. 

| 

| (b) Respiratory protection is not required

| provided entries for the day do not exceed 1.5

| hours, and benzene concentration is

| demonstrated to be less than 5 ppm by total

| hydrocarbon, aromatic, or benzene specific

| measurement. If personnel are trained in the 

| procedure, a time-weighted entry plan may be 

| used to meet this requirement. The TWA 

| exposure (estimated without regard to the use 

| of respirators) shall not exceed 1 ppm 

| estimated as an 8-hour time weighted average. 

| 

| 

| CH-3 

| 7 
| MARINE SAFETY MANUAL 

| 

| 

| G. 1. e. (1) (c) Cartridges or canisters are to be discarded at 

| the end of the day, or when breakthrough is 

| detected. Organic vapor canisters with end- 

| of-service indicators for organic vapors may 

| be retained for an additional period of time 

| if they are successfully developed and 

| approved by NIOSH/MSHA. 

| 

| (2) When a Low-BNZ product is on board and being 

| transferred through pump room. 

| 

| (a) A full or half-face respirator with organic

| vapor cartridge or canister is required and

| entry is limited to no more than 2 hours in

| the absence of a written certificate. 

| 

| (b) No respirator is required if benzene

| concentration is demonstrated to be less than

| 5 ppm by total hydrocarbon, aromatic, or

| benzene specific measurement. And, benzene

| exposures do not exceed 1.5 hours in the day. 

| If personnel are trained in the procedure, a 

| time-weighted entry plan may be used to meet 

| this requirement. The TWA exposure (estimated 

| without regard to the use of respirators) 

| shall not exceed 1 ppm estimated as an 8-hour 

| time weighted average. 

| 

| (c) Cartridges or canisters are to be discarded at 

| the end of the day, or when breakthrough is 

| detected. Organic vapor canisters with end- 

| of-service indicators for organic vapors may 

| be retained for an additional period of time 

| if they are successfully developed and 

| approved by NIOSH/MSHA. 

| 

| H. Environmental Response. The following safe must work practices shall 

| be observed in addition to normal SWP's for environmental 

| 1. 

| response involving products containing benzene. 

| 

All BNZ Products. 

| 

| a. Work Authorization. Personnel must be authorized to 

| conduct these activities. Permanent authorization may 

| be granted provided that hazard communication and SWP 

| training has been completed, and applicable respiratory 

| protection and medical monitoring provisions have been 

| met. 

| 

| 2. SWP's For Response Activities Involving High-BNZ Products. 

| 

| a. Treat As A Chemical Response. 

| 

| 

| CH-3 

| 8 
| MARINE SAFETY MANUAL 

| 

| 

| H.2. b. Restriction. Non-emergency entry is not allowed if 

| concentrations are known to exceed 10 ppm. 

| 

| c. General Protective Equipment And Procedures. 

| 

| (1) EEBA. Emergency escape breathing apparatus is 

| required until an exposure reduction zone has been 

| established. Avoid areas of suspected 

| contamination. 

| 

| (2) Combination Meter. At least one individual must 

| carry an energized combination oxygen and 

| combustible gas meter. Avoid areas of suspected 

| contamination. 

| 

| (a) Persons without meters shall "buddy up" with a 

| person carrying a meter. 

| 

| (b) Any meter indication (beyond normal 

| variations) shall be considered a positive 

| indication of benzene above limits. 

| 

| (3) Protective Clothing And Respirators. Select in 

| accordance with chemical response guidelines. 

| 

| 3. SWP's For Response Activities Involving Moderate-BNZ To Low-

| BNZ Products. These are the subject of a separate appendix 

| to this chapter. 

| 

| I. Above Deck And Facility Activities. This includes any other 

| Chapter 10 paragraph D.1.b activities. The following safe work 

| practices shall be observed in addition to normal SWP's. 

| 

| 1. Additional SWP's For Above Deck: All BNZ Products. 

| 

| a. Work Authorization. Personnel must be authorized to 

| conduct these activities. Permanent authorization may 

| be granted provided that hazard communication and SWP 

| training has been completed, and applicable respiratory 

| protection and medical monitoring provisions have been 

| met. 

| 

| b. Restriction. Non-emergency entry is not allowed if 

| concentrations are known to exceed 10 ppm. 

| 

| c. General Protective Equipment And Procedures. 

| 

| (1) EEBA. Emergency escape breathing apparatus is 

| required. 

| 

| (2) Combination Meter. At least one individual must 

| carry an energized combination oxygen and 

| combustible gas meter while above deck. 

| 

| 

| CH-3 

| 9 
| MARINE SAFETY MANUAL 

| 

| 

| I.1.c.(2) (a) Persons without meters shall "buddy up" with a 

| person carrying a meter. 

| 

| (b) Any meter indication (beyond normal 

| variations) shall be considered a positive 

| indication of benzene above limits. Personnel 

| shall avoid areas giving such readings. 

| 

| (3) Chemical Protective Boots. Residues of benzene 

| containing products may generate a skin contact 

| exposure route. These residues can also contain 

| other agents which can cause dermatitis or skin 

| cancer. Protective boots shall be used as needed 

| to protect against liquid contact. 

| 

| (4) Chemical Resistant Goggles. Goggles (or full face 

| respirators) shall be worn in the vicinity of 

| manifolds during transfer or hose handling. 

| Goggles shall also be used where there is a 

| potential for liquid or residues splashing into the 

| face. 

| 

| (5) Chemical Resistant or Disposable Gloves. Required 

| as needed to prevent prolonged skin contact with 

| liquid or residues 

| 

| d. Respiratory Protection. 

| 

| (1) Respiratory protection for above deck and facility 

| activities involving High/Moderate-BNZ cargoes. 

| 

| (a) A full-face filter respirator with organic

| vapor cartridge/canister is required. 

| Exposure duration shall not exceed 1.5 hours. 

| 

| (b) A half-face filter respirator may be substituted if

| the local unit has implemented a program of

| safe work practices to reduce benzene

| exposures to acceptable levels and

| periodically evaluates the effectiveness of

| the program. The district industrial

| hygienist or MLC industrial hygienist should

| be consulted for technical assistance in

| establishing safe work practices and

| evaluating risk management effectiveness. 

| 

| (c) Respiratory protection is not required

| provided entries for the day do not exceed 1.5

| hours and the unit's safe work practices

| reduce exposures to benzene to below the 5 ppm

| STEL and the 1 ppm 8-hour time weighted

| average. 

| 

| 

| CH-3 

| 10 
| MARINE SAFETY MANUAL 

| 

| 

| I.1.d.(1) (d) Cartridges or canisters are to be discarded at 

| the end of the day, or when breakthrough is 

| detected. Organic vapor canisters with end- 

| of-service indicators for organic vapors may 

| be retained for an additional period of time 

| if they are successfully developed and 

| approved by NIOSH/MSHA. 

| 

| (2) Respiratory protection for above deck and facility 

| activities involving Low-BNZ cargoes. 

| 

| (a) A half-face filter respirator with organic

| vapor cartridge/canister is required if

| activity exceeds 1.5 hours per day. 

| 

| (b) Respiratory protection is not required

| provided entries for the day do not exceed 1.5

| hours. 

| 

| (c) Cartridges or canisters are to be discarded at 

| the end of the day, or when breakthrough is 

| detected. Organic vapor canisters with end- 

| of-service indicators for organic vapors may 

| if they are successfully developed and 

| approved by NIOSH/MSHA. 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| 

| CH-3 

| 11 
 MARINE SAFETY MANUAL 

 CHAPTER 11. EXTERNAL RELATIONS 

 CONTENTS 

SECTION PAGE

11.A. Interagency Relations 11-1 

11.A.1. Introduction 11-1 

11.A.2. Liaison Officers 11-2 

11.A.3. Inspections Conducted For Other 

 Government Agencies 11-2 

11.A.3.a. Inspection Of Privately-Owned 

 Vessels 11-2 

11.A.3.b. Authority To Inspect Public Vessels/ 

 Equipment 11-2 

11.A.3.c. Inspection Procedures 11-3 

11.A.3.c.(1) Application For Inspection 11-3 

11.A.3.c.(2) Certificate Of Inspection (COI) 11-3 

11.A.4. Military Sealift Command (MSC), U.S. 

 Navy 11-3 

11.A.5. U.S. Customs Service 11-3 

11.A.6. U.S. Army Corps Of Engineers (USACE) 11-4 

11.A.6.a. Ocean Dumping 11-4 

11.A.6.b. Inspection Of USACE Vessels 11-4 

11.A.7. Occupational Safety And Health 

 Administration (OSHA) 11-4 

11.A.7.a. Regulations 11-4 

11.A.7.b. Interagency Cooperation 11-5 

11.A.7.c. Assistance To On-Scene Coordinator 

 (OSC) 11-5 

11.A.7.d. Effective Agreements And 

 Understandings 11-5 

11.A.8. Federal Communications Commission (FCC) 11-6 

11.A.8.a. Technical Determinations 11-6 

11.A.8.b. Location And Requirements Of 

 Emergency Installations 11-6 

11.A.8.c.(2) English Lanauage Standards 11-7 

11.A.8.c. Enforcement Of SOLAS Requirements 

 Regarding Radio Installations 11-7 

11.A.8.c.(1) General 11-7 

11.A.9. Nuclear Regulatory Commission (NRC) 11-7 

11.A.10. National Oceanic And Atmospheric 

 Administration (NOAA) 11-8 

11.A.10.a. Pre-1975 11-8 

11.A.10.b. Scientific Support 

 Coordinator (SSC) 11-8 

11.A.10.c. National Ocean Service (NOS) 11-8 

11.A.11. Environmental Protection Agency (EPA) 11-8 

11.A.11.a. Jurisdiction Over Facilities 11-8 

11.A.11.b. Pollution Response 11-9 

 11-i CH-7 
 MARINE SAFETY MANUAL 

 CONTENTS 

SECTION PAGE

11.A.12. National Transportation Safety 

 Board (NTSB) 11-9 

11.A.12.a. Responsibilities 11-9 

11.A.12.b. Maritime Investigation 11-10 

11.A.12.c. Interagency Cooperation 11-10 

11.A.13. Minerals Management Service (MMS) 11-11 

11.A.13.a. Objectives 11-11 

11.A.13.b. Oversight Of OCS Activities 11-11 

11.A.13.c. Control Of MODU Activities 11-11 

ll.A.13.c.(1) Introduction 11-11 

ll.A.13.c.(2) Interagency Coordination 11-12 

11.A.13.d. Responsibilities Under The 

 National Contingency Plan (NCP) 11-12 

11.A.13.d.(1) OCS Activities 11-12 

ll.A.13.d.(2) Territorial Seas And Inland 

 Water Activities 11-13 

11.A.14. National Cargo Bureau (NCB) 11-13 

11.A.14.a. Functions 11-13 

11.A.14.b. Cooperation 11-14 

11.B. International Activities 11-14 

11.B.1. International Maritime Organization 

 (IMO) 11-14 

11.B.1.a. IMO Assembly 11-14 

11.B.1.b. IMO Council 11-15 

11.B.1.c. Maritime Safety Committee (MSC) 11-15 

11.B.1.d. Marine Environment Protection 

 Committee (MEPC) 11-15 

11.B.1.e. Legal Committee 11-16 

11.B.1.f. Facilitation Committee 11-16 

11.B.1.g. Technical Cooperation Committee 11-16 

11.B.2. Parties To International Conventions 11-16 

11.D.1. U.S.-Canadian Contingency Plan 11-18 

11.c. Great Lakes Pilotage 11-17 

11.C.1. Legislation 11-17 

11.C.2. Great Lakes Navigation Certificates 11-17 

11.C.3. Pilotage Activities 11-18 

11.D. Joint Marine Pollution Contingency Plans 11-18 

11.D.1.a. Scope 11-19 

11.D.1.b. Responsibilities 11-19 

11.D.2. U.S.-Mexican Contingency Plan 11-19 

11.D.2.a. Scope 11-20 

11.D.2.b. Responsibilities 11-20 

 CH-7 11-ii 
 MARINE SAFETY MANUAL 

 CONTENTS 

SECTION PAGE

11.E. Relationships With The Marine Industry 11-20 

11.E.1 Personal Conduct 11-21 

11.E.2. Professional Contacts 11-21 

11.F. Federal/State Boating Safety Relations 11-22 

11.F.1. Objectives 11-22 

11.F.2. Boating Safety Cooperative Agreements 11-22 

 11-iii CH-7 
 MARINE SAFETY MANUAL 

 CHAPTER 11. EXTERNAL RELATIONS 

A. Interagency Relations. 

 1. Introduction. It is the Commandant's policy to cooperate with 

 all federal agencies in promoting the safety and security of 

 life and property and in protecting the environment. District 

 and unit commanders should develop and maintain liaison with 

 field personnel of other federal agencies that have an interest 

 in marine safety matters. These include, but are not limited to: 

 a. Department of Transportation (DOT): Bureau of Motor Carrier 

 Safety, Maritime Administration (MARAD), and Research and 

 Special Programs Administration (RSPA); 

 b. Department of Agriculture: Animal and Plant Health 

 Inspection Service (APHIS); 

 c. Department of Commerce: National Bureau of Standards (NBS), 

 National Marine Fisheries Service (NMFS), National Oceanic 

 and Atmospheric Administration (NOAA) and National Weather 

 Service (NWS); 

 d. Department of Defense (DOD): U.S. Army Corps of Engineers 

 (USACE), Defense Civil Preparedness Agency, Military Sealift 

 Command (MSC), U.S. Navy (USN); Supervisor of Salvage, USN; 

 Defense Mapping Agency (DMA); and Military Traffic 

 Management Command (MTMC). 

 f. Department of Health and Human Services (HHS): Centers For 

 Disease Control (CDC); National Institute for Occupational 

 Safety and Health (NIOSH); Public Health Service (PHS); and 

 Agency for Toxic Substances and Disease Registry (ATSDR); 

 (BLM), Fish and Wildlife Service (F&WS), National Park 

 Service, Office of Territorial Affairs, and Minerals 

 Management Service (MMS); 

 e. Department of Energy; 

 g. Department of the Interior (DOI): Bureau of Land Management 

 h. Department of Justice (DOJ): Drug Enforcement 

 Administration (DEA), Federal Bureau of Investigation (FBI), 

 Immigration and Naturalization Service (INS), U.S. 

 Attorneys, and U.S. Marshals' Service; 

 i. Department of Labor (DOL): Occupational Safety and Health 

 Administration (OSHA); 

 j. Department of the Treasury: Bureau of Alcohol, Tobacco, and 

 Firearms; Internal Revenue Service (IRS); U.S. Customs 

 Service; U.S. Secret Service; 

 k. Department of State (DOS); 

 l. Environmental Protection Agency (EPA); 

 11-1 
 MARINE SAFETY MANUAL 

 11.A.1. m. Federal Communications Commission (FCC); 

 n. Federal Emergency Management Agency (FEMA); 

 o. General Services Administration (GSA); 

 p. Nuclear Transportation Safety Board (NTSB). 

 q. National Transportation Safety Board (NTSB). 

 2. Liaison Officers. Because many of the functions performed by 

 the Coast Guard affect the programs of other federal agencies, 

 Headquarters liaison with these agencies is very benefical. 

 Although specific responsibilities vary widely, a liaison 

 officer is attached to another agency for the primary purpose of 

 maintaining communications and to ensure effective coordination 

 of efforts. These liaison officers contribute significantly to 

 the accomplishment of the various objectives of the marine 

 safety programs. 

 3. Inspections Conducted For Other Government Agencies. The 

 Coast Guard, in cooperation with other government agencies, has 

 established general procedures by mutual agreement for the 

 inspection of vessels and equipment owned by the government but 

 not required by law to the inspected. These procedures may be 

 modified in certain instances because of national defense. 

 Inspections for government agencies are divided into two groups: 

 Group 1, government-owned vessels; and Group 2, boilers and 

 pressure vessels located on government-owned facilities and 

 floating equipment, when inspection of only the boilers and 

 pressure vessels is requested. 

 a. Inspection Of Privately-Owned Vessels. Laws administered 

 by other agencies may require the inspection of a 

 privately-owned vessel by the Coast Guard prior to the 

 agency's use of the vessel. When the vessel is not subject 

 to Coast Guard inspection requirements, the inspection 

 should only be made upon the request of the agency having 

 jurisdiction (NMFS is the primary agency requiring sucy 

 inspections). 

 b. Authority To Inspect Public Vessels/Equipment. Subtitle 

 II of Ttile 46, U.S. Code (U.S.C.) (Vessels and Seamen) does 

 not apply to a public vessel of the U.S. (46 U.S.C. 2109). 

 However, the inspection and manning laws are applicable to 

 vessels owned or operated by DOT (U.S. Coast Guard and St. 

 lawrence Seaway Development Corporation excepted) or by any 

 corporation organized or controlled by DOT (such as MARAD). 

 Public vessel was defined for the purpose of the subtitle 

 with the recodification of Title 46 (P.L. 98-89). This 

 definition requires that the vessel be owned, or demise 

 chartered, and operated by the U.S. or foreign government 

 and that the vessel not be engaged in commercial service

 (46 U.S.C. 2101(24)). Commercial service is also defined in 

 46 U.S.C. 2101(5) and includes any type of trade or business 

 involving transportation, except service performed by a 

 combatant vessel. The Coast Guard may perform inspections 

 of public vessels for a federal agency if an interagency 

 agreement has been made 

 11-2 
 MARINE SAFETY MANUAL 

 11.A.3. b. (cont'd) by the Commandant. Funding the Coast Guard 

 activities is justified solely on the basis of statutory and 

 regulation mandates. Expending personnel resources for the 

 inspection of public vessels not subject to interagency 

 agreements is contrary to the Commandant's policy. The 

 costs of such inspections include travel, per diem, 

 subsistence, and standard salary costs. These costs can be 

 justified by the Commandant only when interagency agreements 

 for inspection of public vessels have been made. 

 c. Inspection Procedures. 

 (1) Application For Inspection. Application for 

 inspection of a vessel shall be addressed to the 

 officer in charge, marine inspection (OCMI) in whose 

 zone the inspection is to be made. 

 (2) Certificate Of Inspection (COI). Upon completion of 

 the inspection, and if requested, the OCMI shall issue 

 an appropriate COI, provided the vessel complies with 

 the applicable regulations. If not, the OCMI shall 

 issue a list of deficiencies that must be corrected 

 prior to issuing a COI. The government agency involved 

 may, upon request, be furnished a copy of the COI. 

 4. Military Sealift Command (MSC), U.S. Navy. The primary 

 mission of MSC is to provide sealift support for the DOD. In 

 peacetime, MSC operates and maintains the Fleet Auxiliary Force 

 of tankers, ammunition and cargo ships, cable-laying ships, 

 seagoing tugs, support vessels for the Rapid Deployment Force, 

 resupply vessels for fleet ballistic missile submarines, and 

 scientific research vessels. In wartime, MSC's role expands to 

 include naval control of shipping and contingency planning for 

 convoying. Commandant (G-REP) maintains a liaison officer with 

 MSC's Office of Strategic Mobility for planning purposes. 

 Commandant (G-WPE) maintains liaison to develop port security 

 plans and activities. Formal agreements have been reached 

 between the Commander, MSC and Commandant (G-M) for the 

 measurement, inspection, and certification of MSC vessels (see 

 volume II) of this manual). 

 5. U.S. Customs Service. The Customs Service (Department of the 

 Treasury) is responsible for the administration and enforcement 

 of customs laws. All Coast Guard commissioned, warrant, and 

 petty officers are "officers of the customs" under 14 U.S.C. 

 143 and 19 U.S.C. 1401(1), who may assist the Customs Service in 

 law enforcement under the authority of 14 U.S.C. 2 and 89. In 

 turn, the Customs Service assists the Coast Guard in the 

 enforcement of navigation and vessel inspection laws. The 

 Commissioner of Customs and the Commandant maintain special 

 procedures to enforce specific laws, such as: 

 a. Boarding of vessels arriving from foreign or whaling voyages; 

 b. Enforcement of load line regulations; and 

 c. Withholding of clearances for vessels with pollution 

 prevention violations involved in water pollution incidents, 

 those that do not 

 11-3 
 MARINE SAFETY MANUAL 

 11.A.4. c. (cont'd) posses valid Certificates of Financial Responsibility 

 (COFR's) issued by Commandant (G-WFR), and other marine 

 safety related incidents (see 33 U.S.C. 1232(f), 1908(e), 

 2072(d), and 46 U.S.C. 3718(e)). 

 6. U.S. Army Corps of Engineers (USACE). USACE is involved with 

 waterways dredging, flood prevention, permitting obstructions 

 within U.S. waters, and the construction, maintenance, and 

 operation of waterway projects, such as locks, dams, and 

 reservoirs, etc. USACE also enforces the Refuse Act (33 U.S.C. 

 407). The Coast Guard has been designated to assist in the 

 enforcement of certain specific provisions of law and 

 regulations administered by USACE. Commandant (G-W) and Chief 

 of Engineers (DAEN-CW) exchange officers for them to gain broad 

 exposure to management and operations programs of joint 

 interest, such as port and water operations, mobilization, 

 emergency management, and regulatory functions; to gain 

 knowledge of the responsibilities and capabilities of each 

 service; and to strengthen interservice relationships, 

 coordination, and cooperation. 

 a. Ocean Dumping. The Coast Guard and USACE have signed a 

 memorandum of understanding (MOU) that describes the 

 responsibility of each agency to provide surveillance for 

 the ocean dumping of dredged material by civilian companies 

 under contract to USACE. Under this agreement, the Coast 

 contracted navigation projects. Under the Marine 

 Guard will share surveillance and enforcement 

 responsibilities for ocean dumping resulting from federally 

 Protection, Research, an Sanctuaries Act (MPRSA) of 1972 (33 

 U.S.C. 1401 et seq.), the Coast Guard conducts appropriate 

 enforcement activities to prevent unlawful dumping and 

 transportation of material for dumping. USACE has authority 

 under the same act to ensure that disposal is in conformance 

 with project plans and procedures (see volume VI of this 

 manual). 

 b. Inspection of USACE Vessels. The Coast Guard and USACE 

 likewise have an MOU concerning the inspection and manning 

 of USACE vessels (see volume II of this manual). 

 7. Occupational Safety And Health Administration (OSHA). 

 a. Regulations. Established pursuant to the Occupational 

 Safety and Health Act of 1970, OSHA publishes occupational 

 safety and health standards, issues regulations, conducts 

 investigations and inspections to ensure compliance with its 

 standards and regulations, and issues citations and imposes 

 penalties as appropriate. The authority of the Secretary of 

 the Department of Labor is specifically limited, and does 

 not involve Titles 33, 46, and 49, U.S.C./Code of Federal 

 Regulations (CFR) nor the parts of the Outer Continental 

 Shelf Lands Act (OCSLA) and regulations administered by the 

 Coast Guard. OSHA regulations are as follows: 

 (1) Occupational Safety and Health Standards (29 CFR 1910); 

 (2) Safety and Health Regulations for Shipyard Employment 

 (29 CFR 1915; 

 11-4 
 MARINE SAFETY MANUAL 

 11.A.7. a. (3) Safety and Health Standards for Marine Terminals (29 

 CFR 1917); 

 (4) Safety and Health Regulations for Longshoring (29 

 CFR 1918); and 

 (5) Gear Certification (29 CFR 1919). 

 [NOTE: These regulations do not apply to marine 

 facilities, but apply to the bulk storage, handling, and 

 transfer of flammable and nonflammable liquids and gases.] 

 The purpose, scope, and responsibility of OSHA are described 

 in Subpart A of each part of these regulations. The 

 regulations further state that the responsibility for 

 compliance is placed upon " employers," as defined therein. 

 b. Interagency Cooperation. The Commandant and the Assistant 

 Secretary of Labor for Occupational Safety and Health have 

 the OSHA codes by the DOL. In this regard, liaison must be 

 maintained with the appropriate DOL field representatives so 

 that the local OCMI can be immediately notified by DOL field 

 inspectors of deficiencies under Coast Guard cognizance. No 

 imply delegation of Coast Guard responsibility or authority 

 directed to the employers of longshoremen and ship 

 repairmen; DOL field inspectors have no authority to place 

 requirements of any nature on Coast Guard inspected and 

 commercial fishing vessels, both DOL and the Coast Guard 

 agreed to a cooperative approach in the implementation of 

 agreements or commitments should be made to indicate or 

 to DOL officials, or vice versa. The DOL regulations are 

 certified vessels, their masters, or their crews. [NOTE: On 

 uncertificated commercial vessels, such as towing and 

 have jurisdiction. Lifesaving, firefighting, and 

 navigational equipment, and matters involving ventilation 

 requirements are under Coast Guard jurisdiction.] 

 c. Assistance To On-Scene Coordinator (OSC). In accordance 

 with the National Contingency Plan (NCP) (40 CFR 300.23 and 

 300.38), and DOL, through OSHA, may be called upon during 

 planning or implementation of a response to provide 

 assistance consistent with agency capabilities and legal 

 authorities. OSHA provides the OSC with advice, guidance, 

 and assistance regarding hazards to persons involved in 

 removal or control of oil discharges and hazardous substance 

 releases, and in the precautions necessary to prevent 

 hazards to their health and safety. 

 d. Effective Agreements And Understandings. The following 

 memorandums implement the interagency cooperation between 

 the Coast Guard and OSHA: 

 (1) MOU between the U.S. Coast Guard and OSHA concerning 

 Occupational Safety and Health on Artificial Islands, 

 Installations, and Other Devices on the Outer 

 Continental Shelf of the United States, 19 December 

 1979. 

 (2) Memorandum of Agreement (MOA) on Occupational Health 

 Standards for Workplaces Aboard Inspected Vessels 

 Between the U.S. Coast Guard and OSHA, 14 February 1980. 

 11-5 
 MARINE SAFETY MANUAL 

 11.A.7. d. (3) MOU between the U.S. Coast Guard and OSHA concerning 

 Authority to Prescribe and Enforce Standards or 

 Regulations Affecting Occupational Safety and Health of 

 Seamen Aboard Vessels Inspected and Certified By the 

 U.S. Coast Guard, 8 March 1983. 

 8. Federal Communications Commission (FCC). The Coast Guard is 

 an enforcing agency for radio requirements on vessels. Marine 

 inspectors shall enforce radio requirements in the same manner 

 as they enforce regulations for a vessel's deck or engineering 

 equipment. When the OCMI is notified by FCC representatives 

 that technical deficiencies exist in a vessel's radio 

 installation, the International Convention for the Safety of 

 Life at Sea (SOLAS) Safety Certificate should be withheld until 

 the deficiencies are corrected and formal notice to that effect 

 has been received. If notification is received from the FCC 

 that technical deficiencies exist on a vessel already in 

 possession of a valid Safety Certificate, the OCMI should 

 withdraw the certificate if so requested by the FCC. Prior to 

 taking action, the OCMI should consult with the FCC regarding 

 the deficiency to ensure that proper action, under the 

 circumstances, is taken. [NOTE: The COI, Form CG-841, should 

 not be withheld or withdrawn in connection with technical 

 radio deficiencies not involving the installation itself.] 

 a. Technical Determinations. The technical aspects of the 

 radio installation itself, and its adequacy, efficiency, and 

 maintenance are determined solely by FCC inspectors. This 

 included the suitability of the electric wiring installed in 

 the radio room to connect the various components of the 

 radar, radio, and radio direction finding (RDF) equipment. 

 The Coast Guard has sole jurisdiction over the adequacy and 

 suitability of power leads from the main power supply to 

 main radio room installations. However, adequacy regarding 

 the amount and character of the main and auxiliary power 

 supplies to operate the radio installation properly must be 

 determined by the FCC. When power inadequacies are observed 

 by FCC inspectors, they will notify the OCMI, who shall 

 ensure that the deficiencies are corrected. [NOTE: All 

 electrical wiring in the radio room not connected with the 

 radio installation itself is under the jurisdiction of the 

 Coast Guard.] 

 b. Location And Requirements of Emergency Installations. The 

 location of a ship's radio installation must be approved by 

 the Coast Guard. Marine inspectors shall ensure that both 

 the main and emergency radio installations are located in a 

 position of the greatest possible safety, as high as 

 practical above the deepest-draft load line. The emergency 

 radio installation must be provided with an energy source 

 that is independent of both the vessel's propulsion plant 

 and the main electrical system. It must be capable of being 

 put into use rapidly, and of supplying continuous power for 

 at least 6 hours of operation. Emergency radio batteries 

 must not be used as a source of power for anything other 

 than radio equipment and radio room emergency lights. 

 11-6 
 MARINE SAFETY MANUAL 

11.A.8. c. Enforcement Of SOLAS Requirements Regarding Radio Installations. 

 (1) General. Executive Order (E.O.) 11234 of 3 September 

 1980 designated the Coast Guard, the FCC, and the State 

 Department as the enforcing agencies of SOLAS. The FCC 

 is responsible for the enforcement of federal laws 

 concerning required radio equipment and radio direction 

 finders on merchant vessels, except lifeboat portable 

 radios, which are within the cognizance of the Coast 

 Guard (lifeboat portable radios are inspected and 

 tested for the Coast Guard by the FCC). 47 U.S.C. 361 

 authorities the FCC to issue Safety Radiotelegraphy 

 Certificates, Safety Radiotelephony Certificates, and 

 Exemption Certificates in regard to merchant vessel 

 radio requirements. The radiotelegraphy and 

 radiotelephony certificates are issued directly by the 

 FCC; the Exemption Certificate, as other SOLAS 

 certificates, is issued by the Coast Guard to a 

 passenger vessel upon receipt of FCC Form 806 or other 

 verification that the vessel is in compliance with 

 SOLAS radio requirements. 

 (2) English Language Standards. International Maritime 

 Organization (IMO) Resolution A.380(X), "Standard 

 Marine Navigational Vocabulary," recommends certain 

 words and phrases to be used to avoid or minimize 

 phrases are in English, but 

 misunderstandings between vessels using voice 

 communications. These recommended standard words and 

not required. However, 

 the use of this standard is encouraged. Copies of the 

 resolution may be obtained from Commandant (G-OSR). 

 9. Nuclear Regulatory Commission (NRC). The purpose of the NRC 

 is to ensure that civilian use of nuclear materials and 

 facilities are conducted in a manner consistent with public 

 health, safety, environmental quality, and national security. 

 The NRC has a particular interest in the seaworthiness of barges 

 used for the transportation and disposal at sea of radioactive 

 wastes. These barges are usually less than 100 gross tons (GT) 

 and are not subject to certification. The Coast Guard has 

 agreed to cooperate with the NRC as follows: 

 a. When requested, the Coast Guard will inspect a barge under 

 100 GT used for disposal of radioactive waste. The licensee 

 or the carrier acting for a licensee will be advised of the 

 Coast Guard's findings. The inspection will be made to 

 determine the barge's seaworthiness, structural condition, 

 and its suitability for the intended operation; drydocking 

 may be required. 

 b. The OCMI shall forward copies of letters concerning 

 inspection of such barges to Commandant (G-MVI) for record 

 purposes, and to the regional NRC office having jurisdiction 

 over the licensee. Inspections will also be reported on a 

 Report of Materiel Inspections, Form CG-2801. 

 11-7 
 MARINE SAFETY MANUAL 

 11.A.10. National Oceanic And Atmospheric Administration (NOAA). 

 a. Pre-1975. In 1964, the Coast Guard entered into an 

 agreement with the Bureau of Commercial Fisheries to inspect 

 vessels chartered by that agency for exploratory fishing and 

 biological research. In 1970, the bureau was renamed the 

 National Marine Fisheries Service (NMFS) and became part of 

 NOAA. In 1975, the inspection agreement was extended to all 

 NOAA-chartered vessels of 300 or less GT (see volume II of 

 this manual). 

 b. Scientific Support Coordinator (SSC). In accordance with 

 the NCP (40 CFR 300.23 and 300.34), the Department of 

 Commerce, through NOAA, provides the OSC scientific 

 expertise on living marine resources for which it is 

 responsible and their habitats, including endangered species 

 and marine mammals; coordinates scientific support for 

 responses and contingency planning in coastal and marine 

 areas, including assessments of the hazards that may be 

 involved, predictions of movement and dispersion of 

 discharged oil and released hazardous substances through 

 trajectory modeling, and information on the sensitivity of 

 and conditions for marine coastal, and inland waters; and 

 Great Lakes. NOAA also provides the SSC for responses in 

 coastal environments to oil discharges and hazardous 

 substance releases; provides information on actual and 

 predicted meteorological, hydrologic, ice, and oceanographic 

 furnishes charts and maps, including tide and circulation 

 information for coastal and territorial waters and for the 

 coastal areas (see volume VI of this manual). 

 c. National Ocean Service (NOS). The Coast Guard Auxiliary 

 assists the NOS in chart updating. 

 11. Environmental Protection Agency (EPA). Section 311(j)(1)(C) 

 of the Federal Water Pollution Control Act (FWPCA), as amended, 

 directs the President to issue regulations "... establishing 

 procedures, methods, and ... other requirements for equipment to 

 prevent discharges of oil and hazardous substances from vessels 

 and from onshore facilities and offshore facilities, and to 

 contain such discharges ..." E.O. 11735 assigned this function 

 jointly to the DOT and the EPA. An MOU that defines 

 responsibilities has been developed between DOT and EPA (see 40 

 CFR 112). The Secretary of the Department of Transportation 

 (SECDOT) has delegated DOT's regulatory role of the Coast Guard, 

 which has issued pollution prevention regulations for vessels 

 and vessel related oil transfer facilities. 

 a. Jurisdiction Over Facilities. Because of some ambiguities 

 in the MOU, some owners and operators have requested 

 guidance on whether EPA or Coast Guard regulations apply to 

 their facilities. To determine whether an onshore or 

 offshore facility is transportation related (i.e., under 

 Coast Guard jurisdiction) or not, (i.e., under EPA 

 jurisdiction), the agencies conduct a joint on-site 

 inspection on a "case-by-case" basis. In general, EPA 

 regulated facilities are those that drill, produce, gather, 

 store, process, refine, transfer, or distribute on-site, or 

 consume oil or hazardous substances. 

 11-8 
 MARINE SAFETY MANUAL 

 11.A.11.a. (cont'd) Transportation related facilities are those 

 directly related to vessels, pipelines, and other means of 

 transport. Some transportation related facilities are also 

 involved in gathering, storage, and distribution. Careful 

 analysis of these facilities is needed to determine 

 jurisdiction. In questionable cases, the district legal 

 officer should be consulted. District commanders who 

 receive requests for clarification or interpretation of the 

 MOU regarding a specific facility should contact the 

 appropriate regional office of EPA and arrange for joint 

 inspection of the facility. Facility owners or operators 

 should be advised to request a determination inspection in 

 writing, stating the reason for the request, and include a 

 general description of the facility. Copies of the request 

 and the EPA/USCG determination shall be forwarded by 

 Commandant (G-WPE). If the problem remains unresolved after 

 consultation between EPA and Coast Guard representatives, 

 the case should be forwarded to Commandant (G-WPE) for 

 resolution. 

 b. Pollution Response. The FWPCA and the Comprehensive 

 Environmental Response, Compensation and Liability Act 

 (CERCLA) are the most important legislative mandates 

 supporting the Marine Environmental Response (MER) Program. 

 Key provisions of the FWPCA and CERCLA, including response 

 authority and administration of "revolving/trust" funds, are 

 delegated to the Coast Guard and EPA under E.O.'s 11735 and 

 12316, respectively. An overview of the roles and 

 responsibilities of each agency for coordinating responses 

 is found in the NCP (40 CFR 300). The Coast Guard is 

 charged with providing a federal predesignated OSC in the 

 coastal areas, the U.S. waters of the Great Lakes, and 

 specified ports and harbors on inland rivers. The EPA 

 maintains that responsibility for all other inland areas. 

 (By the October 1981 Instrument of Redelegation, SECDOT 

 redelegated certain CERCLA functions relating to facilities 

 to the Administrator of EPA.) Regional contingency plans 

 (RCP's) delineate the exact boundaries of each OSC's area of 

 responsibility. EPA also will generally provide the SSC for 

 responses in the inland areas (see volume VI of this manual). 

 12. National Transportation Safety Board (NTSB). 

 a. Responsibilities. The NTSB was established within DOT in 

 1966, to promote transportation safety by conducting 

 independent accident investigations and developing safety 

 recommendations. On 1 April 1975, the NTSB was 

 re-established as a separate, independent agency by Title 

 III of the Transportation Safety Act of 1974 (49 U.S.C. 

 1901). Under the act, the board is authorized to: 

 (1) Investigate transportation accidents; 

 (2) Determine the probable cause of the accidents; 

 (3) Make recommendations to the SECDOT or heads of 

 operating agencies for preventing or investigating 

 accidents, or for otherwise promoting safety; and 

 11-9 
 MARINE SAFETY MANUAL 

 11.A.12.a. (4) Request assistance in its accident investigation 

 functions from the heads of operating agencies. 

 The NTSB assesses techniques of accident investigations, 

 publishes recommended procedures for accident 

 investigations, established regulatory requirements for 

 reporting accidents, evaluates the transportation safety 

 consciousness and effectiveness of government, agencies, and 

 b. 

 evaluates the adequacy of safeguards and procedures of 

 government agencies concerning the transportation of 

 hazardous materials. The NTSB consists of five board 

 members appointed by the President, with the approval of the 

 Senate, for 5-year terms. 

Maritime Investigation. The NTSB is responsible for 

 investigating, reporting the facts, conditions, and 

 major marine casualties (except those involving only public 

 by the Board and the Coast Guard. The Board is also 

 circumstances of, and determining the probable cause of, any 

 vessels), in accordance with regulations prescribed jointly 

 responsible for investigating other marine transportation 

 accidents that are catastrophic, that involve problems of a 

 recurring character, or that Board members otherwise judge 

 should be investigated. 

 c. Interagency Cooperation. Much of the information required 

 to meet the investigative objectives of the Coast Guard and 

 the NTSB is similar. Therefore, to carry out their mutual 

 responsibilities joint regulations have been promulgated for 

 the investigation of marine casualties; they are contained 

 in 46 CFR 4.40 and 49 CFR 850. In addition, a formal MOA 

 between the DOT and the NTSB provides for the exchange of 

 information. In support of this agreement, the Coast Guard will: 

 (1) Furnish the NTSB with a copy of each narrative report 

 of a marine casualty and accident, exclusive of those 

 concerned with natural death. The Coast Guard will 

 also furnish a copy of each Coast Guard recreational 

 boating accident investigation report. 

 (2) Furnish the NTSB a copy of the proceedings and exhibits 

 of every major marine casualty investigation as soon as 

 practicable. 

 (3) Upon request, provide the NTSB with statistical 

 computations of accidents, including automated accident 

 records. In turn, the NTSB will make its data 

 available to the Coast Guard as requested. 

 (4) Exchange marine transportation safety study reports 

 with the NTSB. 

 The NTSB may investigate a major marine casualty when initial 

 information indicates that Coast Guard operations or 

 functions are involved and an independent investigation 

 appears warranted. Commandant (G-MMI) or Headquarters Flag 

 Plot will notify the NTSB's Marine Accident Division of a 

 major marine casualty or a casualty involving public and 

 nonpublic vessels. After initial notification, the Coast 

 Guard will provide copies of situation reports or other 

 11-10 
 MARINE SAFETY MANUAL 

 11.A.12.c. (cont'd) communications and will furnish other pertinent 

 information as requested. The Coast Guard will also advise 

 the NTSB as to the scope and type of investigation that the 

 Coast Guard will conduct. [NOTE: See volume V of this 

 manual for further discussion of the NTSB and investigations 

 conducted under the joint regulations]. 

 13. Minerals Management Service (MMS). 

 a. Objectives. The MMS objectives are to: 

 (1) Perform surveys, investigations, and research 

 concerning the topography, geology, and mineral and 

 water resources of the U.S.; 

 (2) Classify land as to mineral character, water, and 

 power resources; 

 (3) Enforce departmental regulations applicable to oil, 

 gas, and other mining leases, permits, licenses, 

 development contracts, and gas storage contracts; and 

 (4) Publish and disseminate data relative to these activities. 

 b. Oversight of OCS Activities. The OCSLA of 1953 designated 

 the DOI to administer the mineral leasing of the offshore 

 areas of the U.S. under federal jurisdiction. The MMS was 

 delegated the authority to regulate exploitation operations 

 on the OCS, under: 

 (1) The OCSLA of 1953 (43 U.S.C. 1331-1343); 

 (2) The National Environmental Policy Act (NEPA) of 1969, 

 as amended (42 U.S.C. 4321-4347); 

 (3) The Coastal Zone Management Act of 1972, as amended (16 

 U.S.C. 1451-1464); and 

 (4) 30 CFR 250 - Oil and Gas and Sulphur Operations in the 

 Outer Continental Shelf. 

 The objectives of the MMS regulations are to prevent damage 

 to or waste of any natural resource and to prevent injury to 

 life and property. To implement these regulations, the MMS 

 publishes "Outer Continental Shelf Orders," which contain 

 most of the requirement of interest to the Coast Guard. OCS 

 Orders re formally numbered directives, published in the 

 Federal Register in a manner similar to Coast Guard 

 rulemaking procedures (see chapter 9 of this volume). OCS 

 Orders affect both mobile offshore drilling units (MODU's) 

 and fixed structures and platforms on the OCS. 

 c. Control of MODU Activities. 

 (1) Introduction. The MMS and the Coast Guard have 

 signed a formal MOU for regulating the activities of 

 U.S. MODU's on the OCS. In general, the DOI is 

 responsible for initiating and managing the 

 11-11 
 MARINE SAFETY MANUAL 

 11.A.13.c. (1) (cont'd) OCS Leasing Program. Within DOI, the MMS 

 regulates all drilling operations conducted under DOI 

 oil and gas leases or exploration permits. This 

 responsibility includes the review and approval of an 

 Application for a Permit to Drill, including 

 Exploration Plans and Development and Production Plans 

 for the leased area. The Coast Guard is responsible 

 for reviewing and determining the adequacy of the oil 

 spill contingency plans submitted to the MMS as a part 

 of the Exploration Plans or Development and Production 

 Plans. Leases and permits are granted upon assurance 

 that the lessee will comply with applicable DOI 

 regulations and standards, the OCS Orders issued by the 

 MMS. The MMS inspects each MODU before authorizing 

 drilling operations by the unit on the OCS, and 

 periodically reinspects the units during drilling 

 operations; the Coast Guard approves the design and 

 construction of each MODU. Upon completion of Coast 

 Guard inspection, the MODU is issued a COI, a Load Line 

 Certificate, and appropriate international 

 certificates. The Coast Guard periodically reinspects 

 these vessels for structural integrity and safe 

 operation and renews their certificates. 

 (2) Interagency Coordination. Under the MOU, each agency 

 separately enforces the conditions of the permits, 

 licenses, and certificates that it issues as well as 

 pertinent regulations and orders. Enforcement, as used 

 in the MOU, includes investigation of a violation of 

 law or conditions of a certificate or license, the 

 issuance of a notice of violation, and the imposition 

 of sanctions, as appropriate. To the extent practical, 

 each agency consults with the other concerning any 

 enforcement action of mutual interest. Both agencies 

 have agreed, consistent with their respective statutory 

 obligations, to act in a manner so as to avoid 

 duplication of effort. To this end, each agency draws 

 on resources provided by the other as necessary. When 

 access to an offshore unit is required, either agency 

 may furnish transportation to appropriate personnel of 

 the other. 

 d. Responsibilities Under The National Contingency Plan

 NCP). The DOI and the DOT have signed another MOU, 

 concerning their respective responsibilities under the 

 National Oil and Hazardous Substances Pollution Contingency 

 Plan (known as the National Contingency Plan). This plan was 

 developed to implement the FWPCA and CERCLA (33 U.S.C. 1251 

 et seq. and 42 U.S.C. 9601 respectively), and is contained 

 in 40 CFR 300. The MMS is responsible for the coordination 

 of efforts to abate the source of pollution when the source 

 is an oil, gas, or sulfur well. The Coast Guard has the 

 coordination responsibility for containing and removing 

 pollutants. 

 (1) OCS Activities. When spills originate from 

 operations conducted under the OCSLA, the Coast Guard 

 shall provide the OSC with authority and 

 responsibilities as provided by the NCP, subject to the 

 following qualifications: 

 11-12 
 MARINE SAFETY MANUAL 

 11.A.13.d. (1) (a) The on-scene MMS representative is the authority for 

 coordinating and directing source abatement measures; 

 (b) If the on-scene MMS representative determines that 

 pollution control activities, within a 500-meter 

 radius of the source, should be suspended, that 

 decision will be binding upon the OSC. 

 (c) The on-scene MMS representative shall make the 

 determinations required by 30 CFR 250.43, which 

 will be binding upon the OSC, concerning liquid 

 and nonliquid pollution and waste disposal. These 

 determinations are made as to the definition to 

 spills or leakage of a substantial size or 

 quantity, or those of any size or quantity that 

 cannot be immediately controlled; 

 (d) The OSC will communicate with the lessee, through 

 the MMS representative, regarding matters arising 

 under 43 U.S.C. 1334 et seq., and the regulations 

 and OCS Orders issued thereunder; and 

 (e) The OSC and the authorized representative of the 

 MMS on scene will maintain close liaison in all 

 matters. 

 (2) Territorial Seas And Inland Water Activities. When 

 spills originate from operations conducted under the 

 Submerged Lands Act of 1953 or in internal waters of 

 the U.S., the Coast Guard OSC will have all authority 

 and responsibility under the NCP and upon the OSC's 

 request, the MMS will furnish expertise, guidance, and 

 such other assistance as appropriate to abate the 

 source of pollution when the source is an oil, gas, or 

 sulfur well. 

 14. National Cargo Bureau (NCB). 

 a. Functions. Under 46 CFR 146.02-6a, 46 CFR 148.01-13, and 

 49 CFR 176.18, the NCB is authorized to assist the Coast 

 Guard in administering hazardous materials regulations with 

 regard to: 

 (1) Examination of vessels for suitability of loading; 

 (2) Examination of stowage; 

 (3) Making recommendations for stowage requirements; and 

 (4) Issuance of Certificates of Loading to verity that 

 stowage meets regulatory requirements. 

 The NCB and the Coast Guard have developed an information 

 exchange program for vessels loading hazardous materials. 

 As a result, Coast Guard personnel can be deployed more 

 efficiently, with duplication of efforts minimized. The NCB 

 is retained by many shipping companies to oversee hazardous 

 materials shipments. [NOTE: It is not the 

 11-13 
 MARINE SAFETY MANUAL 

 11.A.14.a. (cont'd) Commandant's intent to require the use of the 

 NCB's services by shipping companies.] 

 b. Cooperation. The captain of the port (COTP) should 

 establish a means of coordinating daily boarding schedules 

 to avoid duplication of efforts in hazardous materials 

 boardings. [NOTE: The NCB's activities concern only 

 shipment of cargoes; concurrent Coast Guard boardings for 

 enforcement of other requirements may be necessary.] The 

 COTP will also provide oversight as necessary, including 

 possible spot checks, to ensure that statutory requirements 

 are met and to derive maximum benefit from this cooperative 

 program. Each scheduled NCB boarding shall be entered in 

 Marine Safety Information System (MSIS) by the COTP. If a 

 vessel is not boarded as scheduled, the COTP in whose zone 

 the vessel is located will be advised by the NCB. Local 

 arrangements should be made for daily transfers of data for 

 entry in MSIS (e.g., non-NCB boardings or uncorrected 

 discrepancies); these files will be available on the MSIS 

 for use the following day. If such data is needed sooner, 

 as when a vessel is calling at more than one U.S. port, it 

 shall be passed on to the COTP of the next port of call. To 

 obtain an NCB Certificate of Loading, the owner/operator 

 must correct all observed discrepancies immediately. 

 Corrected discrepancies need not be reported to the Coast 

 Guard unless further action against documented repeat 

 offenders is desired by the Coast Guard. When discrepancies 

 remain uncorrected, the NCB will advise the COTP for 

 appropriate enforcement action. 

B. International Activities. 

 1. International Maritime Organization (IMO). The Coast Guard is 

 actively engaged in the work of this organization, a specialized 

 agency of the United Nations concerned solely with maritime 

 affairs. The main objectives are the promotion of safety in 

 representatives to the organization's Assembly, MSC, and MEPC, 

 shipping and the prevention of marine pollution from ships. 

 These are accomplished through exchanges of information between 

 governments; adoption of international agreements; and providing 

 technical assistance to governments. IMO is composed of seven 

 major bodies: the Assembly, the Council, the Maritime Safety 

 Committee (MSC), the Marine Environment Protection Committee 

 (MEPC), the Legal Committee, the Facilitation Committee, and the 

 Committee on Technical Cooperation. The U.S. Department of 

 State, which has the prime responsibility for establishing U.S. 

 positions and foreign policy objectives in marine 

 safety/environmental protection matters for effective 

 participation in IMO, and implementation of its agreements. The 

 Coast Guard normally furnishes the principal U.S. 

 as well as the representatives for many associated 

 subcommittees. The Coast Guard also provides representatives to 

 the IMO Council, Legal Committee, and Technical Cooperation 

 Committee. 

 a. IMO Assembly. The Assembly is the main body of IMO and 

 must approve most actions taken in the name of the 

 organization. The Coast Guard 

 11-14 
 MARINE SAFETY MANUAL 

 11.B.1. a. (cont'd) serves as the primary representative and 

 furnishes advisors on the U.S. delegation to the 

 Assembly, which meets every 2 years. 

 b. IMO Council. The Council is primarily concerned with 

 nontechnical matters, and acts for the Assembly when the 

 latter is not in session. There are presently 32 nations 

 represented on the Council, including the U.S. The Coast 

 Guard furnishes advisors on U.S. delegations to the 

 Council, which usually meets twice each year. 

 c. Maritime Safety Committee (MSC). The MSC, the oldest 

 committee in IMO, addresses design, construction, and 

 operational requirements for the safety of commercial 

 vessels. It has 10 technical subcommittees which 

 consider the following: 

 (1) Ship Design and Equipment; 

 (2) Fire Protection; 

 (3) Life-Saving Appliances; 

 (4) Subdivision, Stability, Load Lines, and Fishing 

 Vessel Safety; 

 (5) Carriage of Bulk Chemicals; 

 (6) Carriage of Bulk Cargoes and Containers; 

 (7) Radio Communications; 

 (8) Carriage of Dangerous Goods; 

 (9) Safety of Navigation; and 

 (10) Standards of Training and Watchkeeping. 

 All subcommittees channel their efforts through 

 the MSC, which reviews and coordinates their 

 efforts and determines the method of implementing 

 their findings. Coast Guard personnel lead the 

 U.S. delegations to all subcommittees. 

 d. Marine Environment Protection Committee (MEPCI). This 

 Committee is responsible for the execution and 

 coordination of all IMO technical activities relating to 

 the prevention and control of marine pollution from 

 ships. It undertakes activities and disseminates 

 information regarding ship design, construction, 

 equipment, operations, the establishment of standards, 

 11-15 CH-7 
 MARINE SAFETY MANUAL 

 11.B.1.d. (cont'd) and pollution control. It develops 

 internationally agreed upon enforcement procedures for 

 flag and port state "control" of international pollution 

 requirements. Scientific activities, such as the 

 evaluation of chemical hazards, determination of water 

 quality criteria, and the development of remedial 

 measures are also considered. The MEPC also deals with 

 the development and review of all international 

 conventions concerning marine pollution from ships. The 

 Coast Guard furnishes U.S. representatives and advisors 

 to the MEPC. 

 e. Legal Committee. The Legal Committee deals with both 

 public and private legal aspects of maritime affairs. It 

 has prepared the 1984 Protocols to the 1969 Civil 

 Liability and 1971 Fund Conventions, which provide a 

 comprehensive oil pollution compensation and funding 

 scheme. The Legal Committee has also worked on issues 

 such as salvage, maritime liens and mortgages, and legal 

 compensation regime for the carriage of hazardous 

 substances, and limitation of liability. The Coast Guard 

 provides U.S. representatives and advisors for Legal 

 Committee meetings and delegates to international legal 

 conferences. 

 f. Facilitation Committee. The Facilitation Committee deals 

 with the economic aspects of international maritime 

 commerce through the provisions of the 1965 Convention on 

 Facilitation of International Traffic. The participants 

 have a common desire to simplify and minimize the 

 formalities, documentary requirements, and procedures 

 administering the arrival, layover, and departure of 

 ships engaged in international trade. The Office of the 

 Secretary of Transportation (P-22) provides the U.S. 

 representative to this committee. 

 g. Technical Cooperation Committee. The Technical 

 Cooperation Committee performs an advisory function 

 relating to IMO's program of technical assistance to 

 developing countries and reviews technical cooperation 

 projects. The Coast Guard provides the alternate U.S. 

 representative and advisors to this Committee which 

| 2. 

 usually meets twice a year. 

Parties To International Conventions. Figure 11-1 (page 

| 23) indicates those nations which are party to various 

| international conventions concerned with marine safety and 

| environmental protection activities. This information is 

| updated as appropriate; additional questions in this regard 

| should be directed to Commandant (G-CI), FTS/commercial: 

| 8/202-267-2280 (FAX (202) 267 4588). [NOTE: Volume II 

 CH-7 11-16 
 MARINE SAFETY MANUAL 

 11.B.2. (cont'd) (section 1.D, International Conventions And Treaties 

 Related To Marine Inspection To Which The U.S. Is Party) of 

 this manual summarizes the conventions listed in Figure 11-1 

 and their application by the Coast Guard.) 

C. Great Lakes Pilotage. 

 1. Legislation. With the opening of the St. Lawrence Seaway to 

 ocean commerce in 1959, both the United States and Canadian 

 governments enacted legislation in 1960 to regulate pilotage 

 on the Great Lakes. The U.S. Congress passed the Great Lakes 

 Pilotage Act; the Canadian Parliament passed an amendment to 

| the Canada Shipping Act. The acts apply to foreign merchant 

| vessels and U.S. vessels operating on a registry endorsement, 

| not to U.S. vessels operating on a coastwise or Great Lakes 

| endorsement, or Canadian vessels operating exclusively within 

 the Great Lakes. These acts were substantially the same, 

 a. The designation of waters for compulsory pilotage; 

 and responsibilities under the Great Lakes Pilotage Act were 

| Pilotage Regulations are contained in 46 CFR 401, 402, 403, 

 throughout Canada, one being the Great Lakes Pilotage 

 Authority, Ltd., of Cornwall, Ontario. Although individual 

 each containing provisions for: 

 b. The registration of pilots; 

 c. The determination of numbers of pilots; 

 d. Pilotage rates and charges; 

 e. Penalties; and 

 f. Continuing international consultation. 

 The provisions of the Great Lakes Pilotage Act were codified 

 in 1983 in 46 U.S.C. Chapter 93. Initially, the authorities 

 vested in the Secretary of Commerce. In 1967, they were 

| transferred to the SECDOT. The SECDOT has delegated the 

| operational responsibilities under the act to the Commandant 

| of the Coast Guard, while retaining responsibility for 

| agreements with the Canadian Government. The Great Lakes 

| and 404. Prior to 1971, the Canadian law was administered by 

 the Ministry of Transport. In 1971, Canada enacted new 

 legislation creating individual pilotage authorities 

 pilotage authorities are autonomous, the Ministry of 

 Transport retains overall administrative responsibility. 

| 2. Great Lakes Navigation Certificates. Section 9302(b) of the 

| Great Lakes Pilotage Act permitted the issuance of a 

 11-17 CH-7 
 MARINE SAFETY MANUAL 

| 11.C.2.(cont'd) Great Lakes Navigation Certificate, which was known 

| as a "B Certificate." This certificate was issued by Canada 

| to a non-Canadian master. The certificate permitted the 

| master to navigate a foreign vessel in the undesignated 

| waters (i.e., open waters) of the Great Lakes without a U.S. 

| or Canadian registered pilot on board. The U.S. has never 

| issued its own B Certificates. 

 Section 4108 of the Oil Pollution Act of 1990 (OPA 90) 

 amended section 9302(b) of the Great Lakes Pilotage Act to 

 eliminate the use of a Canadian issued B Certificate on U.S. 

 waters of the Great Lakes. The old law permitted foreign 

 masters to transit the undesignated waters without a 

 registered pilot on board as long as the masters met the 

 requirements of U.S. law or "equivalent" provisions of 

 Canadian law. In enacting OPA 90, Congress found that the 

 requirements for a Canadian-issued B Certificate were not 

 equivalent to the standards that the U.S. imposes on its 

 licensed pilots. The use of B Certificates is no longer 

 accepted on the U.S. waters of the Great Lakes because B 

 Certificates did not meet U.S. standards. A registered pilot 

 is now required for all foreign vessels in all U.S. navigable 

 waters of the Great Lakes. 

 3. Pilotage Activities. The geographic area of the St. Lawrence 

 Seaway system includes the St. Lawrence River (from Snell 

 Lock to Cape Vincent), the Welland Canal, the Detroit, St. 

 Clair, and St. Marys Rivers, and the five Great Lakes. This 

 area is divided into three pilotage districts. U.S. and 

 Canadian pilots work together in these districts. In 1993, 

 there were approximately 45 U.S. and 45 Canadian pilots 

 serving the system. While the U.S. pilots are self-employed, 

 the Canadian pilots are government employees. Pilotage rates 

 are established jointly by the governments with input from 

 pilots and members of the maritime industry. A Memorandum of 

 Arrangements between the U.S. SECDOT and the Canadian 

 Minister of Transport sets forth the areas of agreement 

 between the two countries relative to Great Lakes pilotage. 

 The most significant areas of agreement are participation 

 (sharing of work and revenue) by the pilots of each nation 

 and the rates that vessels are charged for pilotage services. 

 The initial agreement, entered into in 1961, has been amended 

 from time to time as necessary, with 1977 being the most 

 recent version. 

 D. Joint Marine Pollution Contingency Plans. 

 1. U.S.-Canadian Contingency Plans. A special report, released 

 by the International Joint Commission (IJC) in 

 CH-7 11-18 
 MARINE SAFETY MANUAL 

 11.D.1. (cont'd) April 1970, contained a recommendation to develop a 

 coordinated contingency plan so that both countries might 

 quickly and effectively respond to major accidental spills of 

 Substances has been developed to provide for quick, 

 includes a general update of the plan. 

 oil or other hazardous materials in the boundary waters of 

 the Great Lakes system. The Joint Canada-U.S. Marine 

 Pollution Contingency Plan for Spill of Oil and Other Noxious 

 effective, coordinated responses to pollution incidents with 

 specific annexes covering each of the geographic U.S.-Canada 

 border areas. In September 1983, the first major revision to 

 the plan was approved. The revision clarifies the roles of 

 the OSC's and the application of dispersant usage and 

 a. Scope. The scope of the plan and its annexes has been 

 expanded from the original IJC recommendation to include 

 the waters of the Great Lakes, the boundary waters on the 

 Pacific and Atlantic coasts, the Beaufort Sea, and the 

 Dixon Entrances, extending seaward as provided for in the 

 annexes to the plan. The plan provides for systems of 

 discovery and notification of discharges of "oil or other 

 noxious substances." It stipulates that a degree of 

 preparedness shall be maintained by each government to 

 provide prompt response with adequate resources to 

 mitigate damages from a spill. The plan provides for 

 joint response in the waters of either party. 

 b. Responsibilities. Responsibility for the implementation 

 and maintenance of the plan rests jointly with the U.S. 

 and Canadian Coast Guards, which are assisted by other 

 federal agencies. In the U.S., this is done through the 

 National Response Team (NRT), under provisions of the 

 NCP. On the regional level, each annex has a separate 

 Joint Response Team (JRT), which has a structure and 

 advisory function similar to the U.S. Regional Response 

 Team (RRT). The plan provides for the predesignated OSC 

 to coordinate response, clean up, and disposal efforts 

 for a spill, and for the deputy on-scene coordinator 

 (DOSC) to act as an assistant. The JRT's may develop and 

 maintain operational appendices to their respective 

 regional annexes of the plan. Appropriate subjects for 

 such coverage would include lists of counterpart 

 officials (JRT co-chairmen, OSC's, DOSC's) and detailed 

 communications information. Commandant (G-MEP) should be 

 provided a copy of any appendix adopted. 

 2. U.S. Mexican Contingency Plan. Recognizing the problems 

 presented by a large oil spill or hazardous substances 

 discharge, the U.S. and Mexican governments have 

 11-19 CH-7 
 MARINE SAFETY MANUAL 

 11.D.2. (cont'd) established a joint contingency plan to develop 

 acted as the lead agency in the development and 

 procedures for pollution incidents. As events in the Gulf 

 of Campeche in the early 1980's have shown, the maritime 

 regions shared by the U.S. and Mexico can be threatened 

 greatly by major pollution incidents. The U.S. Coast Guard 

 implementation of this plan and is responsible for 

 maintaining its viability. The U.S.-Mexico Joint 

 Contingency Plan for Spills of Hydrocarbons and Other 

 Hazardous Substances was signed on 24 July 1980, and 

 implemented formally on 30 March 1981. 

 a. Scope. The Joint Contingency Plan applies to the marine 

 environment of both parties, including the shoreline and 

 the sea within 200 miles, on the Gulf, Atlantic, and 

 Pacific coasts. 

 b. Responsibilities. The plan calls for both parties to 

 develop measures to respond to pollution incidents which 

 may affect the U.S.-Mexican border areas. It also spells 

 out the need for OSC's, with duties similar to the OSC as 

 defined in the U.S. NCP. Commanders (m), Eighth and 

 Eleventh Coast Guard Districts (CCGD8 and CCGD11) serve 

 as co-chairmen of the respective JRT's with their 

 counterparts in the Mexican Navy. Meetings and exercises 

 between the parties on the regional and national levels 

 should be held periodically to maintain cooperative 

 working relationships and effective communications, and 

 an ongoing ability to undertake joint response 

 operations. 

E. Relationships With The Marine Industry. Coast Guard regulatory 

 activities are intended to facilitate safe marine transportation. 

 Concerns for safety, security, and environmental protection must 

 be carefully balanced against economic costs. Marine safety 

 personnel should be sensitive to the views of commercial 

 operators toward government regulation. These views are 

 conscious element in all marine safety decisions. Regulatory 

 public, including safe, fast, low cost, and energy efficient 

 generated by the primary motivation of profitability. 

 Unfortunately, this motive may place a lesser emphasis upon 

 safety, security, and environmental concerns, unless there is a 

 direct profit incentive to reduce hazards and risks. As 

 transportation costs are ultimately passed on to the public, the 

 safe, smooth, efficient flow of marine transportation must be a 

 efforts must be balanced to achieve the best interests of the 

 transportation. In this way, the Coast Guard will demonstrate 

 careful consideration of the economic impacts of its regulatory 

 activities. 

 CH-7 11-20 
 MARINE SAFETY MANUAL 

11.E.1. Personal Conduct. Every member of the maritime industry, 

 regardless of position, forms an impression of the Coast 

 Guard through contacts with marine safety personnel. This 

 opinion of the Coast Guard in general, and of the local unit 

 in particular, is positively or negatively based on 

 perceptions of an individual's attitude and professionalism. 

 As public servants, all marine safety personnel must 

 remember that the public, particularly the maritime 

 industry, will scrutinize performance on the job and conduct 

| "after hours." Personal standards of conduct for Coast Guard 

| personnel are outlined in Coast Guard Regulations, 

| Commandant Instruction (COMDTINST) M5000.3B, and other 

 applicable directives. A knowledgeable, evenhanded, and 

 firm but courteous approach will accomplish much more than a 

 haughty and aloof or a casual, back-slapping manner. There 

 should be no reason for a member of the public to resent the 

 Coast Guard or its personnel due to a bad personal 

 experience. Disagreement with a particular regulation or 

 its enforcement should be expected. The philosophy behind 

 the marine safety program is to obtain compliance and 

 cooperation form those who are regulated, whenever possible. 

 2. Professional Contacts. Many maritime-oriented professional 

 societies and organizations have been established to foster 

 maritime business development. Marine safety personnel are 

 encouraged to affiliate with these organizations at the local 

 level through membership and speaking engagements. This 

 helps maintain a working rapport and good social relations 

 with leaders of the local maritime industry and other 

 government agencies. Examples of such organizations are: 

 a. Propeller clubs; 

 b. Rudder clubs; 

 c. Society of Naval Architects and Marine Engineers (SNAME); 

 d. American Society of Naval Engineers (ASNE); 

 e. Chambers of Commerce; 

 g. Maritime law associations; 

 h. Local safety councils; 

 i. Local environmental groups; 

 f. Local trade associations; 

 11-21 CH-7 
 MARINE SAFETY MANUAL 

 11.E.2. j. Navy League; 

 k. Federal executive associations; 

 l. Industry oil pollution cooperatives; 

 m. National Marine Manufacturers Association (NMMA); 

 n. National Safety Council; 

 o. National Water Safety Congress; 

 p. National Safe Boating Council, Inc.; and 

 q. U.S. Power Squadrons. 

 F. Federal/State Boating Safety Relations. 

 1. Objectives. One of the major purposes of the Recreational 

 Boating Safety (RBS) Program as set forth in Chapter 131 of 

 Title 46 U.S.C. is to improve boating safety and to foster 

 greater development, use, and enjoyment of all waters of the 

 United States by encouraging and assisting participation by 

 the States. Chapter 131 authorizes distribution of Federal 

 funding to eligible States to assist them in developing and 

 carrying out State recreational boating safety programs. 

 Greater State efforts in education, enforcement, and 

 uniformity are key Congressional mandates. To achieve these 

 goals it is necessary that a close relationship be 

 established and maintained between the Coast Guard and the 

 States. The district commander, through his boating safety 

 staff, is the primary contact point with the designated 

 State agencies, usually headed by a State boating law 

 administrator. However, authority to enter into formal 

 contracts for financial assistance under Title 46 U.S.C. 

 13101 is reserved for Commandant (G-N). 

 2. Boating Safety Cooperative Agreements. Title 46 U.S.C. 

 13109 provides authority for the Coast Guard to enter into 

 agreements with the States to ensure their fullest 

 cooperation in promoting boating safety. Authority to enter 

 into Boating Safety Cooperative Agreements with States is 

 public education and training, boating casualty reports and 

 delegated to the district commander. These agreements may 

 include provisions regarding cooperation in law enforcement, 

 investigative reports, search and rescue, regattas and 

 marine parades, and aids to navigation. Cooperative 

 agreements provide a valuable tool to assure the maximum 

 effective use of available resources, Federal and State. 

 (See COMDTINST M16750.8 for more information on 

 Federal/State boating safety relations.) 

 CH-7 11-22 
 MARINE SAFETY MANUAL 

 PARTIES TO INTERNATIONAL CONVENTIONS 

 FIGURE 11-1 

 11-23 CH-7 
MARINE SAFETY MANUAL 

 

 CH-7 11-24 
MARINE SAFETY MANUAL 

 

 11-25 CH-7 
MARINE SAFETY MANUAL 

 

 CH-7 11-26 
MARINE SAFETY MANUAL 

 11-27 CH-7 
MARINE SAFETY MANUAL 

CHAPTER 12. INFORMATION AND DATA SYSTEMS 

CONTENTS

SECTION PAGE

12.A. Purpose and Responsibilities 12-1 

12.A.1. Commandant G-MRI 12-1 

12.A.2. Other G-M Offices 12-2 

12.A.3. Commandant G-CIT 12-2 

12.A.4. Commandant G-LMI 12-2 

12A.5. Operations Systems Center 12-2 

12.A.6. District Offices 12-3 

12.A.7. Hearing Office 12-3 

12.A.8. Field Units 12-3 

12.B. Major G-M Information Systems 12-3 

12.B.1. Marine Information for Safety and Law Enforcement 12-3 

(MISLE) 

12.B.1.a. Purpose 12-3 

12.B.1.b. System Design 12-4 

12.B.1.c. Data Entry 12-5 

12.B.1.d. Data Access 12-5 

12.B.2. Marine Safety Information System (MSIS) 12-5 

12.B.2.a. Purpose 12-5 

12.B.2.b. System Design 12-5 

12.B.2.c. Data Entry 12-6 

12.B.2.d. Data Access 12-6 

12.B.3. Ship Arrival Notification System (SANS) 12-6 

12.B.3.a. Purpose 12-6 

12.B.3.b. System Design 12-6

12.B.3.c. Data Entry 12-6 

12.B.3.d. Data Access 12-6 

12.B.4. Port State Information Exchange (PSIX) 12-7 

12.B.4.a. Purpose 12-7 

12.B.4.b. System Design 12-7 

12.B.4.c. Data Entry 12-7 

12.B.4.d. Data Access 12-7 

12.B.5. Abandoned Vessel Inventory System (AVIS) 12-7 

12.B.5.a. Purpose 12-7 

12.B.5.b. System Design 12-7

12.B.5.c. Data Entry 12-7 

12.B.5.d Data Access 12-7 

12.B.6. Merchant Marine Licensing and Documentation 12-8 

System (MMLD) 

12.B.6.a. Purpose 12-8 

12-i CH-13 
MARINE SAFETY MANUAL 

CONTENTS

12.B.6.b. System Design 12-8 

12.B.6.c. Data Entry 12-8 

12.B.6.d. Data Access 12-8 

12.B.7. Vessel Documentation System (VDS) 12-8 

12.B.7.a. Purpose 12-8 

12.B.7.b. System Design 12-9 

12.B.7.c. Data Entry 12-9 

12.B.7.d. Data Access 12-9 

12.B.8. Internet and Intranet Pages 12-9 

12.C. Pollution and Chemical Hazards Response Information Systems 12-9 

12.C.1. National Response Resource Inventory (RRI) 12-9 

12.C.1.a. Purpose 12-9 

12.C.1.b. System Design 12-9 

12.C.1.c. Data Entry 12-9 

12.C.1.d. Data Access 12-9 

12.C.2. Vessel Response Plan Databases. 12-10 

12.C.2.a. Purpose 12-10 

12.C.2.b. System Design 12-10 

12.C.2.c. Data Entry 12-10 

12.C.2.d. Data Access 12-10 

12.C.3. Spill Planning, Exercises and Response System 12-10 

(SPEARS) 

12.C.3.a. Purpose 12-10 

12.C.3.b. System Design 12-10 

12.C.3.c. Data Entry 12-11 

12.C.3.d. Data Access 12-11 

12.C.4. Computer-Aided Management of Emergency Operations 12-11 

(CAMEO) 

12.C.4.a. Purpose 12-11 

12.C.4.b. System Design 12-11 

12.C.4.c. Data Entry 12-11 

12.C.4.d. Data Access 12-11 

12.C.5. Chemical Hazards Response Information System (CHRIS) 12-12 

12.C.5.a. Purpose 12-12 

12.C.5.b. System Design 12-12 

12.C.5.c. Data Entry 12-12 

12.C.5.d. Data Access 12-12 

12.C.6. Chemical Data Guide for Bulk Shipment by Water 12-12 

(COMDTINST M16616.6A). 

12.C.6.a. Purpose 12-12 

12.C.6.b. System Design 12-12 

12.C.6.c. Data Entry 12-12 

12.C.6.d. Data Access 12-13 

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MARINE SAFETY MANUAL 

CONTENTS

12.C.7. Chemical Information System (CIS) 12-13 

12.C.7.a. Purpose 12-13 

12.C.7.b. System Design 12-13 

12.C.7.c. Data Entry 12-13 

12.C.7.d. Access 12-13 

12.C.7.e. CIS User Support Group 12-13 

12.D. Other Coast Guard Information Systems 12-14 

12.D.1. Automated Mutual-Assistance Vessel Rescue 12-14 

(AMVER) System

12.D.1.a. Purpose 12-14 

12.D.1.b. System Design 12-14 

12.D.1.c. Data Entry 12-14 

12.D.1.d. Data Access 12-14 

12.D.2. Boating Accident Report Database (BARD) System 12-14 

12.D.2.a. Purpose 12-14 

12.D.2.b. System Design 12-15 

12.D.2.c. Data Entry 12-15 

12.D.2.d. Data Access 12-15 

12.D.3. Auxiliary Management Data System (AUXDATA) 12-15 

12.D.4. Manufacturer Identification Code (MIC) System 12-15 

12.D.5. Defect Cases and Recall Campaigns 12-16 

12.D.6. Boating Mailing Label System (MLS) 12-16 

12.E. Headquarters and Unit Files 12-16 

12.E.1. Commercial Vessel Casualty File 12-16 

12.E.2. Commercial Vessel Safety (CVS) Plan Review Case Files 12-16 

12.E.2.a. Marine Safety Center (MSC) Procedures 12-17 

12.E.2.a.(1) Identification/Segregation 12-17 

12.E.2.a.(2) Latest Revisions 12-17 

12.E.2.a.(3) Indexing 12-17 

12.E.2.a.(4) Completion Date 12-17 

12.E.2.a.(5) Culling 12-17 

12.E.2.a.(6) Correspondence 12-17 

12.E.2.a.(7) Review In Cooperation With The OCMI 12-17 

12.E.2.a.(8) Review Activities Subsequent To Vessel 12-17 

Completion

12.E.2.a.(9) Disposition After Life Of Vessel 12-18 

12.E.2.b. OCMI Procedures 12-18 

12.E.2.b.(1) Subchapter T Vessels 12-18 

12.E.2.b.(2) Vessels Other Than T-Boats 12-18 

12.E.2.b.(2)(a) Complete Review By OCMI 12-18 

12.E.2.b.(2)(b) Limited Assistance From MSC 12-18 

12.E.2.b.(2)(c) Limited Review By OCMI 12-18 

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MARINE SAFETY MANUAL 

CONTENTS

12.E.2.b.(2)(d) Review Activities Subsequent 12-18 

To Vessel Completion. 

12.E.2.b.(2)(e) Indexing 12-19 

12.E.2.b.(2)(f) Culling, Forwarding To MSC 12-19 

12.E.2.c. Headquarters Procedures 12-19 

12.E.2.c.(1) Plan Review Correspondence 12-19 

12.E.2.c.(2) Forwarding Plans To The MSC 12-19 

12.E.2.c.(3) Headquarters Vessel Records 12-19 

12.E.2.c.(4) Concept Review 12-19 

12.E.2.d. Plans To Be Retained 12-20 

12.E.3. Tonnage Measurement Vessel Files 12-20 

12.E.4. "Type Approval" And "Type Certification" Case Files 12-20 

12.E.4.a. Equipment Lists, COMDTINST M16714.3 Series 12-21 

12.E.4.a.(1) Lifesaving, Fire Protection, Engineering, 12-21 

Navigation and Electrical Equipment 

12.E.4.a.(2) Marine Sanitation Devices (MSD) and 12-21 

 Engineering Equipment 

12.E.4.a.(3) Approval Letters 12-21 

12.E.4.a.(4) Approval Certificates 12-22 

12.E.5. Obtaining Headquarters Records Outside Normal 12-22 

Working Hours 

12.E.6. Unit Investigation Files 12-22 

12.E.7. Unit Vessel Files 12-22 

12.E.8. Unit Facility Files 12-22 

12.E.9. Unit Violation Files 12-22 

12.F. MISLE Data Entry Procedures 12-22 

12.F.1. Main Menu 12-23 

FIGURE 12-1 MISLE Entry Screen 12-23 

12.F.2. Screen Help 12-24 

12.F.3. Drop Down Menus 12-24 

12.F.4. User Documentation 12-24 

12.F.5. Assistance 12-24 

12.G. MISLE Sections 12-24 

12.G.1. MISLE Cases Section 12-24 

12.G.2. MISLE Activities Section 12-24 

12.G.2.a. Vessel Inspection 12-24 

12.G.2.b. Facility Inspection 12-24 

12.G.2.c. Vessel Boarding 12-25 

12.G.2.d. Investigation 12-25 

12.G.2.e. Impose Vessel Operational Control 12-25 

12.G.2.f. Fishing Vessel Exam 12-25 

12.G.2.g. Platform Inspection 12-25 

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MARINE SAFETY MANUAL 

12-v CH-13 

CONTENTS 

12.G.2.h. Vessel Sighting 12-25 

12.G.2.i. Enforcement Activity 12-25 

12.G.2.j. Impose Facility Operational Control 12-25 

12.G.2.k. Towing Vessel Exam 12-26 

12.G.2.l Cargo Transfer Monitor 12-26 

12.G.2.m Resource Sortie 12-26 

12.G.2.n Incident Management 12-26 

12.G.2.o Impose Waterway Operational Control 12-26 

12.G.2.p. Cargo/Container Inspection 12-26 

12.G.2.q. Import Activities 12-26 

12.G.3. MISLE Facilities/Bridges Section 12-26 

12.G.4. MISLE Parties Section 12-26 

12.G.5. MISLE Vessels Section 12-26 

12.G.6. MISLE Safety Records Section 12-27 

12.G.7. MISLE Standard Reports Section 12-27 

12.G.8. MISLE Vessel Arrivals Section 12-27 

12.G.9. MISLE Reference Material Section 12-27 

12.G.10. MISLE Approved Equipment Section 12-27 

12.G.11. MISLE FINCEN Section 12-27 

12.G.12. MISLE Waterways Section 12-28 

12.G.13. MISLE Notification Section 12-28 

12.G.14. MISLE Utilities Section 12-28 

12.G.15. MISLE Links Section 12-28 

12.H. MISLE Data Entry and Activities Action Standards 12-28 

12.H.1. Marine Inspections 12-28 

12.H.2. Marine Investigations 12-28 

12.H.3. Marine Enforcement/Violations 12-29 

12.H.4. Other Marine Safety Activities 12-29 

12.I. Relevant Laws, Regulations and Policies 12-30 

12.I.1. Freedom of Information Act 12-30 

12.I.2. Privacy Act 12-31 

12.I.3. OMB Circular A-130 12-32 

12.I.4. Federal Records Act 12-32 

Figure 12-2 Checklist for Information to be Withheld 12-33 
MARINE SAFETY MANUAL 

CHAPTER 12. INFORMATION AND DATA SYSTEMS 

A. Purpose and Responsibilities. Information systems are vital to our ability to do 

our jobs. They make the right information available to our decision makers at the 

right time. Without them we could not properly measure our performance or 

assess risks as required by the Commandant (G-M) Business Plan. They are also 

very resource intensive and the technology for IRM is changing rapidly. 

Consequently, sound management is required to capture and make available the 

necessary information at the least cost. This chapter provides policies applicable 

to Commandant (G-M) information systems. The Commandant (G-M) 

information system management responsibilities are described below. 

1. Commandant (G-MRI). The Office of Information Resources, under the 

supervision of the Director for Resource Management, Commandant (GMR), is responsible for the overall management of Marine Safety, Security 

and Environmental Protection (Commandant (G-M)) information 

resources. These responsibilities include: 

a. Plan, organize, direct, promote, control and manage activities and 

resources associated with the collection, creation, use, and 

dissemination of information. 

b. Develop, operate, maintain and support information systems in 

order to satisfy the overall Commandant (G-M) needs. 

c. Implement statutory and regulatory requirements for carrying out 

information management activities. 

d. Coordinate all projects, studies and procurements requiring 

Information Resource Management (IRM) or IRM related services. 

e. Promulgate Commandant (G-M) IRM policies, procedures and 

responsibilities to ensure that information resources are used 

effectively, efficiently and economically in support of Office 

missions. 

f. Evaluate the data contained within the major Commandant (G-M) 

information systems in order to improve its accuracy, 

completeness, and reliability. 

g. Assist customers in determining cost-effective uses of information 

technology to better perform their missions. 

h. Represent Commandant (G-M) on Coast Guard IRM councils, 

committees, and task forces. 

i. Actively involve all information users in the development and 

management of information systems. 

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MARINE SAFETY MANUAL 

2. Other Commandant (G-M) Offices. Each Commandant (G-M) office is 

responsible for informing Commandant (G-MRI) of their information 

needs. There is one center for data analysis in each Commandant (G-M) 

directorate. These centers are responsible for coordinating the information 

and analysis needs for their respective directorate. The office information 

management responsibilities are as follows: 

a. G-MOA G-MO analysis center; Marine casualty and pollution 

investigation data; pre-adjudication marine violation data. 

b. G-MOC Vessel inspection, port safety, and facilities data. 

c. G-MOR Marine pollution incident and response planning. 

d. G-MW Waterway management data. 

e. G-MRP G-MR analysis center; Commandant (G-M) Business 

Plan data. 

f. G-MSE Vessel design and engineering standards and equipment 

approvals. 

g. G-MSO Hazardous materials, maritime personnel, operating and 

environmental standards data. 

h. G-MSR G-MS analysis center; regulatory evaluation data. 

i. G-MP Port and vessel security data. 

j. NMC Merchant mariner licensing and documentation data, and 

vessel documentation data. 

k. MSC Plan review of vessels and system designs, and equipment 

approvals. 

3. Commandant (CG-6). Commandant (CG-6) is responsible for overall 

management of Coast Guard information resources. They set Coast Guard

wide policies and standards for information systems. They also provide 

for standard information management equipment such as the Coast Guard 

standard workstation and communications links such as the Coast Guard

Data Network. 

4. Commandant (G-LMI). Commandant (G-LMI) is responsible for the 

oversight of the Hearing Officer Program and Hearing Office use of any 

electronic case tracking system, including the Marine Violation portion of 

MISLE. They are responsible for the release of MISLE marine violation 

data when adjudication has occurred. 

5. Operations Systems Center. The Operations Systems Center (OSC) is 

responsible for operating and maintaining the central processors for major 

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MARINE SAFETY MANUAL 

 12.A.5. (cont’d) existing electronic information systems such as MISLE and 

AMVER. Their responsibilities include protecting data from loss by 

conducting regular backups of the central database and ensuring maximum 

system availability. 

6. District Offices. District offices are responsible for ensuring that their 

subordinate units use information systems in accordance with current 

polices. District (m) is responsible for overseeing the quality of data 

entries made by district units by conducting regular quality control checks 

and taking action to correct any deficiencies. District offices must make 

certain data entries into Commandant (G-M) information systems. They 

also use data from those systems for management and oversight. District 

offices should inform Commandant (G-MRI) of any information needs 

that are not being met by current Commandant (G-M) information 

systems. 

7. Hearing Office. The USCG Hearing Office is responsible for the 

adjudication of civil penalty cases and updating the civil penalty case 

tracking system. 

8. Field Units. Field units are the primary source of data entry for most 

Commandant (G-M) information systems. The unit commanding officer 

is responsible for ensuring the accuracy of all information entered into 

these systems by: 

a. Providing training to all information system users. 

b. Maintaining a password control system to limit access, entry and 

validation authority to the appropriate personnel. 

c. Establishing a unit data quality control program to detect and 

correct data entry errors. 

B. Major Commandant (G-M) Information Systems. 

1. Marine Information for Safety and Law Enforcement (MISLE). 

a. Purpose. MISLE is a web based electronic information system using a 

centrally located database located at the OSC in Kearneysville, West 

Virginia. It provides a common pool of information linking all of 

Commandant (G-O) and Commandant (G-M)’s data and enterprise 

work including: Port State Control Vessel Boardings; Law 

Enforcement Boardings; Vessel, Facility, and Container Inspections; 

Lookout Sightings; Waterways Management; Investigations; 

Enforcement of Maritime Laws; and Incident Response Management. 

This last function is designed to be used in real time, assisting field 

command and control personnel in decisionmaking and other 

management functions. It is suitable for “all-hazards” responses, not 

just traditional Marine Safety cases. MISLE consists of three 

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MARINE SAFETY MANUAL 

12.B.1.a. (cont’d) integrated products, the Vessel Documentation System, 

Marine Safety Network, and a Data Warehouse with online analysis 

and reporting tools. 

(1) Vessel Documentation System (VDS). The National Vessel 

Documentation Center (NVDC) is the primary user community 

for the VDS. The NVDC processes all vessel documentation 

instruments such as Abstracts of Title, Certificates of 

Ownership and Certificates of Documentation. The VDS 

component of MISLE consists largely of an electronic 

workflow management system and is used to automate paperbased processes. 

(2) Marine Safety Network (MSN). The MSN is a case 

management and consequence management system for 

Commandant (G-M) and Commandant (G-O) field activities. 

MSN is the core of MISLE and is tightly integrated with 

business processes. Subject matter experts from field units, 

District Offices, and HQ were brought together during 

numerous development sessions. MISLE Activities include: 

LE Boardings & Sightings; Marine Inspections; 

Casualty/Pollution Investigations; SAR; and Incident Response 

(Spills/Collisions/Groundings). MISLE provides the capability 

to combine several Activities resulting from one event, under 

one Case. A typical example is a vessel grounding that 

becomes a SAR case, Marine Safety inspection and 

investigation, and a pollution incident. 

(3) Data Warehouse. The MISLE Analysis and Reporting System

(MARS) data warehouse includes an analysis and reporting 

system that provides tools to enable turning data into 

information into knowledge for improved decision making and 

program management, as well as making mission performance 

measurements. MARS reduces the need for data calls to field

units by placing analysis and reporting tools in Program

Managers hands, easily accessible and configurable in a web 

browser. When added on-line, the Geographic Information 

System (GIS) will serve as a dynamic visualization tool to 

display the locations of MISLE activities, and other certain 

data pertaining to MISLE referential data. 

b. System Design. MISLE is a web-based system that is accessible 

from any CG workstation. Deploying a centralized system

improves configuration management and troubleshooting 

capabilities while providing a more flexible upgrade path. MISLE 

is a modern system that was built using latest software 

development techniques such as Joint Applications 

Development/Rapid Applications Development (JAD/RAD) 

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MARINE SAFETY MANUAL 

12.B.1.b. (cont’d) development model, and improved database 

design/delivery using mobile code and a web browser for the user 

interface. MISLE was designed to reduce redundant data entry by 

using common referential data for vessels/parties, allowing us to 

combine different legacy systems such as MSIS and LEIS, and 

SARMIS. MISLE was designed with an open architecture to

accommodate changing or adding components to easily expand 

system functionality to meet changing mission needs. To ease the 

transition between different legacy systems, User Guides were 

developed by program offices and are posted on an information 

website called MISLENET. The program manager for MISLE, 

Commandant (G-MRI-3), coordinates the needs of each program 

office with OSC. 

c. Data Entry. MISLE data can be entered by a number of sources 

including Marine Safety units, Groups, Vessels, and the National 

Vessel Documentation Center. Security protocols restrict which 

sources may enter specific data. 

d. Data Access. MISLE contains multiple levels of data access 

depending on user authorization. Data is available on-line to: 

Coast Guard units; Federal law enforcement agencies; State 

agencies; financial institutions; and the maritime industry 

organizations. Some non-sensitive data may be made directly 

available to the public via the Internet. MISLE and MARS data 

should not be provided to individuals and organizations 

outside the Coast Guard by field personnel. External requests 

for MISLE data related to Marine Safety should be forwarded to 

Commandant (G-MRI-1) for action. External requests for MISLE 

data related to law enforcement should be forwarded to 

Commandant (G-OCC) for action. 

2. Marine Safety Information System (MSIS). 

a. Purpose. Prior to the advent of the MISLE system, MSIS was the 

primary information system for support to USCG Marine Safety 

activities. MISLE replaced MSIS on 21 December 2001. 

Historical information contained in MSIS can still, however, be 

accessed through the MSIS Rehost Interface Project (MSISR-IP). 

MSISR-IP is a web-based application that allows users to view

cases and other information that existed in MSIS. MSISR-IP 

displays the case data from MSIS in the same format that MSIS 

did. MSISR-IP has all the data that was in MSIS up to the day that 

MSIS ended, on 13 December 2001. 

b. System Design. MSIS merged information from field reports into 

a common information base, which was shared by all users of the 

system. System characteristics include: product and forms printing 

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MARINE SAFETY MANUAL 

12.B.2.b. (cont’d) for hard copy records; summary activity reports for 

activity management; automated monitoring, prompting and 

notification functions; and maintenance of vessel, facility and party 

summaries (such as the port safety vessel history). The MSISR-IP

database is composed of master files, which contain histories and 

summaries of vessels, facilities, involved parties, and hazardous 

cargoes. 

c. Data Entry. Data entry into MSIS ended with the deployment of 

MISLE. 

d. Data Access. The files in MSIS still contain sensitive personal 

data that is protected from release under the Privacy Act and 

Freedom of Information Act. Access to MSIS through MSIS-IP is 

limited. MSIS data should not be provided to individuals and 

organizations outside the Coast Guard. External requests for 

MSIS data should be forwarded to Commandant (G-MRI-1) for 

action. 

3. Ship Arrival Notification System (SANS). 

a. Purpose. SANS was developed to provide a central database for 

all vessel arrival information for national security purposes. The 

SANS database facilitates the flow of Notice of Arrival 

information from the National Vessel Movement Center (NVMC) 

to Coast Guard Field Units. SANS contains all of the required 

information provided by 33 CFR 164 Notice of Arrival Regulation. 

This information includes general vessel data, port destinations, 

arrival and departure dates, crew and passenger information, and 

cargo information. 

b. System Design. SANS is a web-based system that is accessed via 

the USCG intranet at HTTP://SANS.OSC.USCG.MIL. The 

NVMC, where SANS is hosted, is located at the OSC in 

Kearneysville, WV. 

c. Data Entry. The NVMC watchstander enters all Notice of Arrival 

(NOA) and Notice of Departure (NOD) information into SANS. 

d. Data Access. Information that is entered into SANS is 

immediately available for viewing by the USCG Intelligence 

Coordination Center (ICC) and USCG Captains of the Port 

(COTPs) via the USCG Intranet web page. SANS is “read only” 

for all field users. SANS data should not be provided to 

individuals and organizations outside the Coast Guard. 

External requests for SANS data should be forwarded to 

Commandant (G-C2) for action. 

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MARINE SAFETY MANUAL 

4. Port State Information Exchange (PSIX). 

a. Purpose. PSIX provides the public access to selected vessel data 

from MISLE. It also serves as a demonstration project to show the 

potential for an International Maritime Organization information 

system to share data on vessels worldwide for use in port state 

control actions. 

b. System Design. PSIX is a Microsoft SQL Server database located 

on a computer at OSC Martinsburg that is accessible 24 hours a 

day via the World Wide Web. It enables users to conduct standard 

searches and retrieve standard reports. The database is periodically 

updated from MISLE. 

c. Data Entry. PSIX is a retrieval only data system. Data is loaded 

no less than weekly by OSC Martinsburg from MISLE. Requests 

for data corrections should be sent to Commandant (G-MRI-2). 

d. Data Access. PSIX does not contain any sensitive personal data 

and is available to the public. Units should encourage members of 

the public and other agencies to obtain vessel data directly from

PSIX. Coast Guard personnel should obtain their data from

MISLE rather than PSIX because the data in MISLE is more

complete and up-to-date. 

5. Abandoned Vessel Inventory System (AVIS). 

a. Purpose. AVIS is designed to consolidate information regarding 

abandoned vessels in U.S. navigable waters. Because there are 

potential and real threats associated with abandoned vessels, each 

Coast Guard Captain of the Port (COTP) is required to investigate 

reports of abandoned vessels and annually survey their area of 

responsibility to assess the abandoned vessels within. An 

inventory of available data is maintained on those vessels that pose 

or are likely to pose a substantial pollution threat, hazard to 

navigation, or other significant safety or health threat. 

b. System Design. The AVIS database is currently hosted by FYIFor Your Information, Inc. and is accessed via the World Wide 

Web. 

c. Data Entry. The entry of new data is accomplished over the web. 

Coast Guard Units can enter new records, update existing records, 

and conduct a limited number of queries. 

d. Data Access. To access AVIS, enter the site at: 

http://cgweb.uscg.mil/smalldb/g-m/CG-AVIS. Access is 

limited, and users will be prompted to enter the unit’s user name

and password, which are provided by Commandant (G-MWP). 

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MARINE SAFETY MANUAL 

6. Merchant Marine Licensing and Documentation System (MMLD). 

a. Purpose. MMLD automates the processing of merchant mariner 

licenses and documents. In doing so it provides a continuously 

updated database of merchant mariner records, eliminates 

duplication of effort, promotes consistency and meets the 

requirements of the International Convention on Standards of

Training, Certification, and Watchkeeping for Seafarers, 1978 

(STCW). 

b. System Design. MMLD is an intranet accessible ORACLE 

database application hosted at the OSC for use by 17 Regional 

Exam Centers (RECs) across the country and National Maritime

Center (NMC) personnel. This centralized web-based approach 

allows all users of the system to share a common database 

containing information on merchant mariners and the status of 

their licenses and documents. MMLD is updated, on a real-time 

basis as data entries are made by MMLD users. 

c. Data Entry. Coast Guard personnel at 17 RECs and NMC 

personnel are responsible for data entry. 

d. Data Access. Coast Guard personnel at the NMC and REC have 

data access to MMLD data via an intranet web address. Mariner 

data is also accessible via MISLE to users at the Marine Safety 

Offices. This data is real time read only. MMLD contains 

sensitive personal data that is protected from release under the 

Privacy Act, Freedom of Information Act and other laws. 

Requests for MMLD data from persons or organizations outside 

the Coast Guard should be forwarded to the National Maritime 

Center. 

7. Vessel Documentation System (VDS). 

a. Purpose. Vessel documentation is a national form of registration 

that provides conclusive evidence of nationality for international 

purposes, provides for unhindered commerce between the states, 

and admits vessels to certain restricted trades, such as coastwise 

trade and fisheries. A Certificate of Documentation is required for 

the operation of a vessel in certain trades, serves as evidence of 

vessel nationality, and permits a vessel to be subject to preferred 

mortgages. The Vessel Documentation System (VDS) is the 

electronic information system for entry, update, and storage of data 

associated with Coast Guard documented vessels, such as the 

Official Number, managing owner, vessel build information, and 

trade endorsements. 

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MARINE SAFETY MANUAL 

b. System Design. VDS is an Oracle database that is located and 

maintained at the Operations System Center in Kearneysville, WV. 

Imaging and workflow software is provided by 170 Systems. The 

MarkView Imaging System is the software that provides the 

capture, storage, retrieval, and other imaging functions. The 

SQL*Flow Workflow Management System is the software used to 

set up, execute, and manage the workflows necessary to implement 

the Vessel Documentation System’s business rules. 

 c. Data Entry. Personnel at the National Vessel Documentation 

Center in Falling Waters, WV enter data and update records 

through VDS. 

d. Data Access. Access directly to VDS for entry and update is 

restricted to NVDC personnel. Read-only access to vessel 

documentation data is available to all MISLE users via the MISLE 

vessel and party details. 

8. Internet and Intranet Pages. Internet and Intranet pages are a convenient 

means for providing access to information. Internet pages are used to 

provide information both to the public and to Coast Guard personnel while 

Intranet pages provide information for use only within the Coast Guard. 

Many Internet pages already exist, providing access to laws, regulations, 

policies and other information to virtually all Coast Guard employees. 

The Commandant (G-M) Internet Home Page address is: http://www. 

uscg.mil/hq/g-m/gmhome.htm. 

C. Pollution and Chemical Hazards Response Information Systems. 

1. National Response Resource Inventory (RRI). 

a. Purpose. RRI is a database of spill containment and removal 

equipment. This data is used to provide information to on-scene 

coordinators concerning resources available within their zones to 

respond to pollution incidents and to update contingency plans. 

b. System Design. The database includes listings of spill response 

equipment owned or maintained by contractors, private companies, 

cooperatives, or government agencies. The RRI database is 

maintained on a computer at the National Strike Force 

Coordination Center (NSFCC). 

c. Data Entry. The NSFCC staff enters data provided by contractors, 

private companies, cooperatives, or government agencies. 

d. Data Access. RRI data is available from the NSFCC. 

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MARINE SAFETY MANUAL 

2. Vessel Response Plan Databases. 

a. Purpose. Two databases exist for tracking vessel response plan 

data. The Vessel Response Plan (VRP) database contains 

information on vessel response plans required under OPA 90. The 

Shipboard Oil Pollution Emergency Plan (SOPEP) database 

contains information on vessel response plans required under 

MARPOL. 

b. System Design. Both databases are Microsoft SQL Server 

databases hosted on a web server that is maintained by a 

contractor. The VRP database contains specific information on the 

vessel response plan including: owner/operator; oil spill response 

organizations; COTP zones authorized; and correspondence. The 

SOPEP database contains similar information except for oil spill 

response organizations. 

c. Data Entry. Data is entered into these databases by the contractor 

based on plan submissions and related correspondence. 

d. Data Access. VRP and SOPEP data is available from

Commandant (G-MOR-2). 

3. Spill Planning, Exercises and Response System (SPEARS). 

a. Purpose. SPEARS is a graphically oriented computer tool to 

facilitate the planning, exercising and response to oil and 

hazardous substance spills. It provides the On Scene Coordinator 

with a decision support tool consisting of integrated databases, 

models, templates and response activity tracking components. It is 

intended to provide both historical and real-time information to 

facilitate comprehensive incident planning and promote efficient 

action when responding to a spill incident. Current functions of 

SPEARS will be integrated into MSN for access over the intranet. 

SPEARS will also be maintained as a stand-alone desktop tool for 

Planning Officers only. 

b. System Design. SPEARS is an integrated management tool which 

operates on Windows or Macintosh operating systems. The 

components include key portions of Computer-Aided Management 

of Emergency Operations (CAMEO) and its air dispersion model 

(ALOHA), a chemical information database, and a geographical 

information mapping system. MISLE facility information and 

pollution investigation data are provided and updated quarterly for 

trend and risk analysis. Local and regional information regarding 

commodities transported, environmentally sensitive areas, and 

response resources can be geo-referenced for ready availability to 

response and planning personnel. SPEARS incorporates other spill 

12-10 CH-13 
MARINE SAFETY MANUAL 

12.C.3.b. (cont’d) tools developed by the Coast Guard and NOAA, 

including: an oil weathering model, a dispersant and in-situ 

burning planner, and several databases. A powerful search and 

query tool is included to retrieve data from the databases. 

Information retrieved can be geographically displayed on 

MARPLOT or exported to a spreadsheet for further analysis. 

c. Data Entry. Data is not directly entered into SPEARS any longer. 

Any data that is updated is extracted from MISLE data on facilities 

and pollution investigations. 

d. Data Access. SPEARS access is limited to Coast Guard personnel 

at Marine Safety units. Access may be further restricted by the 

unit based on information needs and training. The MISLE data 

on SPEARS may contain personal data that is protected from 

release under the Privacy Act and Freedom of Information 

Act. Requests for MISLE data should be forwarded to 

Commandant (G-MRI-1) for action. Requests for other SPEARS 

data should be forwarded to Commandant (G-MOR) for action. 

 4. Computer-Aided Management of Emergency Operations (CAMEO). 

a. Purpose. CAMEO assists emergency planners, facility operators, 

and first responders in planning for and responding to chemical 

accidents. It includes emergency response information and 

recommendations for more than 4,000 hazardous chemicals. 

CAMEO is the USCG’s emergency preparedness and response 

modeling simulation tool of choice, pending action by the 

Department of Homeland Security. 

b. System Design. CAMEO includes both databases and 

applications. The chemical database contains names, synonyms, 

formulas, and regulatory and response information for more than 

4,000 chemicals. CAMEO also includes ALOHA (an air 

dispersion model), MARPLOT (a mapping application), and 

additional room to maintain records and information useful for 

emergency response and planning. It is no longer a Macintoshonly application. It is also available on the CG workstation. 

c. Data Entry. All initial data entry for the system (chemical 

information, dispersion model, mapping program) was made 

during development. Records and information entries can be made 

and stored at the discretion of the user. 

d. Data Access. CAMEO is available at each MSO and Activity. 

CAMEO is available for sale to the public from the National 

Safety Council. MARPLOT and ALOHA are also available for 

purchase separately. 

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5. Chemical Hazards Response Information System (CHRIS), COMDTINST 

M16465.12 (series). 

a. Purpose. CHRIS provides information on over 1,300 chemicals 

that are shipped by water. This data has many uses including spill 

response, emergency planning and facility and vessel design. 

b. System Design. CHRIS is a 3,000-page data manual. CHRIS 

contains qualitative and quantitative data covering the physical, 

toxicological and chemical properties of each chemical. CHRIS 

has two 8 1/2 by 11 pages for each chemical, one for the properties 

and another containing eight tables showing each property as a 

function of temperature. 

c. Data Entry. CHRIS is a retrieval only data system. Commandant 

(G-MSO-3) is responsible for management of this data. 

Suggestions, corrections and errors should be forwarded to 

Commandant (G-MSO-3). 

d. Data Access. CHRIS manuals are available for purchase by the 

public from the U.S. Government Printing Office. CHRIS is also 

available on the internet at www.chrismanual.com and on CDROM. Coast Guard units may contact Commandant (G-MSO-3) 

for a free copy. 

6. Chemical Data Guide for Bulk Shipment by Water, COMDTINST 

M16616.6 (series). 

a. Purpose. The Chemical Data Guide for Bulk Shipment by Water 

provides information on over 312 chemicals that are shipped in 

bulk on vessels. The data can be used for spill response, 

emergency planning, and facility and vessel design. Although 

designed for Coast Guard personnel and the marine industry, it is 

also a useful data source for non-marine users. 

b. System Design. The guide consists of one page of quantitative 

information for each chemical that includes data on physical 

properties, fire and explosion hazards, health issues, reactivity and 

spill countermeasures. Appendices include cargo compatibility 

information, medical kit information for cyanide-like cargoes, the 

International Maritime Organization list of oils, measurement 

conversion factors, and a temperature conversion chart. 

c. Data Entry. This is a retrieval only data system. Commandant (GMSO-3) and its contractor are responsible for all data entries. 

Suggestions and corrections of error reports should be forwarded 

to Commandant (G-MSO-3). 

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d. Data Access. The Chemical Data Guide for Bulk Shipment by 

Water is available to Coast Guard units from the Coast Guard

Supply Center. It is available for purchase by the public from the 

U.S. Government Printing Office. 

7. Chemical Information System (CIS). 

a. Purpose. CIS provides rapid access to chemical data through an 

on-line searchable database. 

b. System Design. CIS is a collection of databases and search 

systems jointly developed by the National Institutes Of Health 

(NIH) and the Environmental Protection Agency (EPA). Several 

of these databases contain information that can assist units 

involved in environmental response activities. The Structure and 

Nomenclature Search System (SANSS), Oil and Hazardous 

Materials Technical Assistance Data System (OHMTADS), and 

Registry of Toxic Effects of Chemical Substances (RTECS) 

databases contain a wide variety of information on hazardous 

substances, including their associated physical and toxicological 

properties, synonyms, and commercial data. Navigation and 

Vessel Inspection Circular (NVIC) No. 5-81, Literature 

Concerning Hazardous Cargoes, lists current sources of 

information and is available on the internet at 

http://www.uscg.mil/hq/g-m/nvic. Units needing additional 

information on any other database in CIS should contact CIS, Inc., 

directly or contact their respective district (m) office. 

c. Data Entry. CIS is a retrieval only data system. 

d. Access. CIS is available on a 24-hour basis to assist units with 

emergency response and contingency planning for hazardous 

substance incidents. Commandant (G-MOR) maintains contracts 

that provide all COTPs with direct access to CIS databases. 

e. CIS User Support Group. CIS has formed a user support group to 

assist personnel having problems with the system. Questions or 

problems with the system should be referred to the user support 

group at (800) 247-8737. The Coast Guard has access to CIS

through the following units: 

(1) National Response Center (NRC); 

(2) Commandant (G-MOR-3); 

(3) National Strike Force (NSF) units; 

(4) Training Center (TRACEN) Yorktown, VA (t-mss); and 

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MARINE SAFETY MANUAL 

(5) MSO/Activity offices. 

D. Other Coast Guard Information Systems. Information systems developed by 

other Coast Guard programs can frequently provide information that is useful for 

marine safety, security and environmental protection activities. This section 

describes some of the information systems used by Marine Safety units in the 

past. 

1. Automated Mutual Assistance Vessel Rescue (AMVER) System. 

a. Purpose. AMVER maintains a plot on the locations of commercial 

vessels throughout the world for use in SAR activities. Data on 

predicted vessel locations and their SAR capabilities are made 

available to rescue coordination facilities of any nation during 

maritime emergencies. 

b. System Design. AMVER is based on a central computer at the 

OSC in Kearneysville, WV. It's goal is to obtain the most complete 

vessel plot possible, identifying at least 75 percent of commercial 

vessels engaged in offshore voyages or activities for 24 hours or 

more. A worldwide voluntary communications network receives 

and relays vessel location data from participating vessels to OSC. 

An AMVER education program is coordinated by each district to 

encourage mariner participation. Marine Safety units help promote 

and publicize AMVER through industry liaison, designating 

AMVER boarding officers and conducting AMVER boardings. 

Management and Operation of the Automated Mutual Assistance 

Vessel Rescue (AMVER) System, COMDTINST 16122.2 (series) 

provides a list of codes used to identify the home administration 

(nation of registry) of a merchant vessel. Further information on 

the AMVER System may be obtained from Commandant (G-OPR1) at (202) 267-1552. 

c. Data Entry. The OSC staff makes all entries. 

d. Data Access. AMVER information is considered proprietary in 

nature and must not be disclosed. AMVER data should not be 

provided to individuals and organizations outside the Coast 

Guard. All requests for AMVER data should be forwarded to 

Commandant (G-OPR-2). 

2. Boating Accident Report Database (BARD) System. 

a. Purpose. The BARD System contains information on recreational 

boating accidents nationwide from 1969 to the present. This 

includes the date, location, weather/water conditions, boat 

characteristics, cause of the accident, and non-sensitive 

information on the individuals involved. The boat owner/operator 

provides the input through an accident report, which may be 

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12.D.2.a. (cont’d) supplemented by a Coast Guard or state investigation. 

The information is analyzed to determine problems and trends, and 

is used by the federal, state, and private sectors in evaluating 

program effectiveness. Accident statistics are compiled and 

published annually in Boating Statistics, COMDTPUB P16754 

(series) by Commandant (G-OPB). 

b. System Design. The BARD system is based on Microsoft Access 

2000 database management system software and resides at Coast 

Guard Headquarters. 

c. Data Entry. Each State government electronically transfers 

recreational vessel casualty data to Coast Guard Headquarters 

where it is imported into the BARD system. 

d. Data Access. All requests for BARD data should be forwarded to 

Commandant (G-OPB). 

3. Auxiliary Management Data System (AUXDATA). AUXDATA is a 

system for identifying, quantifying, and reporting Auxiliarist

qualifications and accomplishments on a local, regional and/or national 

basis. The system includes: Auxiliarist qualification codes, public 

education courses given, Vessel Safety Checks (VSCs) conducted, 

operational support summaries, and administrative information (e.g., 

names, addresses, and telephone numbers ordinarily protected by the 

Privacy Act). System input originates at the individual Auxiliarist and 

local flotilla level. Reports are available from Commandant (G-OCX) or 

the boating safety branch at each District. The information is also 

available from the Auxiliary Information System (AUXINFO), which may 

be accessed through the Coast Guard intranet at http://cgweb.uscg.mil/ 

then click on the “CGInfo” tab, then the “All Cubes” tab, then the 

“Auxiliary” tab. No password is necessary for access to the basic 

information in the AUXINFO system. However the more detailed reports 

available in the AUXDATA system require a password that is assigned by 

Commandant (G-OCX). 

4. Manufacturer Identification Code (MIC) System. The MIC System

identifies U.S. and Canadian recreational boat manufacturers, including 

importers, through a unique 3-digit/alpha character code, as prescribed by 

33 CFR 181. The system includes the builders' names, addresses, ID 

codes, types of boats built, and current status (i.e., importer, out of 

business, or foreign builder). Input is provided by the builder through a 

formal application to Headquarters, or by having contract personnel visit 

boat factories and provide feedback to Headquarters. The information is 

used to identify and track potentially defective boat/equipment models. 

Commandant (G-OPB-3) maintains the system. MIC information is also 

available on the internet (http://www.uscgboating.org). 

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MARINE SAFETY MANUAL 

5. Defect Cases and Recall Campaigns. This database is used to track and 

evaluate boating technical efforts, including manufacturer defect cases, 

notification campaigns, compliance testing, certification of manufacturers, 

and boating industry associations. Raw data is generated by boat 

manufacturers, contract factory visit personnel, contract testing facilities, 

consumer complaints, OCMIs, and Headquarters personnel. Data is 

refined and entered into the system by Commandant (G-OPB-3). 

6. Boating Mailing Label System (MLS). This is a file of names, addresses, 

and general information on companies, organizations, and other parties 

with boating interest, and for the Coast Guard Auxiliary Marine Dealer 

Visitation Program. There are over 38,000 records in the MLS database. 

Any segment(s) can be readily isolated, and mailing labels printed on 

demand for dissemination of selected materials. Commandant (G-OPB-3) 

maintains the system. 

E. Headquarters and Unit Files. While we make every effort to store data in

electronic format and centralize data storage to maximize efficiency and

availability, some information is not amenable to such storage. Documents, 

certificates, plans, diagrams and similar records are maintained in files at their 

point of origin or destination. Other records are stored at the Commandant (G-M) 

Records Management Center at Coast Guard Headquarters. This section 

describes some of the files available. 

1. Commercial Vessel Casualty File. Commandant (G-MOA) manages the 

automated Commercial Vessel Casualty File (CASMAIN). This contains

information extracted from casualty investigations completed in 

accordance with the provisions of 46 CFR 4.07 and Volume V of this 

manual from 1977 to 1991. A summary of this data was compiled and 

published by fiscal year. The file is also used to respond to government 

and public requests for information concerning vessel casualties, 

personnel injuries, and deaths prior to 1992. 

2. Commercial Vessel Safety (CVS) Plan Review Case Files. This section 

outlines the administrative procedures for processing CVS plan review 

case files. These consist of vessel plans, review action letters, and related 

correspondence that are handled by Headquarters, the Marine Safety 

Center (MSC), and Marine Safety units. Distribution, storage, and 

retrieval procedures have been refined to keep the Commandant (G-MOC

and G-MSE) and MSC advised of the start and completion of commercial 

vessel inspections. This is accomplished by receipt of an Application for 

Inspection of U.S. Vessel, Form CG-3752, and a COI, Form CG-841. 

These actions are considered evidence of inspection activities. The plan 

review case file should be retained for 1 year after the vessel is issued a 

COI. Use subject heading format described in chapter 13 of this volume 

for all correspondence pertaining to the construction or conversion of 

vessels and special projects. 

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MARINE SAFETY MANUAL 

a. Marine Safety Center (MSC) Procedures. The MSC is the 

repository for all commercial vessel plan review records for all 

certificated vessels, except for some T-Boats, which are retained 

by the OCMI. The following procedures should be used at the 

MSC to ensure proper maintenance of the files: 

(1) Identification/Segregation. Completed plan review files should 

be segregated by those conducting the review, and each plan 

marked accordingly (i.e., those to be retained should be so 

stamped). Files that are eventually to be discarded should be 

packaged so that a file clerk can easily identify them when the 

time comes to discard them. 

(2) Latest Revisions. Only the latest revisions of plans should be 

retained. Previous editions should be discarded promptly after 

comparison to and acceptance of revisions. 

(3) Indexing. An index of all plans in each vessel record should be 

prepared to include identification, latest revision date, and 

disposition. 

(4) Completion Date. Each vessel record should clearly indicate 

the completion date on the outside where it is visible for easy 

identification when the time comes to cull the file. 

(5) Culling. The complete file of a vessel's (latest revisions) 

reviewed plans should be retained, segregated within as 

discussed in subparagraph 12.E.2.a.(1) above, for 1 year after 

the vessel is completed (COI is issued). Thereafter, only those 

plans listed in paragraph 12.E.2.d. below should be retained. 

All other plans should be discarded at this time. 

(6) Correspondence. All pertinent correspondence should be 

retained in the record. Correspondence should clearly show the 

relationship to the appropriate plans, and vice versa. 

(7) Review In Cooperation With The OCMI. Copies of all plans 

acted on and to be retained by the OCMI should not be retained 

by the MSC after project completion. In those cases where 

isolated assistance is provided by the MSC, all plans should be 

returned to the OCMI for inclusion in the file. 

(8) Review Activities Subsequent To Vessel Completion. In those 

cases where a vessel has been completed, record plans 

submitted for alteration or repair should replace, if appropriate,

previous editions, which should be discarded. Non-record 

plans should be held in the record for 1 year after project 

completion, and then discarded. 

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MARINE SAFETY MANUAL 

(9) Disposition After Life Of Vessel. A vessel's plan review 

record should be discarded 1 year after the vessel is listed lost, 

abandoned, destroyed, scrapped, or when the vessel is 

transferred to foreign flag. This action should be recorded. 

b. OCMI Procedures. The OCMI may review and approve certain 

plans either independently or in cooperation with the MSC. 

Certain of these plans will be retained by the cognizant OCMI. 

The following procedures apply, or otherwise should be followed 

by the OCMI in retention of vessel plans for the record: 

(1) Subchapter T Vessels. All appropriate plans for T-Boats shall 

be retained by the cognizant OCMI. In cases when the MSC 

cooperates in the review of a T-Boat, whether by request or for 

mandatory requirements of stability, subdivision, or structural 

fire protection, the OCMI shall compile and maintain the 

complete plan review record. The MSC will return to the 

OCMI any copies of T-Boat plans and related correspondence, 

not already held by the OCMI, for inclusion in the record. The 

MSC should not retain T-Boat plans beyond the project 

completion date. If a subchapter T-Boat permanently moves to 

another OCMI zone for operation, the complete plan review 

record should be transferred to that zone. 

(2) Vessels Other Than T-Boats. In those cases where an OCMI 

has qualified personnel available to conduct plan review for 

vessels other than T-Boats, the following procedures apply: 

(a) Complete Review By OCMI. When the OCMI 

performs complete review, the entire plan review record 

should be compiled by the OCMI and held for 1 year 

after the completion date, then the record should be 

culled and archived locally. 

(b) Limited Assistance From MSC. When the MSC 

provides isolated assistance to the OCMI, the plans 

record should be handled as if the OCMI did complete 

review (subparagraph 12.E.2.b.(2)(a) above). The MSC 

should return all plans to the OCMI for the record. 

(c) Limited Review By OCMI. In those cases where the 

OCMI performs limited plan review for projects 

otherwise being reviewed by the MSC, all plans should 

be forwarded to the MSC for the record. The OCMI 

need not keep copies after the project completion date. 

(d) Review Activities Subsequent To Vessel Completion. 

In those cases where a vessel has been completed and 

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MARINE SAFETY MANUAL 

12.E.2.b.2.(d) (cont’d) the plan review record has already been 

forwarded to the MSC, any additional record plans 

reviewed and approved by the OCMI should be 

forwarded to the MSC upon project completion. Nonrecord plans should be held and discarded locally 1 year 

after project completion. 

(e) Indexing. For plan review records compiled by the 

OCMI, an index of all plans in each record should be 

prepared to include identification, latest revision date, 

and disposition. This should be included in the record 

when it is forwarded to the MSC. 

(f) Culling, Forwarding To MSC. In those cases where the 

OCMI compiles the plan review record, the OCMI 

should hold the record for 1 year after the vessel is 

issued a COI. The plan review record is then to be 

culled per paragraph 12.E.2.d. below, and all record 

plans and related correspondence are to be forwarded to 

the MSC for retention. This includes all record plans 

whether approved by the OCMI or the MSC, or by the 

American Bureau of Shipping (ABS). (See NVIC 10-

82.) All non-record plans may be discarded at this 

time. 

c. Headquarters Procedures. Any vessel plans acted on by the 

Headquarters staff generally will be forwarded to the MSC for 

retention when the action is completed. 

(1) Plan Review Correspondence. Generally a copy of all 

Headquarters-generated correspondence relative to plan review 

activities will be sent to the MSC. For specific vessels, such 

correspondence should clearly indicate the vessel's name and 

O.N. 

(2) Forwarding Plans To The MSC. All related plans will be 

enclosed with the MSC copy of correspondence. The 

Headquarters file copy of the correspondence will indicate the 

plans were forwarded to the MSC. 

(3) Headquarters Vessel Records. Headquarters will continue to 

maintain a 16710/VESSEL NAME file. This file will include 

individual vessel records for correspondence (incoming and 

outgoing) on specific U.S. vessels acted on by Headquarters. 

(4) Concept Review. A single copy of the latest version of plans 

reviewed by Headquarters for concept approval may be 

retained as needed in the Headquarters files. 

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MARINE SAFETY MANUAL 

d. Plans To Be Retained. The following plans are to be retained. All 

other plans may be discarded 1 year after vessel completion. 

(1) General arrangement drawings; 

(2) Loading manuals; 

(3) Operating manuals; 

(4) Automation test procedures; 

(5) Fire control plans; 

(6) Stability information; 

(7) Midship section; 

(8) Hazardous area drawings; 

(9) Steering arrangement, electric and hydraulic control drawings; 

(10) Electrical one-line diagrams; and 

(11) Related correspondence. 

NOTE: Stability information should include: lines plans, cross curves, 

hydrostatic curves, trim and stability booklet, calculations of stability in 

the intact or floodable conditions, and the stability letter. 

3. Tonnage Measurement Vessel Files. Tonnage measurement vessel files 

contain copies of tonnage certificates issued for associated vessels, as well 

as calculations and other information to support how those tonnages were 

determined. The files do not, in general, contain vessel plans. Files are 

maintained at one of the following locations: 

a. Marine Safety Center (MSC); 

b. Federal Records Center; or 

c. Authorized Measurement Organizations listed in 46 CFR 69.15. 

The MSC can assist in determining the location of these files, and can 

provide procedures for obtaining copies of file information. Their phone 

number is (202) 366-6440. 

4. "Type Approval" And "Type Certification" Case Files. This section of the 

manual establishes the administrative procedures involved in the review, 

distribution, and filing of plans and correspondence pertaining to "Type 

Approval" and "Type Certification" case files. This includes materials and 

equipment formerly listed in the Equipment Lists, 

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MARINE SAFETY MANUAL 

12.E.4. (cont’d) COMDTINST M16714.3 (series), such as lifesaving, fire 

protection, electrical, engineering, and pollution abatement equipment, 

and hydraulic components and items accepted under the affidavit system. 

a. Equipment Lists, COMDTINST M16714.3 (series). This 

publication is no longer produced. For an up-to-date equipment 

list, which are approved or accepted under the various navigation 

and vessel inspection laws and regulations, refer to the Approved 

Equipment module in MISLE. 

(1) Lifesaving, Fire Protection, Engineering, Navigation and 

Electrical Equipment. Equipment approved in accordance with 

46 CFR, Subchapter Q is reviewed by Commandant (G-MSE). 

Approved plans, correspondence, and attendant certificates are 

retained at Headquarters under SSICs in the 16714/160-165 

series. The original approval certificate is sent to the 

manufacturer and a copy is sent to the cognizant OCMI and 

testing laboratory. If the item is produced under Coast Guard 

inspection, the OCMI is also sent a copy of the approved 

plans. 

(2) Marine Sanitation Device (MSD) and Engineering Equipment. 

The MSC reviews MSDs under 33 CFR 159. The plans, test 

reports, and copies of attendant certification letters and 

correspondence are retained at the MSC under SSICs in the 

16714/159 series. MSDs certified for inspected vessels are 

reviewed by the MSC for compliance with 46 CFR 

Subchapters F and J. For specific or non-specific vessel 

installations, MSDs certified for uninspected vessels may be 

used on inspected vessels, if the OCMI or the MSC reviews the 

MSD for compliance with 46 CFR Subchapters F and J. One 

copy of each plan and related correspondence shall be sent to 

the MSC for use in the issuance of a certificate for inspected 

vessels. As for the Engineering Equipment (pertaining to 

boilers, valves, and pollution prevention equipment), it is 

reviewed by the MSC under SSICs in the 16714/162 series. 

The plans, test reports, and copies of attendant certification 

letters and correspondence are also retained at the MSC under 

SSICs in the 16714/162 series. 

(3) Approval Letters. Approval letters are maintained in the vessel 

case files. These include: nonstandard pipe-joining fittings, 

welded valves, etc. These items are reviewed by the MSC in 

the course of vessel plan review. Approved plans are also kept 

with the vessel case file.

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MARINE SAFETY MANUAL 

(4) Approval Certificates. Original Certificates of Approval 

(COA) are sent to the manufacturer. Copies of the COAs are 

retained with the approved equipment/material files and can be 

accessed via MISLE (CG intranet) or CG Equipment List 

Online Search Engine (Internet). 

5. Obtaining Headquarters Records Outside Normal Working Hours. A 

casualty or incident may be so serious as to require immediate collection 

and forwarding of Headquarters files or records for use in a casualty or 

spill response, investigation, or marine board. If a need arises for 

Headquarters files or records after normal working hours, Headquarters 

Command Center should be contacted at (202) 267-2100. Command 

Center personnel will contact members of the appropriate office within 

Commandant (G-M), who will forward the necessary information, if 

available, by the most expeditious means available. 

6. Unit Investigation Files. Units should maintain a copy of the CG 2692 

and any enclosures listed in a MISLE case for each marine casualty 

investigation. Files should be destroyed in accordance with the Coast 

Guard Paperwork Management Manual, COMDTINST M5212.12 (series). 

Originals of these documents must be sent to Commandant (G-MOA). 

Investigator notes and other working papers not cited as enclosures to the 

MISLE case should be destroyed when the MISLE case is closed. 

7. Unit Vessel Files. Units should maintain files documenting inspections on 

U.S. vessels. The files should include information such as the inspection 

report, and copies of the Certificate of Inspection and other letters issued. 

These files should be purged of old material in accordance with the Coast 

Guard Paperwork Management Manual, COMDTINST M5212.12 

(series). 

8. Unit Facility Files. Units should maintain files documenting inspections 

on waterfront facilities, mobile facilities and fixed platforms. The file 

should include information that is not recorded in MISLE such as the 

inspection checklist, diagrams, letters, permits, and response plans. The 

standard waterfront facility folder (CG-5562) should be used. These files 

should be purged of outdated material in accordance with the Coast Guard 

Paperwork Management Manual, COMDTINST M5212.12 (series). 

9. Unit Violation Files. The original violation case file, which is forwarded 

to the Hearing Office and returned after final agency action, must be kept 

at the unit in accordance with the Coast Guard Paperwork Management 

Manual, COMDTINST M5212.12 (series). 

F. MISLE Data Entry Procedures. MISLE data is entered and retrieved online via 

the Coast Guard intranet. The MISLE homepage is located at: 

http://mislenet.osc.uscg.mil/. To access the MISLE application from the 

homepage, users should click on the upper left corner of the page under the 

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MARINE SAFETY MANUAL 

12.F (cont’d) heading “MISLE and Related Apps.” A pop-up menu will give the user 

the choice of which application to enter (i.e., MSN, MSIS-R, PSIX, or SANS). 

To enter MISLE data, the user should select MISLE and he or she will then be 

prompted for a password. First time users will need to submit their password 

information, while users who have already received a password may enter that 

password and then click the “Login MISLE” button. Once the password is 

accepted, the user profile screen will be displayed. To proceed to data entry, the 

user should click on the main menu button. 

1. Main Menu. The main menu, as displayed below (see Figure 12-1), 

allows the user to select which section to enter or retrieve data from by 

clicking on the appropriate button. From the main menu the user can enter 

data on: Cases; Activities; Facilities/Bridges; Parties; Vessels; Safety 

Records; and other sections, which are discussed in more detail below. 

Access is controlled by password, and users will not be able to enter or 

retrieve data that they are not authorized to access. 

FIGURE 12-1 

Marine Information for Safety and Law Enforcement (MISLE) 

Cases Activities Facilities/Bridges Parties Vessels Safety

Rec’s 

Standard 

Reports 

Vessel 

Arrivals 

Reference 

Materials 

Approved 

Equipment 

Fincen Waterways

Utilities Links Help

About MISLE 

12-23 CH-13 
MARINE SAFETY MANUAL 

2. Screen Help. Details on how to complete each screen, and the type of data 

that should be entered in data fields, are further explained in the help text 

screens accessed by clicking the question mark icon on the applicable web 

page. 

3. Drop Down Menus. Drop down menus are available for all data fields that 

require categorized responses. Users should select from among the drop 

down choices when filling in these fields. 

4. User Documentation. For additional instructions, users can also access the 

User Documentation for the MISLE system. This User Documentation 

includes available process guides, transaction guides and users manuals 

for applicable sections, and can be accessed via the USCG intranet at 

http://mislenet.osc.uscg.mil/user_guides.aspx, or via the MISLE 

Homepage (http://mislenet.osc.uscg.mil/) by clicking on the “MISLE User 

Guides” button at the top of the page. 

5. Assistance. If additional information is required for data entry in any 

section, the user can contact the MISLE Hotline at (304) 264-2500. The 

user can also contact Commandant (G-MRI-1). 

G. MISLE Sections. The functions in MISLE are accessed from the main menu by 

clicking on the button for the appropriate section. Each section is discussed in 

detail below.

1. MISLE Cases Section. This section allows users to create a case 

grouping of Activities involving a single incident, which may consist of 

vessel inspection activity report, investigation activity report, and S& R 

activity. 

2. MISLE Activities Section. This section allows users to create a new 

activity of different types or search for existing Activity Detail reports by 

wide range of criteria, including: subject name; activity type; range of 

dates; and activity status. This section can be used to enter or retrieve 

information on a wide variety of Activity Types, as described below. 

a. Vessel Inspection. This Activity Type is used to enter or retrieve 

information on vessel inspections. The related Subactivity Type 

contains a drop down menu that includes: Annual Inspection; 

Certificate of Compliance; COI; Hull Examination; MARPOL 

Annex I Examination; SIV; Tank Vessel Examination; and others. 

b. Facility Inspection. This Activity Type provides a means to add 

facility inspection information. The related Subactivity Type 

contains a drop down menu that includes activities such as: Initial 

Inspection; Annual Inspection; Random Inspection; and others. 

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c. Vessel Boarding. This Activity Type is used to report law 

enforcement boarding activities, such as: Assimilated Stateless 

Boardings; Consensual Boardings; Flag State Authorized 

Boardings; and others. 

d. Investigation. This Activity Type provides a means to add 

information on the investigation of incidents that are not otherwise 

reported in other sections. 

e. Impose Vessel Operational Control. This Activity is used to enter 

or access information on operational controls imposed on a vessel. 

This section also allows the user to view the history of controls 

imposed on a subject and enter new or update existing operational 

controls. Operational controls include, but are not limited to: 

COTP orders, Port State Control Detention, Safety & Security 

Zones, VTS Measures/Directions, and Administrative Orders. 

f. Fishing Vessel Exam. This Activity Type is used to enter 

information on Fishing Vessel Examinations. The related 

Subactivity Type contains a drop down menu that includes 

activities such as Initial Examination; Dockside Examination; 

Followup Examination; and others. 

g. Platform Inspection. This Activity Type provides a means to add 

platform inspection information. The related Subactivity Type 

contains a drop down menu that includes: Annual Inspection and 

Safety Inspection. 

h. Vessel Sighting. This Activity Type is used to enter and retrieve 

information on vessel sightings. 

i. Enforcement Activity. This Activity Type is the primary screen 

for entering marine violation information and other activities 

related to the enforcement of Marine Safety laws and regulations. 

The related Subactivity Type contains a drop down list of 

enforcement options that include actions such as: Notice of 

Violation; Administrative Civil Penalty; Arrest and Seizure; 

Referral for Criminal Prosecution; and others. 

j. Impose Facility Operational Control. This Activity is used to enter 

or access information on operational controls imposed on a facility. 

This section also allows the user to view the history of controls 

imposed on a subject and enter new or update existing operational 

controls. Operational controls include, but are not limited to: 

COTP orders, Port State Control Detention, Safety & Security 

Zones, VTS Measures/Directions, and Administrative Orders. 

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MARINE SAFETY MANUAL 

k. Towing Vessel Exam. This Activity Type is used to enter 

information on Towing Vessel Examinations. The related 

Subactivity Type contains a drop down menu that includes: Annual 

Inspection and Hauser Check. 

l. Cargo Transfer Monitor. This Activity Type provides a means to 

add information on transfer monitor activities. 

m. Resource Sortie. This Activity Type is used to enter information 

related to the use of a resource during a Coast Guard response. 

Sorties are normally associated with an Incident Management 

Activity within a MISLE case. 

n. Incident Management. This activity is used to document a field 

unit’s effort to mitigate and respond to an incident. 

o. Impose Waterway Operational Control. This Activity is used to 

enter or access information on operational controls imposed on a 

waterway. This section also allows the user to view the history of 

controls imposed on a subject and enter new or update existing 

operational controls. Operational controls include, but are not 

limited to: COTP orders, Port State Control Detention, Safety & 

Security Zones, VTS Measures/Directions, and Administrative 

Orders. 

p. Cargo/Container Inspection. This Activity Type provides a means 

to add container inspection information. 

q. Import Activities. This Activity Type provides a means to import 

boarding information into MISLE from a Personal Digital 

Assistant (PDA). 

3. MISLE Facilities/Bridges Section. This section allows users to search for 

and/or create subjects other than vessels and parties. Facilities include, but 

are not limited to: waterfront facilities; lifesaving manufacturing/servicing 

facilities; bridges; offshore platforms; and oil spill response organizations. 

4. MISLE Parties Section. This section allows users to search for or add an 

individual or an organization without being involved in an activity or a 

case. Clicking on this button from the home page brings users to the 

Parties menu screen where the user can choose the Parties or MSN home

button. Clicking on the Parties button brings users to the Party Selector 

screen. Users are advised not to create a new party unless an extensive 

search is completed to ensure that the party is not already in the system. 

5. MISLE Vessels Section. This section allows users to search for a vessel 

or vessel Groups, Fleets, or Classes in the MSN database or Lloyd's 

Register with Vessel Name, VIN, or Call Sign. The user may search and 

select vessels in MSN and Lloyd's Register or create new vessels not in 

12-26 CH-13 
MARINE SAFETY MANUAL 

 12.G.5. (cont’d) MISLE. Users are advised not to create a new vessel unless an 

extensive search is completed to ensure that the vessel is not already in the

system. 

6. MISLE Safety Records Section. This section opens the Manage Safety 

Recommendations screen. The Manage Safety Recommendations screen is 

the initial interface for the MISLE user to manage safety recommendations 

that are initiated by or issued to the Coast Guard as a result of an 

investigation into a marine casualty. This includes the ability to add, 

update, search, and transfer safety recommendations. This screen can also 

be opened from the Incident Investigation Activity screen. Access From

Main Menu should be used if the MISLE user wants to conduct a search of 

all safety recommendations in MISLE or wants to add/edit a safety 

recommendation that is not associated with an MISLE Activity (e.g. 

National Transportation Safety Board (NTSB) safety recommendation). 

Access From Incident Investigation Activity Screen should be used if the 

MISLE user wants to add/edit or search safety recommendations related to 

a specific incident investigation activity in MISLE. Access to safety 

recommendations through an incident investigation activity is limited to 

only those associated with that specific activity. 

7. MISLE Standard Reports Section. This section gives you quick access to 

running queries and printing specialized reports. Reports available include 

the following: Status of COI Inspection; Overdue Deficiency Report; 

Operational Controls; Wanted List; Port State Control Admin; COFR 

Revocation Report; and Vessel Lookouts. Additional reports will be 

added as they are developed. 

8. MISLE Vessel Arrivals Section. This section gives users the ability to 

access information on vessel arrivals. The information can be sorted by

Port Group, and arrival/departure date and time. MISLE Vessel Arrivals 

can import vessel arrival data from AMVER and SANS data bases. 

9. MISLE Reference Material Section. This section allows users to search 

International Laws and Treaties and United States Codes and Federal 

Regulations using search keyword. 

10. MISLE Approved Equipment Section. This section provides a means to 

review Class Details, Add a QClass and/or Modify a QClass. Additionally, 

this screen displays the approved equipment list as identified by Qclass 

and Qclass description. It also allows you to search and sort the approved 

equipment by using the pick list (Qclass, Qclass Description or specific 

equipment Approval Number) and adjacent free type space. 

11. MISLE FINCEN Section. This section is for the use of the Financial 

Crimes Enforcement Network (FINCEN) only. 

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MARINE SAFETY MANUAL 

12. MISLE Waterways Section. This section provides users the capability to 

search and select waterway segments for information or use. In an effort 

to align casualty data with commerce data MISLE has adopted the US 

Army Corps of Engineers Waterway Network. Use of these established 

waterway segments is encouraged whenever possible. Creation of new 

waterways, although possible where "gaps" exist, should be done only if 

considerable need exists.

13. MISLE Notification Section. This section provides users the capability to

search MISLE notifications, enter new notifications, and search NRC 

notifications. 

14. MISLE Utilities Section. This section gives users access to several system 

utilities, including: Clear Picklist Cache; Unit Information; and System

Information. 

15. MISLE Links Section. This section provides web links to additional 

information including: System Update Information; User Guides; Program 

Manager/Project Officer; Web Forum; Opinion Survey; MISLE History; 

and NLETS/NCIC. 

H. MISLE Data Entry and Activities Action Standards. Because of the increasing 

use of data to meet operational and business plan requirements, the timely entry of 

data into information systems is increasingly important. Failure to promptly enter 

vessel boarding cases can result in duplicate boardings and wasted time. The late 

entry of casualty investigation data can result in casualties, deaths and injuries not 

being included in the business plan and reports to Congress. To ensure the timely 

availability of data, MISLE data entry standards are as follows: 

1. Marine Inspections. 

a. Enter the basic information on a vessel inspection activity (date, 

time, location, activity) by the end of the next work day following 

the day the activity is initiated. 

b. Inspections with no discrepancies must be completely entered 

within 7 days after completion of the activity. 

c. Inspections with discrepancies must be entered within 14 days 

after completion of the activity. 

2. Marine Investigations. 

a. Enter the basic information for any vessel casualty, personnel 

casualty, or pollution incident within 24 hours after receiving the 

initial report. 

 

12-28 CH-13 
MARINE SAFETY MANUAL 

b. Investigations will be completely entered and forwarded to district 

for action within six months after receiving the initial report. 

Extensions up to two months may be granted by the district (m) 

officer. Extensions beyond two months must be granted by 

Commandant (G-MOA-1). 

c. Units must forward each returned report of investigation back to 

the district within 30 days after receipt. 

d. District (m) officers must close each investigation, forward it to 

Headquarters for action if applicable, or return it to the unit, within 

30 days after receipt from the unit. 

3. Marine Enforcement/Violations. 

a. Enter the basic information on a violation (date, time, subject, 

charge) within 14 days after the violation is detected. 

b. Units must completely enter, review and forward cases 

recommended for civil penalty action to district (m) within 30 days 

after the violation is detected. 

c. Units must completely enter and close cases for which a unit letter 

of warning was issued within 30 days after the violation is 

detected. 

d. Units must completely enter and close any case not recommended 

for civil penalty action within 30 days after the violation is 

detected. 

e. District (m) officers must review and forward cases recommended 

for civil penalty action to the hearing officer within 15 days after 

the violation case and its supporting documentation is received. 

f. District (m) officers must close cases issued a district letter of

warning or cases not recommended for civil penalty action within 

30 days after the violation case and its supporting documentation is 

received. 

4. Other Marine Safety Activities. 

a. Enter basic vessel arrival information within 24 hours after 

receiving arrival report. 

b. Enter the basic information on a vessel boarding (date, time, 

location, activity) within 24 hours after the boarding is initiated. 

c. Enter the basic information on a facility activity (date, time, 

activity) within 72 hours after the activity is initiated. 

12-29 CH-13 
MARINE SAFETY MANUAL 

d. Document all other Marine Safety activities for the unit each 

month. 

e. Complete entry and close to file a vessel or facility activity with no

discrepancies within 7 days after completion of the activity. 

f. Complete entry and close to file a vessel or facility activity with

discrepancies within 14 days after completion of the activity. 

 I. Relevant Laws, Regulations and Policies. The collection, maintenance and 

disposal of information by the Coast Guard is subject to a number of laws, 

regulations and policies. This section summarizes these laws and regulations and 

indicates applicable Coast Guard directives. 

1. Freedom of Information Act. The Freedom of Information Act (FOIA) 

requires each Federal agency to make information available to the public 

unless exempted by this law or other statute. It sets a strict deadline for 

response to requests for information and provides guidelines for fees and 

appeals. The policy on public availability of information for the 

Department of Homeland Security is established in 6 CFR 5. 

a. The Coast Guard Freedom of Information and Privacy Acts 

Manual, COMDTINST M5260.3 (series) sets Coast Guard policy 

for responding to FOIA requests. It explains the various 

exemptions, control procedures, fees and appeals. 

b. The Coast Guard Freedom of Information and Privacy Acts 

Manual, COMDTINST M5260.3 (series) requires each area, 

district, MLC and Headquarters unit to designate a FOIA 

Coordinator to ensure compliance with FOIA requirements. Field 

units are encouraged, but not required, to designate a FOIA 

Coordinator to provide a central point for receipt of requests and 

ensure proper handling. 

c. Computer records may only be released by the official who 

requires that the computer record be created and/or maintained 

(Coast Guard Freedom of Information and Privacy Acts Manual, 

COMDTINST M5260.3 (series), paragraph 4.A.2.f.). For major 

information systems this is generally Coast Guard Headquarters. 

See section 12.B. of this chapter under "data access" to determine 

the appropriate authority to release data from major computer 

information systems. All requests for such data must be forwarded

to the appropriate release authority. 

d. Investigations and violation cases frequently include both an 

electronic case report and hard copy enclosures (papers, 

photographs, video/audio tapes, etc.). The unit should release the 

hard copy enclosures in their custody in accordance with FOIA 

12-30 CH-13 
MARINE SAFETY MANUAL 

12.I.1.d. (cont’d) guidelines. The request for the electronic case report 

should be forwarded to the appropriate release authority. 

e. Many investigation reports and their enclosures contain 

information that is protected from release under FOIA. A 

Checklist For Information to Be Withheld (see Figure 12-2) should 

be completed prior to releasing this information. The sample 

checklist in Figure 12-2 addresses common personal information 

contained in unit records. It should also be amended to include 

any other information exempted under FOIA (records exempted by 

statute, privileged or confidential commercial information, 

intragovernmental exchanges, etc.) if applicable. 

f. Authority to deny disclosure of records or requests for fee waivers 

under FOIA cannot be delegated except as authorized in the Coast 

Guard Freedom of Information and Privacy Acts Manual, 

COMDTINST M5260.3 (series). For most field units this 

authority rests with the district commander (see the Coast Guard 

Freedom of Information and Privacy Acts Manual, COMDTINST 

M5260.3 (series), paragraph 4.B.). Units should follow district 

procedures for denial (either complete or partial) of a FOIA 

request. 

2. Privacy Act. The Privacy Act requires each Federal agency to grant 

individuals access to information pertaining to them and protect personal 

information from release to the public. The policy on public availability 

of information for the Department of Homeland Security is established in

6 CFR 5. 

a. The Coast Guard Freedom of Information and Privacy Acts 

Manual, COMDTINST M5260.3 (series) sets Coast Guard policy 

for responding to Privacy Act requests. It explains information 

safeguards, disclosure requirements, exemptions, and procedures 

for denial and appeal. 

b. The Coast Guard Freedom of Information and Privacy Acts 

Manual, COMDTINST M5260.3 (series) requires each area, 

district, MLC and Headquarters unit to designate a Privacy Act 

Coordinator to ensure compliance with Privacy Act requirements. 

Although not required, designating a Privacy Act Coordinator at 

field units is recommended to ensure the proper handling of 

Privacy Act inquiries and train unit personnel. 

c. Many investigation reports and their enclosures contain 

information that is protected from release under the Privacy Act. 

Before releasing these reports in response to a FOIA request, a 

Checklist for Information to Be Withheld (see Figure 12-2) should 

be completed. 

12-31 CH-13 
MARINE SAFETY MANUAL 

3. OMB Circular A-130. This document establishes the Federal policy for 

the management of information resources. It requires integrated life cycle 

planning for information systems, minimizing the burden on the public, 

maximizing the availability of information to the public, using electronic 

information dissemination where practical, and providing appropriate 

safeguards for sensitive information. The circular requires the submission 

of several reports that are completed by the systems managers at 

Headquarters. It also mandates Privacy Act training for all personnel with 

access to information subject to Privacy Act restrictions. 

4. Federal Records Act. The Federal Records Act (44 U.S.C. 3100) requires 

the head of each Federal agency to "[e]stablish and maintain an active, 

continuing program for the economical and efficient management of 

records." It defines records as including "...all books, papers, maps, 

photographs, machine-readable materials, or other documentary materials 

regardless of physical form or characteristics, made or received by an 

agency of the United States Government under Federal law or in 

connection with the transaction of public business and preserved or 

appropriate for preservation by that agency or its legitimate successor as 

evidence of the organization functions, policies, decisions, procedures, 

operations, or other activities of Government or because of the 

informational value of data in them." It also includes procedures for 

transfer and disposal of agency records. 

a. The Coast Guard records management policy is described in the 

Coast Guard Paperwork Management Manual, COMDTINST 

M5212.12 (series). It includes a detailed description of when and 

how to dispose of specific records. 

b. The procedures for transferring records to the Federal Records 

Centers are described in Transferring Records to Federal Records 

Centers (FRC), COMDTINST M5212.16 (series). This instruction 

includes the addresses of national and regional Federal Records 

Centers. 

c. All records regardless of the media (paper, disks, diskettes, or 

tapes) must be managed and maintained in accordance with these 

Coast Guard Directives. 

 

12-32 CH-13 
MARINE SAFETY MANUAL 

FIGURE 12-2 

CHECKLIST FOR INFORMATION TO BE WITHHELD 

Before releasing information to the public, ensure that none of the information falls into 

one or more of the following exempted categories: 

1. Personal Information: 5 U.S.C. 552(b)(6) and (b)(7)(c) 

_____ Social Security Numbers (SSN) 

_____ Home Addresses 

_____ Home Telephone Numbers 

_____ Date of Birth/Age 

_____ Merchant Mariners Document Number 

_____ License Number 

_____ Medical Records, including Drug or Alcohol Test Results 

_____ Names of Persons who are Third Parties or Witnesses 

_____ Names of Junior Coast Guard Personnel 

_____ Identifying roles descriptions for persons whose names are withheld 

_____ Fingerprints 

_____ Other: ___________________________________________ 

2. Information relating to an internal matter: 5 U.S.C. 552(b)(2) 

_____ Critical infrastructure information 

_____ Vulnerability assessment 

_____ Emergency response plan 

3. Records whose disclosure is prohibited by law : 5 U.S.C. 552(b)(3) 

_____ Name of licensed individual reporting defect [46 U.S.C. 3315(b)] 

_____ Merchant Mariner document file [46 U.S.C. 7319] 

_____ Records of discharge of merchant seamen [46 U.S.C. 10311(d)] 

_____ Boating safety accident reports [46 U.S.C. 6102] 

_____ Passenger vessel and terminal security plans [33 U.S.C. 1226(c)] 

_____ Sensitive security information described in 49 CFR 1520.7 [49 U.S.C. 

40119] 

4. Confidential commercial records: 5 U.S.C. 552(b)(4) 

_____ Company manuals, plans or procedures 

_____ Financial records 

_____ Contract bids or estimates 

_____ Copyrighted material 

12-33 CH-13 
MARINE SAFETY MANUAL 

12-34 CH-13 

5. Inter-agency/intra-agency memorandums or letters: 5 U.S.C. 552(b)(5) 

_____ Deliberative process materials (decision memos, draft documents, etc.) 

_____ Attorney work product 

_____ Attorney-client communications 

6. Open investigation cases: 5 U.S.C. 552(b)(5) and (b)(7)(A) 

_____ Open Marine Casualty cases (no case action indicating case closed in 

MISLE) 

_____ Open Personnel Action cases (no case action indicating case closed in 

MISLE) 

_____ Open Marine Violation cases (45 days after Final Assessment Letter 

without appeal) 

7. Records provided in confidence for use in a Marine Safety investigation: 5 U.S.C. 

552(b)(7)(D) 

_____ Document from other agencies marked CONFIDENTIAL, NOT FOR 

PUBLIC RELEASE, or a similar marking indicating it was provided in 

confidence. 

_____ Identifying information for witnesses, crime victims and informants 
 MARINE SAFETY MANUAL 

 CHAPTER 13. REPORTS AND CORRESPONDENCE 

 CONTENTS 

SECTION PAGE

13.C. Forms 13-3 

 Notices 13-3 

 13-i 

13.A. Administrative Standards 13-1 

13.A.1. Communications Directives 13-1 

13.A.2. Correspondence Manual 13-1 

13.A.2.a. Routing Correspondence 13-1 

13.A.2.b. Rapidraft Letter, Form CG 3883 13-2 

13.A.2.c. Endorsements 13-2 

13.A.3. Directives System 13-2 

13.A.4. Telecommunications Manual 13-2 

13.B. Reports 13-2 

13.B.1. Preparation 13-2 

13.B.2. Recurring Reports 13-3 

13.D. Marine Safety Records 13-3 

13.E. Vessel Case/Project Standard Subject Heading 

13.E.1. Standard Subject Identification 13-3 

13.E.2. Examples 13-4 

13.E.3. Amplifying Remarks 13-4 
 MARINE SAFETY MANUAL 

 CHAPTER 13. REPORTS AND CORRESPONDENCE 

A. Administrative Standards. This chapter contains instructions on 

 forms, reports, and other administrative communications and 

 to supplement other directives and instructions which have been 

 correspondence concerning marine safety activities. It is intended 

 issued covering specific subject areas, and to provide uniform 

 application of pertinent laws, rules, and regulations concerning all 

 aspects of marine safety programs. 

 1. Communications Directives. The proper transmittal of 

 information concerning marine safety activities is of special 

 importance. It depends upon factors affecting the originator, 

 the chain of command, and the service as a whole; it must also 

 be in accordance with current directives. The primary 

 directives concerned with communications are as follows: 

 a. Correspondence Manual, Commandant Instruction (COMDTINST) M5213.4A; 

 b. Coast Guard Directives System, COMDTINST M5215.6A; 

 c. Telecommunications Manual, COMDTINST M2000.3A; 

 d. Standard Subject Identification Codes (SSIC) Manual, COMDTINST 

 M5210.5B; 

 e. CVS Supplement to SSIC, COMDTINST M5210.6A; and 

 f. Directives, Publications And Reports Index, Commandant Notice 

 (COMDTNOTE) 5600. 

 2. Correspondence Manual. COMDTINST M5216.4A prescribes policy 

 and procedures for the preparation of correspondence in the 

 Coast Guard. It discusses the various methods of communication 

 a. 

 (service and business letters, endorsements, rapidraft letters, 

 directives, memorandums, etc.) and gives specific guidelines for 

 their use. The manual also lists additional sources used for 

 the preparation of correspondence, including Coast Guard 

 Regulations, COMDTINST M5000.3; the Standard Distribution list 

 (SDL), COMDTNOTE 5605 (latest edition); and the U.S. Government 

 Printing Officer (GPO) Style Manual, March 1984. 

Routing Correspondence. All marine safety correspondence 

 to Headquarters or to area/district commanders should be 

 addressed to the specific staff element involved. The 

 appropriate staff routing symbols are listed in Appendix 2 

 of the SDL. It is the responsibility of the cognizant 

 program staff to keep appropriate managers advised. When 

 there is doubt as to the proper routing symbol to be used to 

 direct correspondence to Headquarters, the following staff 

 symbols should be used: Commandant (G-MP) for CVS concerns; 

 Commandant (G-WER) for environmental response matters; 

 Commandant (G-WFR) for Certificate of Financial 

 Responsibility (COFR) concerns; Commandant (G-WPE) for port 

 safety and security concerns; Commandant (G-WWM) for 

 waterways management concerns; and Commandant (G-BBS) for 

 recreational 

 13-1 
 MARINE SAFETY MANUAL 

 13.A.2.a. (cont'd) boating matters. District and unit commanders shall maintain 

appropriate procedures for correspondence concerning marine safety 

activities to be sent directly from the captain of the port (COTP) or 

the officer in charge, marine inspection (OCMI) to other addresses as 

a matter of routine. This type of correspondence includes exchange of 

inspection records between OCMI's, information on vessel deficiencies, 

forwarding of documents, etc. 

 b. Rapidraft Letter, Form CG-3883. The Rapidraft Letter and 

 memorandum may be used for routine or informal 

 correspondence between Coast Guard units. This type of 

 used. Maximum use shall be made of the Rapidraft Letter to 

 correspondence may be used by Headquarters staff to 

 correspond to district staff elements, marine safety offices 

 (MSO's), and marine inspection offices (MIO's). If the 

 subject of the correspondence calls for review by 

 intermediate commands, Coast Guard letterhead should be 

 route correspondence when there is no need for action, 

 review, or comment by officers in the chain of command. 

 Multiple-address letters should be used to inform several 

 addressees concurrently of marine safety activities. They 

 shall not be used to forward material belonging in the 

 Directives System. 

 c. Endorsements. Endorsements on correspondence sent through 

 the chain of command may be stamped, handwritten, or typed. 

 District commanders shall make appropriate endorsements on 

 marine safety correspondence which is submitted from the 

 COTP or OCMI to the Commandant. In cases where the 

 Commandant has the benefit of the district commander's 

 opinions and recommendations, as well as any other 

 additional information, matters can generally be resolved 

 more expeditiously. 

 3. Directives System. COMDTINST M5215.6A prescribes the 

 standards for administration of Coast Guard directives issued as 

 manual instructions, instructions, or notices. These are used 

 as a formal means of communication from the Commandant in order 

 to prescribe or establish policy, organization, conduct, or 

 methods; require action; set forth information essential to the 

 effective administration or operation of the activities 

 concerned; or establish authority that is promulgated further. 

 4. Telecommunications Manual. COMDTINST M2000.3A prescribes the 

 policies and procedures for radio and "landline" communications 

 facilities which are owned, controlled, and/or used by the Coast 

 Guard. Messages (ALDIST's, AIG-addressed messages, etc.) are 

 prepared in accordance with this manual and other additional 

 directives issued by the Commandant. A message should be used 

 only when information is of an urgent nature and must be 

 transmitted rapidly. 

B. Reports. 

 1. Preparation. Marine safety activity reports shall be prepared 

 in accordance with the instructions herein and other applicable 

 directives, and any specific instructions printed on the report 

 forms themselves. Reports shall normally be submitted to the 

 Commandant via the district commander within 10 days after the 

 end of the period covered by the 

 13-2 
 MARINE SAFETY MANUAL 

 correction shall be submitted as soon as possible. 

 13.B.1. (cont'd) report, unless specific instructions direct otherwise. 

 If errors are discovered in a report previously submitted, a 

 Administrative reports are used to compile statistics and other 

 data, and their accuracy is of the utmost importance. 

 2. Recurring Reports. COMDTNOTE 5600 lists all reports which 

 must be submitted to the Commandant on a recurring basis as part 

 of the Reports Management Program. The report format, requiring 

 directives, the preparing activities, and the frequent of 

 submittal are also listed. A Report Control Symbol (RCS) is 

 assigned to these reports as an aid to the preparing office in 

 identifying the Headquarters staff to which the report is 

 submitted. [NOTE: COMDTNOTE 5600 does not include all 

 reports which are submitted to the Commandant. Certain reports 

 have been exempted from the Reports Management Program because 

 of their limited content, use, or purpose.] District and unit 

 commanders should maintain a tickler file to ensure the accurate 

 and timely submission of reports. 

C. Forms. The proper use of Coast Guard and government produced 

 forms is a vital element in the economical and efficient management 

 of the Coast Guard. The Catalog of Forms, COMDTINST M5213.6, 

 provides information for those forms commonly used within the Coast 

 Guard. Policies and procedures for the administration of the 

 Paperwork Management Program are set forth in the Paperwork 

 Management ManuaL, COMDTINST M5212.12. This manual applies to 

 standard forms prescribed by the Commandant for servicewide use, as 

 well as the creation and use of local forms prepared by field units. 

 Completed forms need not be accompanied by transmittal letters 

 unless specifically required, or when amplifying information is 

 necessary to obtain more complete and accurate data. When a report 

 form does not show the name of the originating unit, the notation 

 "Forms: OCMI or COTP [name]" shall be added to the form. Each 

 OCMI/COTP shall maintain adequate security and accountability for 

 serially numbered and other accountable forms, documents, etc. 

 Lock-and-key storage is best; an ordinary file cabinet used for the 

 stowage of these items shall be fitted with a separate padlock. 

 (See chapter 8 of this volume for information concerning security 

 measures for accountable forms, records, documents, etc.). 

D. Marine Safety Records. Retention and disposition instructions for 

 field unit records are found in the Paperwork Management Manual, 

 COMDTINST M5212.12. Marine Safety records shall be retained or 

 disposed of in accordance with this manual and other applicable 

 directive(s). Instructions for the maintenance, transfer, and 

 distribution of Headquarter records are contained in the 

 Headquarters Records Control Manual, Headquarters Instruction 

 (HQINST) M5212.6. 

E. Vessel Case/Project Standard Subject Heading Notices. 

 1. Standard Subject Identification. Standard subject 

 identification of correspondence from the various marine safety 

 elements at Headquarters, district offices, and field units is 

 essential. This will assist records-handling personnel and 

 addressees when referring to correspondence pertaining to a 

 particular vessel, a class of vessels, or a designated project. 

 All vessel and project correspondence relating to a vessel 

 13-3 
 MARINE SAFETY MANUAL 

 13.E.1. (cont'd) case/project shall contain a standard subject format 

 containing the following information: 

 a. Line No. 1: 

 (1) Design or project number; or 

 (2) Shipyard hull number; or 

 (3) Vessel name and official number (O.N.). 

 b. Line No. 2: dimensions, type of vessel, and Maritime 

 Administration (MARAD) design number. 

 c. Line No. 3: route, special limitation, and special cargo 

 endorsement. 

 d. Line No. 4: owner's name. 

 e. Line No. 5: specific subject (to be designated for each piece of 

 Correspondence). 

 2. Examples. 

 a. Gibbs & Cox Project No. 15281 

 540' x 76'6" Cargo Vessel, MARAD C4-S-66a 

 Ocean Service (SOLAS) for Lykes Bros. Streamship Co. 

 Contract Plans and Specifications 

 b. Beth. Sp. Pt. Hulls 4585-87/4602 

 508' x 79' x 48' Passenger, Cargo Vessel, 

 MARAD C4-S1-49A Ocean Service (SOLAS) for Grace Lines, Inc 

 Joiner Arrangement 

 c. WILLIAM A. REISS, O. N. 225045 

 650' x 72' x 40' Bulk Ore Carrier (Conversion) 

 Great Lakes Service for the Reiss Steamship Co. 

 Proposed 7'6" Deepening 

 d. Port Houston Hulls 214-216 

 295' x 52'6" x 13'3" Integrated Tow Cargo Barges 

 River Service, Refrigerated Ammonia and Propane for National 

 Marine 

 Service Grounding Study 

 3. Amplifying Remarks. Any Subject heading may exclude specific 

 items which are not applicable, or may include additional 

 information deemed appropriate. Headings should be as simple as 

 possible, yet contain all essential information. Assignment of 

 the proper subject heading is the responsibility if field 

 personnel responsible for vessel case/project correspondence. 

 13-4 
 MARINES SAFETY MANUAL 

 VOLUME I 

 LIST OF FIGURES 

 NUMBER TITLE PAGE

 1-1 EVENTS INFLUENCING PES LEGISLATION 1-17 

 2-1 ORGANIZATION OF TITLE 46 U.S.C. - SHIPPING 2-11 

 2-2 PORT SAFETY AND SECURITY PROGRAM HISTORY 2-15 

 3-1 MARINE SAFETY OFFICE ORGANIZATION 3-6 

 4-1 FOREIGN FLAG VESSEL PORT STATE CONTROL 4-27 

 4-2 UNITED STATES FLAG VESSEL FLAG STATE CONTROL 4-28 

 4-3 FACILITY CONTROLS 4-29 

 5-1 SUBSTANCES WHICH ARE NOT CONSIDERED OIL FOR 

 THE PURPOSES OF THE FWPCA 5-15 

 7-1 SAMPLE LETTER OF DESIGNATION 7-16 

 7-2 MARINE SAFETY RESIDENT COMMERCIAL COURSE 

 CRITIQUE 7-28 

 7-3 REQUIRED AND RECOMMENDED SCHOOLS AND TRAINING 

 FOR PERSONNEL ASSIGNED TO A PORT SAFETY AND 

 SECURITY RELATED FORCE ELEMENT 7-47 

 7-4 REQUIRED AND RECOMMENDED SCHOOLS AND TRAINING 

 FOR PERSONNEL ASSIGNED TO A MERCHANT VESSEL 

 PERSONNEL RELATED FORCE ELEMENT 7-49 

 7-5 REQUIRED AND RECOMMENDED SCHOOLS AND TRAINING 

 FOR PERSONNEL,ASSIGNED TO A MARINE 

 INVESTIGATION RELATED FORCE ELEMENT 7-51 

 7-6 REQUIRED AND RECOMMENDED SCHOOLS AND TRAINING 

 FOR PERSONNEL ASSIGNED TO A MARINE VESSEL 

 INSPECTION AND DOCUMENTATION RELATED FORCE 

 ELEMENT 7-54 

 7-7 REQUIRED AND RECOMMENDED SCHOOLS AND TRAINING 

 FOR PERSONNEL ASSIGNED TO A MARINE 

 ENVIRONMENTAL PROTECTION FORCE ELEMENT 7-57 

 FIGURES I CH-8 
 MARINES SAFETY MANUAL 

 VOLUME I 

 LIST OF FIGURES 

 NUMBER TITLE PAGE

 8-2 SAMPLE AIRCRAFT USE REPORT 8-23 

 8-1 SAMPLE FLIGHT PLAN 8-21 

 8-3 SAMPLE AERIAL SURVEILLANCE FLIGHT LOG 8-25 

 10-1 SAFETY AND OCCUPATIONAL HEALTH (SOH) 

 SUPPORT ORGANIZATION 10-2 

 11-1 PARTIES TO INTERNATIONAL CONVENTIONS 11-23 

 12-1 POLLUTANT SPILL TRAJECTORY FORECASTING 

 SERVICE REQUIRED INFORMATION 12-30 

 12-2 SAMPLE MESSAGE REQUEST FOR SPILL TRAJECTORY 

 FORECAST 12-31 

 CH-8 FIGURES II *U.S.