interpretations, and is therefore issuing this final rule to ensure
clarity of interpretations and applicability of the STCW Convention.
STCW-related provisions in part 15 have been amended to incorporate the
500 GT threshold consistent with the STCW requirements. Therefore, STCW
tonnage thresholds were not inserted in the engineering requirements.
The Coast Guard has added the phrase ``seagoing vessel of 500 GT or
more driven by main propulsion machinery of 1,000 HP/750 kW propulsion
power or more or on an international voyage'' to Sec.  15.1103(a) in
response to this comment.
    MERPAC recommends that a new paragraph (g)(3) of Sec.  15.105 be
added as follows: ``Pilot vessels are not considered seagoing ships
because they operate within, or closely adjacent to, sheltered waters
or areas where port regulations apply.''
    The Coast Guard agrees, and has amended Sec. Sec.  15.105(f)(5) and
15.1101(a)(1)(v) to exempt pilot vessels engaged in pilotage duty from
STCW requirements in those sections. This change is appropriate because
STCW applies only to seagoing vessels that operate outside the boundary
line, but generally does not apply to pilot vessels.
    MERPAC recommends that Sec.  15.404(d)(3) be deleted. That section
requires that ratings, including wipers, must possess an endorsement as
able seafarer-engine instead of QMEDs. The Coast Guard needs to
categorize which QMED categories should be RFPEW (watchstanding)
(Fireman/Watertender (FWT), oiler) and which QMED categories should be
able seafarer-engine (non-watchstanding) (all others) to reflect the
rating who stands a watch and who does not. Requirements should reflect
that all watchstander A/Bs and QMEDS are required to hold a RFPNW or
RFPEW. QMEDs serving on vessels in a non-watchstanding position,
excluding wipers, oilers and FWT, must hold able seafarer-engine
endorsements.
    The Coast Guard disagrees. The number of QMEDs and able seamen are
specified in the COI, and those serving in such positions must also
hold an STCW endorsement. In addition, the Coast Guard has amended
Sec.  15.404 to specify the correlation of national rating endorsements
and STCW rating endorsements based upon the SNPRM's grandfathering
provisions and the usual, customary duties of each rating.
    MERPAC is concerned that Sec.  15.515(b), concerning requirements
for crew to be aboard when passengers are embarked on a passenger
vessel, is overly restrictive and impossible during normal vessel
operations and recommends that the text be amended.
    The Coast Guard disagrees. It is essential for the safety of the
passengers to ensure there are sufficient personnel to respond to
emergencies and passenger needs. This is an existing requirement, and
this final rule adds explanatory detail for clarification purposes.
    MERPAC noted that there are no guidelines for GMDSS maintainer
courses in the United States. These need to be developed and provided
to industry.
    The Coast Guard agrees. Until such time as the Coast Guard
establishes criteria for and approves such ``GMDSS at sea maintainer
courses,'' Sec.  12.623(a)(2)(ii) will not be a viable option to
demonstrate competency. Nonetheless, the Coast Guard has included this
option because it intends to soon begin the process of promulgating
guidelines for GMDSS course content and approval.
    MERPAC recommends that Sec.  15.1105(c)(1) be changed from ``BST or
safety familiarization'' to ``BT and safety familiarization specific to
that vessel.''
    The Coast Guard disagrees. The term ``BST or safety
familiarization'' does not appear in Sec.  15.1105(c)(1) of the SNPRM.
The text in Sec.  15.1105(c)(1) refers to basic training or instruction
and not familiarization training. We have made a global change in this
final rule, changing ``basic safety training'' to ``basic training'' to
be consistent with the STCW Convention. The Coast Guard does not agree
to change Sec.  15.1105(c)(1) as suggested because basic training or
basic instruction refers to the four numbered items under paragraph
(c), which are more extensive than safety familiarization. This text is
consistent with the STCW requirements in Regulation VI/1 and Section A-
VI/1.
    MERPAC recommends that Sec.  15.1109 be amended by adding ``serving
on seagoing vessels, except those vessels listed in 15.1101 of this
part.''
    The Coast Guard agrees and has amended Sec.  15.1109 as recommended
for clarity. That section refers to Sec.  15.105(f) and (g), which
contains the same exemptions as Sec.  15.1101. This change is
appropriate because STCW watchkeeping requirements apply only to
seagoing vessels.
    MERPAC states Sec.  15.1113 should be amended to ensure (a), (b),
and (c) apply only to vessels over 500 GT.
    The Coast Guard agrees with the recommendation to ensure that the
requirements in Sec.  15.1113 apply only to vessels of more than 500
GT. In accordance with the 2010 amendments to the STCW Convention, the
security requirements are meant to support the requirements of the ISPS
Code which applies to vessels of 500 GT or more. Therefore, the Coast
Guard has amended Sec.  15.1113 to ensure that the application of the
security requirements is only to vessels of 500 GT or more.
    MERPAC recommends that Sec.  15.1113 be amended to include all
transitional provisions from STCW.
    The Coast Guard agrees. As previously discussed, the Coast Guard
has amended Sec.  15.1113 to include all transitional provisions from
the STCW Convention applicable to vessel personnel with designated
security duties and security awareness.
    MERPAC recommends that Sec.  15.1113 be amended to account for
existing mariner compliance by 2012, and to account for new mariners
compliance by 2014. The Coast Guard agrees. As previously discussed,
the Coast Guard has amended Sec.  15.1113 to include all transitional
provisions from the STCW

Convention applicable to existing and new mariners.
    MERPAC recommends Sec.  15.1113 be amended to address contractors
and other personnel who should not be required to obtain an
endorsement.
    The 2010 amendments to the STCW Convention (Section A-VI/6) require
all persons employed or engaged on a seagoing vessel to have received
security familiarization. The term ``all persons'' includes seafarers
and other personnel, including contractors, whether part-time, full-
time, temporary, or permanent. At this time, the Coast Guard intends to
meet the STCW 2010 amendments through the regulations in 33 CFR
104.225, which requires that all contractors, whether part-time, full-
time, temporary, or permanent, must have knowledge on a number of
topics, through training or equivalent job experience. The Coast Guard
has also amended Sec.  15.1113 to ensure that all contractors have
knowledge of the requirements in 33 CFR 104.225 through training or
equivalent job experience.
    MERPAC recommends that Sec.  15.1113 be amended to provide that
individuals who have completed a USCG accepted VSO course, or have been
designated as VSO are considered to have met the requirements of
training for personnel with or without security duties.
    The Coast Guard agrees, and has amended the requirements in Sec.
15.1113 to ensure persons meeting the VSO requirements are considered
to have met the requirements of training for personnel with or without
security duties. The Coast Guard is revising the definition ``vessel
personnel with designated security duties'' to harmonize it with the
guidance in Section B-VI/6 of the STCW Code and to ensure consistency
with the requirements in 33 CFR subchapter H. The expression ``with
designated security duties'' denotes those having specific security
duties and responsibilities in accordance with the vessel security
plan. The Coast Guard amended the requirements in Sec. Sec.  12.625 and
15.113 to ensure that the term ``vessel personnel with designated
security duties'' is used throughout.
    MERPAC recommends that Sec.  15.1113 be amended to ensure that
requirements take into account STCW Circ 7(16) providing a compliance
waiver until 2017.
    The STCW Convention requires that mariners who commenced service
after January 1, 2012, meet the training requirements for vessel
personnel with designated security duties and security awareness, as
appropriate. In addition, the STCW Convention also provides
transitional provisions for mariners who started service prior to
January 1, 2012. Recognizing that the implementation date was fast
approaching, and that there may be practical difficulties for all
seafarers with security-related requirements to obtain necessary
certifications and/or the necessary endorsements required in accordance
with regulation VI/6 of the 2010 amendments to the STCW Convention and
Code, the IMO issued Circular STCW.7/Circ.17 providing advice for port
state control officers on transitional arrangements leading up to full
implementation of the 2010 amendments to the STCW Convention and Code
on January 1, 2017. The Circular recommends that Administrations should
inform their port state control authorities that, until January 1,
2014, even if a seafarer's documentation with regard to the security-
related training in regulation VI/6 is not in accordance with the 2010
amendments to the STCW Convention and Code, it would be sufficient to
accept compliance with section 13 of the ISPS. Taking the information
in the Circular into account, the Coast Guard has amended Sec.  15.1113
to implement the requirements for ``vessel personnel with designated
security duties'' and for ``security awareness.'' The requirements in
33 CFR 104.220 and 104.225 meet the requirements of Section 13 of the
ISPS Code.
    MERPAC notes the lack of training requirements within the SNPRM as
follows: (1) Generally, the officers do not have the time to perform
training and assessment onboard due to minimal manning, higher workload
and operational constraints; (2) under STCW mandatory rest period
rules, the time available for training is limited; (3) The officers may
not have the requisite knowledge to teach and assess the needed
subjects effectively; (4) training is not part of a ship's officers job
description; (5) most officers have not been exposed to ``train the
trainer'' techniques; (6) most officers are reluctant to assume the
legal liability of training; (7) some subjects can be better conducted
ashore due to safety and economic reasons; and (8) if a company wants
to address the above issues, then the company must provide the
resources to conduct approved onboard training. Therefore, MERPAC
recommends that additional formal classroom training be required.
    The STCW Convention is a competence-based Convention, and not a
training-based Convention. The Coast Guard does not believe that
training is the only means of imparting knowledge, and recognizes that
some knowledge, understanding, and proficiency is better acquired
through experience.
    The Tables in part A of the STCW Code establish the standards of
competence, which provide ways and means to demonstrate the knowledge,
understanding, and proficiencies needed to meet each standard. The
Convention is very specific about which standards of competence require
training. Basic training, Electronic Chart Display and Information
System, and Automatic Radar Plotting Aids are examples of such required
training.
    In most instances, however, the STCW Convention does not specify
whether structured training is required to meet the standards of
competence. It is up to each Administration to establish the training
and experience necessary to achieve the level of competence, and when
structured training should be obtained.
    The Coast Guard recognizes concerns raised by comments that
shipboard factors, including reduced manning, higher mariner workload,
and mariner fatigue issues, could make it a challenge for seafarers
onboard vessels to train others. The Coast Guard also recognizes that
not all STCW competencies, individual knowledge, understanding and
proficiencies must be accomplished as part of structured training
because there are areas where in-service experience may fulfill the
competency requirement. For these reasons, the Coast Guard reviewed the
tables of competencies and identified the training topics that must be
accomplished as part of approved formal training. The training topics
in the final rule were part of the extensive list of topics proposed in
the NPRM, as well as those listed in the SNPRM.
    Accordingly, parts 11 and 12 of this final rule have been amended
to include a combination of training and in-service requirements, which
will be validated through assessments, to ensure that seafarers achieve
the necessary level of competence.
    MERPAC also recommends that the content of the training should be
appropriate to the tonnage, route and/or type of vessel. For example,
advanced and emergency ship handling can be performed onboard OSVs,
tugs, and ferries, rather than in a full mission simulator.
    The Coast Guard partially agrees. The text in part 11, subpart C
has been amended in each appropriate section for each STCW endorsement
to indicate which courses will be required. The Coast Guard also agrees
with the comment that the content of training should be appropriate to
the tonnage, route and/or type of vessel. The

regulatory text also includes a provision to allow for the modification
of KUPs based on the characteristics and size of vessels, and for the
issuance of the appropriate limitations and restrictions.
    MERPAC recommends amending Sec.  11.480 to ensure the current
practice of not putting radar endorsements on MMCs is stated.
    The Coast Guard did not propose any changes in this area. The
requested change is outside the scope of this rulemaking.
    MERPAC recommends that a working group be formed with Coast Guard
Headquarters, NMC, and industry to clarify and define the certification
process for single or limited size engineroom staffing. In addition,
this working group should also develop the same for deck staffing on
vessels of limited size.
    Although this suggestion is beyond the scope of this rulemaking,
the Coast Guard will consider issuing a task on this subject to MERPAC
in the future.
    MERPAC recommends that the NMC process refocus the medical review
of mariners so that the process is risk-based.
    The Coast Guard agrees that the focus should be reviewed for
possible improvement, but this is outside the scope of this rulemaking.
The Coast Guard is considering plans for the development of a DME
program. The Coast Guard will develop guidance on the DME program in
the future.
    MERPAC recommends that the government pursue creating methods of
funding for maritime education due to the impact of the regulatory
training and education requirements. (46 U.S.C. 51103).
    Although this suggestion is outside the scope of this rulemaking,
the Coast Guard will continue to promote maritime education.
62. MEDMAC Comments
    Below, the Coast Guard responds to recommendations received from
MEDMAC.
    MEDMAC recommends replacing the term ``medical certificate/
endorsement'' with ``medical certificate'' throughout the document.
    The Coast Guard agrees and has made this change throughout the
document. This change is appropriate because the Coast Guard will be
issuing separate medical certificates rather than endorsements to
existing MMCs.
    MEDMAC recommends removing the last sentence of Sec.  10.301(a) and
replacing it with the text from NVIC 04-08, Enclosure (6), Paragraph 7.
    The Coast Guard agrees and has replaced the last paragraph of Sec.
10.301(a) with the recommended text. This change is appropriate because
it continues and codifies established Coast Guard policy on the
evaluation of physical examinations.
    MEDMAC recommends that Sec. Sec.  10.301(b)(1) and (2) be amended
to allow pilots to be issued 2-year medical certificates but not change
the statutory requirement for pilots to undergo annual physicals.
    The Coast Guard agrees and has amended Sec.  10.301(b)(2) to allow
pilots to be issued 2-year medical certificates to ensure consistency
with the statute and to avoid any ambiguity.
    MEDMAC recommends in Sec.  10.303(b) removing the text ``for
medical conditions and medications when'' and replacing it with ``when
an applicant does not meet the applicable medical standards, but''.
    The Coast Guard agrees that the suggested language is more
accurate, and has made this change in Sec.  10.303(b).
    MEDMAC recommends removing the last sentence of Sec.  10.304(a) and
replacing it with the content of paragraph Sec.  10.304(c), and then
removing Sec.  10.304(c).
    The Coast Guard agrees that issuing future guidance on
disqualifying medical conditions is preferable to the incomplete list
in the last sentence of Sec.  10.304(a) of the SNPRM. Accordingly, we
have amended Sec.  10.304(a) and have removed Sec.  10.304(c).
    MEDMAC requests clarification of guidance on food handlers found in
Sec.  10.304(b) that relates to NVIC 04-08 Enclosure 1 ``food handler''
link to Homeport.
    The requested guidance is beyond the scope of this rulemaking.
However, the Coast Guard has provided in this rulemaking a definition
for ``communicable disease,'' which should have direct impact on
MEDMAC's concerns. The Coast Guard also will be revising policies
associated with this rulemaking and publishing them as required to
ensure broadest notification.
    MEDMAC recommends that all food handlers be required to submit a
general medical exam.
    The Coast Guard disagrees. Our requirements must be consistent with
the underlying statutes. At present, the Coast Guard does not have
authority to require entry-level food handlers to complete the general
medical exam.
    MEDMAC requests clarification from the Coast Guard on how
practitioners shall perform each of the listed demonstrations in Sec.
10.304(d)(2). If the Coast Guard does not have clarification, working
group 11-03 recommends a task statement be developed to address this
section.
    The information regarding demonstrations should be addressed in the
revision of NVIC 04-08 which is already a task statement provided to
the MEDMAC (MEDMAC Task Statement 1).

C. Discussion of Public Comments in Response to the Merchant Marine
Personnel Advisory Committee (MERPAC) and the Merchant Mariner Medical
Advisory Committee (MEDMAC) Recommendations

    On November 3, 2011, the Coast Guard announced the availability of
recommendations from MERPAC in response to Task Statement 75, in which
the Coast Guard requested review of the SNPRM (76 FR 68202). The Coast
Guard also announced the availability of recommendations from MEDMAC
after its review of the SNPRM. The recommendations from both committees
were made available to the public for comment. The public comments to
these recommendations and the Coast Guard response to the comments
received are detailed below.
    One commenter supports MERPAC's recommendation that Qualified
Assessors should be approved by the Coast Guard.
    The Coast Guard agrees. As previously discussed, we have amended
the definition of ``Qualified Assessor'' in Sec.  10.107 to add
clarification of this person's role and professional development.
    The same commenter supports the MERPAC recommendations regarding
Listing of Training Elements for 46 CFR part 11 (Deck Competencies with
Formal Training Requirements) in its entirety. The commenter states
that interpreting the Code to require an approved education and
training system for deck officer competencies is in keeping with the
generally accepted view of the international maritime community and
Coast Guard policy for nearly 10 years. That system would be operated
under a QSS and is described in Tables A-II/1, A-II/2 et al. of the
STCW Code.
    The Coast Guard partially agrees. The Coast Guard reviewed the
tables of competencies and identified the training topics that must be
accomplished as part of approved formal training. These topics were
part of the NPRM published in 2010. Parts 11 and 12 of this final rule
are amended to include a combination of training and in-service
requirements, validated through assessments, to ensure that the
seafarers achieve the necessary level of competence.
    One commenter disagrees with MERPAC's recommendation that

mariners should not be able to obtain an STCW endorsement without
meeting the service requirements for the associated national
endorsement. MERPAC adds that its recommendation is about progression
requirements rather than qualification requirements. The commenter
states that this MERPAC recommendation would reverse the Coast Guard's
stated intent to separate STCW and domestic endorsements. By
recombining domestic and STCW sea-service requirements, irrespective of
possible conflicts between the two, the Coast Guard would undermine
another of its stated intentions, that the new regulations will be
easier for mariners to read and understand the requirements for each
MMC endorsement.
    The Coast Guard disagrees. One of the underlying principles used in
the development of this rulemaking is that the STCW endorsement is an
international, independent overlay of the national endorsement.
Therefore, the mariner cannot have any STCW endorsement unless that
mariner possesses the equivalent national endorsement.
    One commenter disagrees with MERPAC's recommendation that the Coast
Guard amend its definition of ``disabled vessel'' by removing the last
sentence of the proposed definition, and by reverting to the definition
currently found in the regulations. The commenter states that if the
Coast Guard agrees to this recommendation, the continued financial
wellbeing of many assistance companies whose livelihood depends on
towing and assistance jobs allowed by the inclusion of the last
sentence of the definition of ``disabled vessel'' in the SNPRM will be
severely threatened. Many marine assistance companies have no other
means of income, and for them this amendment will be disastrous.
    The Coast Guard disagrees and has only retained non-substantive
editorial changes to the original definition of ``disabled vessel'' in
Sec.  10.107. The expansion of the definition proposed in the SNPRM
would have granted authority beyond the intended scope of the meaning
of ``disabled vessel,'' and the final rule is substantially the same as
the current regulation. The Coast Guard may consider possible changes
to this definition after public notice and comment in a future
rulemaking.
    There were several comments received in the docket that were not
related to MERPAC or MEDMAC recommendations. Those comments are
summarized below.
    One commenter states that the Coast Guard is placing mariners in
peril in Sec.  11.402(c)(1), by allowing a mariner with only 6 months'
experience as master of a 1,600 GRT vessel to become a domestic master
of an unlimited-tonnage vessel. The commenter states that you need
experience as a chief mate on a large vessel in order to understand how
to do the captain's job on such a vessel.
    Because this final rule makes no changes to the current regulations
in Sec.  11.402(c)(1), this comment is outside the scope of this
rulemaking.
    The same commenter states that the Coast Guard is again placing
mariners in peril in Sec.  11.404(a)(2)(ii), by allowing a mariner to
become a domestic master of an unlimited-tonnage vessel after 3 years
of sea time, without ever having sailed as chief mate. The commenter
states that you need experience as a chief mate on a large vessel in
order to understand how to do the captain's job on such a vessel.
    The Coast Guard disagrees that there is no requirement for
experience as a chief mate on large vessels to qualify as master of
such a vessel. Section 11.404(a)(2)(i) requires that, in addition to
the requirements discussed in Sec.  11.404(a)(2)(ii), mariners must
provide evidence of 6 months' service as chief mate on vessels of
unlimited tonnage.
    One commenter asks why chief engineer (limited-near coastal) is
listed above chief engineer (limited-oceans) hierarchically in Table
11.325(d). The same commenter asks if the required service is
cumulative (12 months of service to get from chief engineer (limited-
oceans) to chief engineer (limited-near coastal), then an additional 12
months of service to get to chief engineer on vessels of unlimited
horsepower).
    The order of endorsements listed in the table is not meant to be
hierarchical. Further, in response to several other comments to the
SNPRM docket, the Coast Guard is eliminating the endorsement for chief
engineer (limited-near-coastal). An additional 12 months of service is
required to cross over to first assistant engineer (unlimited), and an
additional year to qualify for chief engineer (unlimited).
    The same commenter asks if the proposed regulations eliminate STCW
endorsements for chief engineer (limited-oceans) and chief engineer
(limited-near coastal), or rather limit them to domestic service. The
commenter recommends that the Coast Guard revise the SNPRM to maintain
the current scope of authority for chief engineer (limited oceans and
near-coastal).
    As stated above, the Coast Guard is eliminating the chief engineer
(limited-near-coastal) endorsement, leaving only the assistant engineer
(limited) and chief engineer (limited) endorsements. Both endorsements
authorize service on oceangoing vessels of any horsepower, but restrict
service to vessels of less than 1,600 GRT (hence the ``limited''
title).
    The same commenter states that the progression paths listed in the
NPRM have been changed in the SNPRM. He asks if a path remains for a
chief engineer (limited-oceans) to become either a chief engineer or
first assistant engineer (second engineer officer) on vessels of
unlimited horsepower.
    As discussed in the SNPRM, there is a path for the endorsements the
commenter cites. For changes to the limited engineers' officer
endorsements, including crossover points, see Figure 11.505(a).
    One commenter states that an unspecified section, figure or table
does not appear to be a path to STCW chief engineering officer for
vessels of more than 4,000 HP. In the commenter's view, the
credentialing system contains ``confusion,'' again without specifying
what the particular uncertainty might be. The commenter further takes
exception to the amount of sea service proposed in the SNPRM for a
chief engineer (limited) to obtain an STCW endorsement as chief
engineer officer.
    As discussed above, the SNPRM established the national and STCW
credentials as separate entities. Figure 11.505(a) graphically displays
the progression and crossover provisions for the national engineering
officer endorsements only. All national limitations and restrictions
apply. It is recognized that the holder of a national endorsement might
also be required to hold an STCW endorsement to sail beyond the
boundary line and into foreign ports. Since the applicant for an STCW
endorsement must first hold an appropriate national endorsement, the
purpose of the tables in Sec.  11.325 is to list those national
endorsements that might enable the holder to obtain a relevant STCW
endorsement, and to indicate if additional assessment and training are
required.
    A common misconception is that if a mariner holds a particular
national credential (e.g., chief engineer (limited)), that he/she
automatically has the right to an ``equivalent'' STCW endorsement as
chief engineer officer (e.g., more than 3,000 kW (4,000 HP)). This is
not the case, as the STCW endorsement usually requires additional
practical assessment, examination and/or training. The tables in part
11, subpart C are guides for mariners to obtain STCW endorsements.
Another factor in the equation is that once obtained, the STCW
endorsement is

dependent on any restrictions on the face of the national endorsement.
For example, engineers (limited) may serve on vessels of any
horsepower, but are restricted to vessels of less than 1,600 GRT. The
DDEs are restricted to vessels of less than 500 GRT, and some have
further horsepower limitations and/or route restrictions placed on
their credentials.

D. Additional Request for Comments

    In the ``Additional Request for Comments'' section of the SNPRM,
the Coast Guard sought specific comments from the public on six issues.
These issues and the Coast Guard response to the comments received are
outlined below. Detailed Coast Guard responses to specific comments are
located above in subsection A of this section, entitled ``Public
comments on the SNPRM.''
    1. The Coast Guard asked about the value of tonnage and route
restrictions for engineering endorsements.
    The Coast Guard removed route restrictions and the endorsement for
chief engineer (limited near-coastal) in this final rule, but retained
the 1,600 GRT limitation for the engineer (limited) series of
endorsements. Likewise, the Coast Guard retained both route and tonnage
restrictions for the DDE series of engineer endorsements.
    2. The Coast Guard asked about alternative or additional
requirements for limiting engineer authority, such as maintaining
current horsepower restrictions, or any other alternative requirements.
    The responses from the public ranged from a suggestion to remove
the endorsement of chief engineer (limited near-coastal) to an
elaborate 13-page plan for the complete revision of the national and
STCW endorsement scheme. The Coast Guard has made several changes
including the removal of the chief engineer (limited near-coastal)
endorsement and expanded the structure of assistant engineer-OSV, as
discussed previously.
    3. The Coast Guard asked about potential changes to the
qualification requirements for a DE for TOARs to allow mariners to
serve as DEs by virtue of their endorsements without any further
approval process.
    The commenters believe that the current system for a DE to apply
for recognition and approval through the NMC is appropriate. The Coast
Guard will continue to approve the DEs through the current process.
    4. The Coast Guard asked about who, within the mariner population,
will take advantage of the alternatives to formal training provided to
meet the standards of competence for an STCW endorsement.
    Some commenters object to allowing competency to be demonstrated by
alternative methods and not exclusively through approved formal
training. In their view, the language of the STCW Convention and Code
places a strong emphasis on formal training and assessment, and
requires education and training for all categories of STCW
certification. Other commenters support the concept of onboard training
as an alternative to formal classroom training but believe that there
are professional knowledge and development areas where in-service
experience alone will not fill the need for professional training.
    The Coast Guard has added training courses for STCW endorsements
that must be accomplished as part of approved formal training. These
courses were part of the NPRM. Parts 11 and 12 of this final rule are
amended to include a combination of training and in-service
requirements (validated through assessments) to ensure that the
seafarers achieve the level of competence required for STCW
endorsements.
    5. The Coast Guard asked about the extent to which changes to sea
service requirements, particularly in Sec.  10.232, will increase the
availability of mariners for service on oceangoing vessels.
    Three commenters recommended that the Coast Guard remove Sec. Sec.
10.232(b)(1) and 10.232(b)(2) in their entirety in regard to sea
service credit for mariners serving on the Great Lakes and on inland
waters. They believe there is no useful purpose for these provisions,
and their inclusion would make professional advancement more difficult,
thereby decreasing the availability of mariners for service on
oceangoing vessels.
    The Coast Guard has retained the proposed provisions in Sec.
10.232(b)(1) (providing day-for-day credit on the Great Lakes), and
Sec.  10.232(b)(2) (providing credit up to 50 percent of total service
required). These new requirements were not previously available for
those mariners seeking an STCW endorsement. Further, the Coast Guard
believes that the inclusion of these sections will actually increase
the number of mariners with credentials necessary to make them
available for service on ocean-going vessels by expanding the
opportunity to earn sea service credit.
    6. The Coast Guard asked about the possible changes to fee payment
options, as proposed in Sec.  10.219, which would eliminate the ability
to pay by cash or check. The commenters objected to the proposed
requirement in Sec.  10.219(d) that fee payments for MMCs and
associated endorsements must be made by credit card or by electronic
payment. They claimed that it would be a hardship on mariners as they
do not always have these means of payment available to them.
    The Coast Guard is withdrawing this proposed revision. The current
Sec.  10.219(d) will be retained, allowing for multiple forms of
payment.

VII. Incorporation by Reference

    The Director of the Federal Register has approved the material
listed in Sec. Sec.  10.103, 11.102, 12.103, 13.103, and 15.103 for
incorporation by reference under 5 U.S.C. 552 and 1 CFR part 51. Copies
of the material are available from the sources listed in those
sections.

VIII. Regulatory Analyses

    We developed this final rule after considering numerous statutes
and executive orders related to rulemaking. Below we summarize our
analyses based on 14 of these statutes or executive orders.

A. Regulatory Planning and Review

    Executive Orders 12866 (``Regulatory Planning and Review'') and
13563 (``Improving Regulation and Regulatory Review'') direct agencies
to assess the costs and benefits of available regulatory alternatives
and, if regulation is necessary, to select regulatory approaches that
maximize net benefits (including potential economic, environmental,
public health and safety effects, distributive impacts, and equity).
Executive Order 13563 emphasizes the importance of quantifying both
costs and benefits, of reducing costs, of harmonizing rules, and of
promoting flexibility. This final rule has been designated a
``significant regulatory action'' although not economically
significant, under section 3(f) of Executive Order 12866. Accordingly,
this final rule has been reviewed by the Office of Management and
Budget. A combined ``Regulatory Analysis and Final Regulatory
Flexibility Analysis'' report is available in the docket as indicated
under the ADDRESSES section of this preamble. A summary of the report
follows:
    This final rule will ensure that U.S. mariners comply with the
standards set forth in the STCW Convention and Code. This final rule
will implement all amendments under the Convention, including the 2010
amendments previously discussed. In addition, the Coast Guard is
responding to the comments, feedback, and concerns received from the
public as a result of the SNPRM. In order to address those comments and
concerns, this final rule

will simplify national licensing requirements and separate them from
STCW requirements; provide alternative means for demonstrating
competence; clarify oversight requirements for approved courses; amend
lifeboatmen requirements; and allow for acceptance of sea service on
vessels serving the Great Lakes and inland waters to meet STCW
requirements (see ``Discussion of Final Rule'' for additional details).
    The changes in this final rule from the current regulations that
result in additional impacts involve the following categories of
provisions:
1. Medical Examinations and Endorsements
    The medical certificate will be reduced from a maximum period of
validity of 5 years to 2 years for mariners serving onboard STCW
vessels in accordance with the 2010 amendments to the STCW Convention.
2. Leadership and Managerial Skills
    This final rule will require leadership and managerial skills for
the management-level credential in accordance with the 2010 amendments
to the STCW Convention.
3. Engineroom Resource Management
    This final rule will require ERM training for engineers seeking
operational-level credential, and leadership and managerial skills for
the management-level credential in accordance with the 2010 amendments
to the STCW Convention.
4. Tankerman Endorsements
    This final rule will add new STCW endorsements for basic and
advanced oil and chemical tanker cargo operations, and for basic and
advanced liquefied gas tanker cargo operations, in accordance with the
STCW 2010 amendments.
5. Safety Refresher Training Requirements
    This final rule will require safety refresher training every 5
years for all STCW-endorsed mariners holding a credential in basic
training (BT), advanced firefighting, proficiency in survival craft and
rescue boats other than fast rescue boats, or proficiency in fast
rescue boats, in accordance with the 2010 amendments to the STCW
Convention and Code.
6. Able Seafarer Deck and Engine
    This final rule will require that personnel serving on STCW vessels
as able seafarers meet the requirements for certification in order to
comply with the STCW 2010 amendments.
    In order to address the comments received on the SNPRM, the Coast
Guard made several changes to the SNPRM in this final rule. Part A of
the Discussion of Comments and Explanation of Changes section
summarizes the changes between this final rule and the SNPRM and the
``Tables of Changes'' in section V of the preamble provides a detailed
explanation for each change. None of the changes between the SNPRM and
this final rule, however, will result in additional impacts to the
maritime industry. However, in response to comments from the public,
the Coast Guard has added a transitional provision for the
implementation of the QSS requirements by January 1, 2017. This will
delay the cost impact of QSS requirements to training providers and
provide additional time for compliance.
Costs
    We estimate that this final rule will affect approximately 60,000
U.S. mariners \8\ and 316 owners and operators of 1,044 vessels by
imposing additional costs. This rule also affects U.S. mariners
operating inside the boundary line by imposing new requirements.
However, we do not anticipate the new requirements for national
endorsements will impose additional costs. Each of the requirements
will affect a different subset of these mariner and owner/operator
populations. We used Coast Guard's data on mariners, publicly available
information on training costs and mariner wages, and other available
industry information to develop the estimates of potential costs to
affected mariners and to the owners and operators employing affected
mariners for each requirement. We did not find additional data or
receive public comments in response to the analysis presented in the
SNPRM that would result in changing these estimates for affected
mariners or vessel owners and operators.
---------------------------------------------------------------------------

    \8\ Includes all mariners to which STCW applies, which is
limited to voyages beyond the boundary line.
---------------------------------------------------------------------------

    This final rule will also affect approximately 141 STCW training
providers by requiring them to implement a quality standards system and
write and maintain a QSS manual; subjecting them to internal and
external audit requirements of each Coast Guard-approved course, and
extending the time period for which they must keep a paper or
electronic record on each student completing a course. Similarly, we
did not find additional data or receive public comments that would
result in changing our estimates for affected STCW training providers
other than delaying the cost impact of QSS requirements to training
providers by 3 years and providing additional time for compliance.
    The costs of this final rule are presented in Table 1. We estimate
the total present value cost over the 10-year period of analysis to be
$228.9 million at a 7-percent discount rate ($272.6 million at a 3-
percent discount rate). Over the same 10-year period of analysis, we
estimate the annualized costs to be about $32.6 million at a 7-percent
discount rate ($32.0 million at a 3-percent discount rate).

          Table 1--Summary of Present Value Costs of Final Rule
                              [$ Millions]
------------------------------------------------------------------------
                                                      Discount rate
                     Year                      -------------------------
                                                 7 percent    3 percent
------------------------------------------------------------------------
1.............................................        $17.0        $17.7
2.............................................         38.5         41.5
3.............................................         36.0         40.3
4.............................................         35.0         40.8
5.............................................         31.8         38.5
6.............................................         29.7         37.4
7.............................................         11.3         14.7
8.............................................         10.5         14.3
9.............................................          9.8         13.9
10............................................          9.2         13.5
                                               -------------------------
    Total*....................................        228.9        272.6
                                               -------------------------
Annualized....................................         32.6         32.0
------------------------------------------------------------------------
* Totals may not sum due to rounding.

    We estimate the mariner training requirements are the primary cost
driver throughout the 10-year period of analysis. See Table 2 for a
summary of annualized costs by requirement category.

       Table 2--Summary of the Annualized Costs of the Final Rule
                              [$ Millions]
------------------------------------------------------------------------
                                                         Annualized*
                     Category                      ---------------------
                                                    7 percent  3 percent
------------------------------------------------------------------------
Mariner Training**................................     $27.06     $26.40
2-Year Medical....................................       3.99       3.99
Examination.......................................
Sea Service.......................................       1.04       1.04
Training Providers................................       0.50       0.51
                                                   ---------------------
    Total.........................................      32.60      31.96
------------------------------------------------------------------------
** Includes changes for officer, engineer and rating endorsements.

    The changes to mariner training make up about 83 percent of the
costs throughout the 10-year period of analysis. Table 3 below presents
a

summary of the costs by requirement as a percentage of the total
annualized costs of this final rule.

    Table 3--Summary of Costs by Requirement of the Final Rule (as a
                     percentage of annualized cost)
------------------------------------------------------------------------
                                                              Annualized
                        Requirements                             cost
                                                               percent
------------------------------------------------------------------------
Mariner Training...........................................           83
2-Year Medical Examination.................................           12
Sea Service................................................            3
Training Providers.........................................            2
                                                            ------------
    Total..................................................          100
------------------------------------------------------------------------

    We believe that the training costs discussed above would likely be
high estimates, as this final rule provides flexibility in choosing
alternative methods if these are more cost effective to the mariners,
owners and operators.
    In the absence of additional information, such as the choice of
alternative methods by company size and time differences to complete
one alternative compared to another, we estimate potential regulatory
compliance costs by assuming that mariners and their employers would
fulfill these requirements through classroom training. This results in
upper-bound monetized costs for these training provisions.
Benefits \9\
---------------------------------------------------------------------------

    \9\ The Coast Guard did not receive any comments from the public
on the benefits analysis for the SNPRM. The changes between the
SNPRM and this final rule did not result in any modifications to
benefits estimated in this section.
---------------------------------------------------------------------------

    This final rule will implement all amendments to the STCW and
ensure that the U.S. is meeting its obligations under the STCW
Convention. The STCW Convention sets the standards of competence for
mariners internationally, bringing U.S. mariners in line with training,
certification and medical standards developed by the International
Maritime Organization (IMO). In addition to the benefit of improving
marine safety and decreasing the risk of shipping accidents, additional
benefits of this final rule are expected to accrue to the U.S. economy
in the form of: (1) Preventing and mitigating accidents on STCW
Convention-compliant foreign vessels in U.S. waters due to the Coast
Guard's increased ability to enforce requirements; (2) Maintaining U.S.
status on the ``White List'' and avoiding the detention of U.S. vessels
in foreign ports due to non-compliance with the STCW Convention; (3)
Ensuring U.S. mariners can compete in the global workforce market; and,
(4) Ensuring that U.S. regulations are consistent with international
performance standards based on international consensus and IMO
convention, which minimizes variation in standards of training and
watchkeeping.
    One benefit of this final rule is an increase in vessel safety and
a resulting decrease in the risk of shipping casualties. According to
one study on the Review and Analysis of Accident Databases by the
American Bureau of Shipping (ABS), the human element is involved in 80
percent of shipping casualties, with 45 percent of those casualties
primarily due to human error, and another 35 percent attributable to a
failure to adequately respond.\10\
---------------------------------------------------------------------------

    \10\ Clifford C. Baker and Denise B. McCafferty. 2004. ABS
Review and Analysis of Accident Databases. American Bureau of
Shipping. Accessed at http://www.slc.ca.gov/Division_Pages/MFD/Prevention_First/Documents/2004/Human%20and%20Organizational%20Factors/McCafferty%20paper.pdf.
---------------------------------------------------------------------------

    The final rule seeks to decrease human error and improve
responsiveness through a three-pronged approach--increased training and
service requirements, improved consistency of training, and enhanced
medical evaluation and reporting.
    Lack of mariner competence in situational awareness and assessment
are primary causes of human error. The enhanced competency and service
requirements of the STCW Convention are expected to increase mariners'
situational awareness and situational assessment, and improve their
ability to respond to potential hazards.
    The requirements for training providers to develop and follow a
quality standard system help to ensure that the STCW training given to
mariners is of consistent quality.
    Unidentified medical conditions can also impair a mariner's ability
to perform tasks and respond, thus contributing to the human element of
casualties. This final rule will require more frequent medical exams
for STCW mariners, thus reducing the potential contribution of medical
conditions to human error.\11\ In combination, the provisions of this
final rule are expected to reduce potential for vessel accidents,
including those with small and large consequences.
---------------------------------------------------------------------------

    \11\ Examples of major accidents that resulted in deaths,
injuries, environmental contamination or property damage in which an
unidentified medical condition was a causal factor include: the
allision of the M/V Cosco Busan with the San Francisco-Oakland Bay
Bridge, the allision of the passenger ferry Andrew J. Barberi, and
Towboat Robert Y. Love allision with Interstate 40 Highway Bridge.
Although these did not directly involve STCW mariners, the same risk
from unidentified medical conditions applies.
---------------------------------------------------------------------------

    Based on data and information from the Coast Guard's Marine
Information for Safety and Law Enforcement (MISLE) database system,
between 2002 and 2009, there were an average of 11 fatalities and 126
injuries (ranging in severity) per year on U.S. flag SOLAS vessels that
could be prevented or mitigated by this rulemaking. These form the
baseline for this final rule. Likewise, pollution from incidents
involving U.S. flag SOLAS vessels resulted in an annual average of
285,152 gallons of oil spilled per year that are also part of the
baseline damages that could be prevented or otherwise mitigated by this
rulemaking. Table 4 summarizes the annual damages associated with
fatalities, injuries, and oil spills for U.S. flag SOLAS vessels.
    These estimates do not include quantified measures of secondary
impacts that result from vessel accidents.

   Table 4--Annual Baseline of Fatalities, Industries, Oil Spills, and
                       Property Damage (2002-2009)
------------------------------------------------------------------------
                 Impact                               SOLAS
------------------------------------------------------------------------
Fatalities.............................  11.
Injuries...............................  126.
Oil Spills.............................  169.
Amount of Oil Spilled..................  285,152 gallons.
Property Damage........................  $25.7 million.
Congestion and Delays..................  Not quantified.
------------------------------------------------------------------------

    The training, sea service and QSS provisions of the final rule
would most likely reduce the risk of accident-related consequences such
as fatalities, injuries, and pollution. Estimating the precise
reduction in risk from improved training and sea service requirements
is difficult given existing information. We found limited information
on how STCW, or other competency-based marine transportation training,
quantitatively increases marine safety by reducing the risk of
accidents.
    We did find research conducted for other industries on the impact
of training programs on outcomes and behaviors. This research found a
wide range of potential reductions in risk: from a low of no impact to
a high of approximately 87 percent. See the ``Regulatory Analysis and
Final Regulatory Flexibility Analysis'' report available in the docket
for more information. No additional data or updates to estimates were
received as part of public comments.
    If the annual costs of $28.1 million we estimate for the cost of
training and sea

service requirements (exclusive of the QSS training provider and the
medical examination requirements) are compared against the accident-
related baseline damages for SOLAS vessels including fatalities,
injuries, property damage and oil spilled, this final rule would have
to reduce damages by 23 percent to reach break even. Using the cost of
training and sea service requirements, if only fatalities are
considered, the final rule would need to prevent approximately 4.5
fatalities per year to break even, out of about 11 total fatalities per
year on SOLAS vessels. Accident-related fatalities represent
approximately 20 percent of the total baseline damages.
    The annualized cost of the training and sea service requirements
(exclusive of the QSS training provider and the medical examination
requirements) is approximately $28.1 million per year at a 7-percent
discount rate (See Table 2 for a summary of annualized costs by
requirement category). Based on the distribution of potential risk
reduction derived from the studies described above applied to the
baseline consequences of accident-related damages for U.S. flag, SOLAS
vessels, we estimate the discounted, annualized benefits of this final
rule could be about $24.3 million, with a range of $23.7 million to
$29.4 million.
    The medical examination requirements will also reduce risk, both
for fatalities due to medical conditions and for accident-related
fatalities and oil spills. The incapacitation of mariners on vessels
due to undiagnosed and untreated medical and/or physical conditions
could contribute to vessel mishaps and associated public safety risks.
Data from the trucking industry indicate that certain medical
conditions can increase the risk of accidents. For example, truck
drivers with diabetes have a 19 percent higher risk of causing an
accident. Similarly, drivers with cardio-vascular disease have a 43
percent greater risk of causing an accident.\12\
---------------------------------------------------------------------------

    \12\ Source: Final Rule Regulatory Evaluation, ``Medical
Certification Requirements as Part of the Commercial Driver's
License,'' Final Rule, Federal Motor Carrier Safety Administration,
July 2008 (FMCSA-1997-2210-0211.1).
---------------------------------------------------------------------------

    More frequent medical exams can help ensure that medical conditions
that could impair performance and increase the risk of an incident are
identified earlier, thus increasing opportunities to treat the
condition and reducing the chances that uncontrolled symptoms and side-
effects could cause decreased performance and increased risk of
accidents.
    The annual costs of the medical-related requirements are
approximately $3.99 million at a 7-percent discount rate. If we compare
this cost with the damages associated with the five fatalities related
to medical conditions, this final rule would need to result in a 12.7
percent reduction in risk to break even.
    To summarize, we estimate the monetized annualized costs of this
final rule to be about $32.6 million (at a 7-percent discount rate).
However, we believe that this may likely be a high cost estimate as
this final rule provides flexibility in choosing alternative methods of
demonstrating competency if these are more cost effective to the
mariners, owners and operators.
    We considered five alternatives to this final rule:
     Alternative 1: Maintain the current STCW Convention
interim rule.
     Alternative 2: Implement the NPRM-proposed requirements.
     Alternative 3: Implement the SNPRM STCW-related proposed
requirements only.
     Alternative 4: Implement NPRM with a separate rulemaking
for 2010 STCW amendments.
     Alternative 5: Implement the SNPRM.
    The first alternative is not feasible as it would not meet all U.S.
responsibilities as a party to the Convention. The second alternative
would partially meet U.S. responsibility, but would not implement the
2010 STCW amendments. The third alternative would meet the U.S.
responsibilities under the STCW Convention, but would not provide
clarifications and modification to national endorsements for which
costs are minimal. The fourth alternative would not have met U.S. STCW
responsibilities. The fifth alternative would not incorporate any
comments, feedback, and concerns received from the public as a result
of the SNPRM. Public comments helped the Coast Guard reorganize and
clarify certain STCW and non-STCW provisions of the SNPRM and led this
final rule to be more efficient.
    The ``Regulatory Analysis and Final Regulatory Flexibility
Analysis'' report available on the docket provides additional detail on
the alternatives, costs, and benefits of this rulemaking.
    At this time, based on available information, we expect that this
rulemaking will not be economically significant under Executive Order
12866 (e.g., have an annual effect on the economy of $100 million or
more).

B. Small Entities

    Under the Regulatory Flexibility Act (5 U.S.C. 601-612), we have
considered whether this final rule will have a significant economic
impact on a substantial number of small entities. The term ``small
entities'' comprises small businesses, not-for-profit organizations
that are independently owned and operated and are not dominant in their
fields, and governmental jurisdictions with populations of less than
50,000.
    A Final Regulatory Flexibility Analysis discussing the impact of
this final rule on small entities is available in the docket where
indicated under ADDRESSES.
    This final rule will directly regulate mariners and training
providers. Individuals, such as the mariners regulated by this final
rule are not small entities under the definition of a small entity in
the Regulatory Flexibility Act (RFA).
    This final rule includes audit and quality system requirements for
training providers. Based on Coast Guard data, approximately 84 percent
of the STCW training providers that are affected by this final rule are
small by the (SBA) size standards.
    While we do not expect training providers to offer new training
programs unless it is beneficial to their business model, we have
estimated the impact of this final rule to training providers as if
they would not pass any of their costs to mariners. Therefore, the
revenue impacts to the small training providers discussed below may be
overestimates.
    We found that this final rule will have a significant economic
impact (more than 1 percent impact on revenue) on 62 percent of small
training providers in the first year they implement QSS requirements.
After the first year of implementation, we found that this final rule
will have a significant economic impact on 29 percent of small training
providers.
    In response to comments from the public, the Coast Guard has
delayed implementation of the QSS requirements to January 1, 2017. This
will delay the cost impact of QSS requirements to training providers
and provide additional time for compliance. The impacts discussed above
are not based on discounted present value costs and do not account for
the additional time for compliance.
    This final rule does not directly require companies or maritime
employers to pay for the final training requirements for affected
mariners. However, we acknowledge that some marine employers fund
training and

might be indirectly impacted. In recognition of this possibility, we
analyzed impacts on small entities to include a sensitivity analysis
showing the impact of additional training costs on employers of
mariners. We provided this analysis in the Initial Regulatory
Flexibility Analysis for the SNPRM and summarized it in Final
Regulatory Flexibility Analysis for this rule.
    Based on this sensitivity analysis, we found that about 80 percent
of the vessel owners and operators affected by this final rule will be
small entities under the Regulatory Flexibility Act and the Small
Business Administration (SBA) size standards. We estimate that this
final rule will have a more than 1 percent cost impact on annual
revenue for 69 to 83 percent of the small vessel owners and operators
affected by this rulemaking, depending on the year.
    However, under this final rule, the Coast Guard will accept
various, flexible methods for demonstrating competence that will reduce
the costs of training requirements, a potential cost relief to maritime
employers that fund training.

C. Assistance for Small Entities

    Under section 213(a) of the Small Business Regulatory Enforcement
Fairness Act of 1996 (Pub. L. 104-121), we want to assist small
entities in understanding this final rule so that they can better
evaluate its effects on them and participate in the rulemaking. If this
final rule would affect your small business, organization, or
governmental jurisdiction and you have questions concerning its
provisions or options for compliance, please consult Ms. Zoe Goss,
Maritime Personnel Qualifications Division, Coast Guard; telephone 202-
372-1425. The Coast Guard will not retaliate against small entities
that question or complain about this rule or any policy or action of
the Coast Guard.
    Small businesses may send comments on the actions of Federal
employees who enforce, or otherwise determine compliance with, Federal
regulations to the Small Business and Agriculture Regulatory
Enforcement Ombudsman and the Regional Small Business Regulatory
Fairness Boards. The Ombudsman evaluates these actions annually and
rates each agency's responsiveness to small business. If you wish to
comment on actions by employees of the Coast Guard, call 1-888-REG-FAIR
(1-888-734-3247).

D. Collection of Information

    This final rule calls for modifications to collections of
information under the Paperwork Reduction Act of 1995 (44 U.S.C. 3501-
3520). It modifies two existing Office of Management and Budget (OMB)
Collections of Information: OMB Control Number 1625-0028, ``Course
Approvals for Merchant Marine Training Schools;'' and OMB Control
Number 1625-0079, ``Standards of Training, Certification and
Watchkeeping for Seafarers (STCW), 1995 and 1997 Amendments to the
International Convention.''
    As defined in 5 CFR 1320.3(c), ``collection of information''
comprises reporting, recordkeeping, monitoring, posting, labeling, and
other, similar actions. The title and description of the information
collections, a description of those who must collect the information,
and an estimate of the total annual burden follow. The estimate covers
the time for reviewing instructions, searching existing sources of
data, gathering and maintaining the data needed, and completing and
reviewing the collection.
    This final rule adds to recordkeeping requirements of training
providers and credentialed merchant mariners.
    Title: Course Approval and Records for Merchant Mariner Training
Schools.
    OMB Control Number: 1625-0028.
    Title 46 United States Code (U.S.C.) 7315 authorizes a license or
document applicant to substitute the completion of an approved course
for a portion of the required sea service. 46 CFR 10.402 specifies the
information that must be submitted for the Coast Guard to evaluate and
approve each course. 46 CFR 10.403 specifies recordkeeping requirements
that a school teaching approved courses must meet for each student
taking each course.
    Under this final rule, training providers who teach STCW Convention
courses will: (1) Develop and maintain a QSS, including writing and
maintaining a QSS manual; (2) Undergo an internal audit and undergo an
external audit every 5 years and keep the audit records for Coast Guard
inspection as needed; and (3) Store student course records for an
additional 4 years.
    Since training providers are currently required to store student
records for 1 year and many of them store records for several years
more, the burden of the new requirement that will extend recordkeeping
from 1 year to 5 years is small.
    Summary of the Collection of Information: A licensed mariner is
authorized to substitute the completion of an approved course for a
portion of the required sea service. Training providers must submit
specific information to the Coast Guard to evaluate and approve each
course.
    This final rule will require training providers to write and
maintain a QSS manual and arrange two internal audits of STCW
Convention courses within 5 years.
    Need for Information: The information is necessary to show evidence
that training providers meet the minimum quality standards and
recordkeeping requirements for each course established by the IMO.
    Proposed Use of Information: The Coast Guard will use this
information to document that the training level of mariners meets
international requirements.
    Description of the Respondents: The respondents are the mariner
training schools that will be required to complete form CG-719B.
    Number of Respondents: According to the Coast Guard National
Maritime Center (NMC), there are approximately 285 training schools.
However, only 141 training providers teach STCW courses. The number of
respondents is 141 STCW training providers in the first year and
recurring annually.
    Frequency of Response: Respondents are required to write a QSS
manual in the first year and modify it as needed. They will also
arrange internal audits on their STCW courses every two and a half
years.
    Burden of Response: Writing a QSS manual will take a training
provider approximately 206 hours in the first year (205 hours for
reporting and 1 hour for recordkeeping), and modifying it will take 9
hours every year (8 hours for reporting and 1 hour recordkeeping). We
estimate that it will take 10 hours for each respondent to complete an
internal audit twice every 5 years (9 hours for reporting and 1 hour
for recordkeeping) or approximately 4 hours per year.
    Estimate of Total Annual Burden: The existing OMB-approved total
annual burden, as adjusted in May 2012, is 97,260 hours. This rule will
increase the burden for 141 training providers by approximately 225
hours each. The total additional hours requested for this rulemaking is
30,879 [141 x (206 + 9 + 4)]. The new annual burden for the first year
is 29,046 hours and about 1,833 hours each year after the first year.
    Title: Standards of Training, Certification and Watchkeeping for
Seafarers (STCW), 1995 and 1997 Amendments to the International
Convention.
    OMB Control Number: 1625-0079.
    The International Convention for Standards of Training,
Certification and Watchkeeping for Seafarers (STCW) sets qualifications
for masters, officers and watchkeeping personnel on seagoing merchant
ships. The United States is a signatory to these conventions, which

define standards of competence necessary to protect safety of life at
sea and the marine environment and address the responsibilities of all
State-Parties to ensure seafarers meet defined standards of competence
and quality. The information collection requirements are necessary to
implement the amendments to this important international convention.
    This final rule makes three changes that impact this collection.
This final regulation will: (1) Change the medical exam requirements
for STCW credentialed mariners from once every 5 years to once every 2
years; (2) require documented evidence of security training or
awareness for 2 groups of mariners--personnel with security duties
(except vessel security officers) and all other mariners working aboard
a vessel; and (3) recognize STCW endorsements issued by foreign
governments.
    To comply with changes in medical examination requirements,
mariners will be required to submit a CG-719K form as filled out by a
physician. To comply with security training or awareness for personnel,
vessel owners/operators will need to provide documentary evidence that
personnel with security duties other than VSOs meet requirements set
forth in 33 CFR 104.220, and provide documentary evidence of meeting
the requirements of 33 CFR 104.225 for all other personnel working on a
vessel. Additionally, this final rule allows for the recognition of
STCW endorsements issued by foreign governments if proper documentation
is submitted by a vessel owner/operator.
    Summary of the Collection of Information: The STCW Convention sets
qualifications for mariners on seagoing merchant ships. As a signatory
party, the United States must collect information to document that
requirements described in this important international treaty are being
met.
    This final rule, which adopts 2010 amendments to the STCW
convention, requires STCW mariners to provide documentation of a
medical exam occurring once every two years; establishes the need for
documentary evidence certifying security training or awareness for
personnel; and provides the means to recognize STCW endorsements issued
by foreign governments.
    Need for Information: The collection of information is needed to
ensure that mariners have completed training and medical assessment
necessary to receive STCW certification or endorsement. Collection of
information is also needed to demonstrate to the International Maritime
Organization that the United States has in place certain specific
regulations that implement the international requirements and related
amendments to the STCW convention.
    Proposed Use of Information: The information collected will help to
ensure compliance with international requirements and to maintain
acceptable quality in activities associated with training and
assessment of merchant mariners.
    Description of the Respondents: The respondents will be merchant
mariners holding STCW endorsements who need to update their medical
records with the NMC, and the vessel owner/operators employing STCW
endorsed mariners.
    Number of Respondents: According to Coast Guard NMC data, an
estimated 60,000 merchant mariners hold STCW endorsements. Of those
mariners, approximately 12,000 submit medical examination forms each
year. Since this final rule requires medical exams every 2 years,
approximately 18,000 additional mariners will need to respond each
year.
    This final rule will also require employers of STCW endorsed
mariners to submit documentary evidence of security training or
awareness. Approximately 316 employers will need to submit this one-
time requirement for 23,413 mariners--12,020 mariners who fall under 33
CFR 104.220 and 11,393 mariners who fall under 33 CFR 104.225.
    Additionally, approximately 105 owner/operators and approximately
1,800 mariners holding STCW endorsements issued by foreign governments
will need to respond.
    Frequency of Response: For medical examination requirements,
mariners will need to respond every two years. We will assume half of
the mariner population would respond annually. For security training or
knowledge, mariners will need to make a one-time response that includes
the proof of meeting the requirement. Credentials for mariners holding
foreign-issue STCW endorsements are valid for 5 years and response will
be once every 5 years.
    Burden of Response: For medical examinations, the mariner will take
approximately 20 minutes to complete form CG-719K and another 5 minutes
to submit that form. Total response burden will be approximately 25
minutes.
    For personnel with security training, we estimate it will take
employers 15 minutes per mariner to provide documentary evidence of
security training or awareness.
    For mariners with STCW endorsements issued by foreign governments,
filling out form CG-719B takes approximately 15 minutes to complete.
    Estimate of Total Annual Burden: For medical examinations, existing
OMB-approved total annual burden, as adjusted in January 2013, is
17,927 hours. This rule will increase the annual burden by 7,950 hours
(7,500 hours for medical exams plus 450 hours for foreign-issued STCW
endorsements). Additionally, this final rule will impose a one-time
burden of 5,853 hours on owner/operators to provide documentary
evidence of training.
    This final rule will increase the annual burden on 18,000
respondents submitting medical examination forms by approximately 25
minutes each. A total of 7,500 additional hours is requested for this
rulemaking [18,000 x (25/60)]. For the approximately 1,800 mariners
holding STCW endorsements issued by foreign governments, this final
rule will increase the annual burden by approximately 15 minutes each.
The total additional hours requested for this rulemaking is 450 [1,800
x (15/60)]. For other personnel with security training or awareness,
this one-time requirement will impose a burden on 316 respondents of 15
minutes each, or approximately 5,853 hours [23,413 mariners x (15/60)].
    As required by the Paperwork Reduction Act of 1995 (44 U.S.C.
3507(d)), we submitted a copy of this final rule to the Office of
Management and Budget (OMB) for its review of the collection of
information.
    You are not required to respond to a collection of information
unless it displays a currently valid OMB control number.

E. Federalism

    A rule has implications for federalism under Executive Order 13132,
Federalism, if it has a substantial direct effect on the States, on the
relationship between the national government and the States, or on the
distribution of power and responsibilities among the various levels of
government. We have analyzed this final rule under that Order and have
determined that it does not have implications for federalism.
    It is well settled that States may not regulate in categories
reserved for regulation by the Coast Guard. It is also well settled
that all of the categories covered in 46 U.S.C. 3306, 3703, 7101, and
8101 (design, construction, alteration, repair, maintenance, operation,
equipping, personnel qualification, and manning of vessels), as well as
the reporting of casualties and any other category in which Congress
intended the Coast Guard to be the sole source of a vessel's
obligations, are

within the field foreclosed from regulation by the States. (See the
decision of the Supreme Court in the consolidated cases of United
States v. Locke and Intertanko v. Locke, 529 U.S. 89, 120 S.Ct. 1135
(March 6, 2000).)
    In United States v. Locke, the Supreme Court referenced the STCW
Convention as evidence that such areas are exclusively Federal,
stating: ``That training is a field reserved to the Federal Government
is further confirmed by the circumstance that the STCW Convention
addresses crew `training' and `qualification' requirements, and that
the United States has enacted crew training regulations.'' United
States v. Locke and Intertanko v. Locke, 529 U.S. 89, 120 S.Ct. 1135
(March 6, 2000). This rule addresses the training and credentialing of
mariners and would impact manning of vessels, areas reserved for
regulation by the Coast Guard. Because the States may not regulate
within these categories, this rule does not affect the relationship
between the national government and the States, or the distribution of
power and responsibilities among the various levels of government.
    This rule would not extend Federal jurisdiction into those areas of
pilotage that are reserved to the States in 46 U.S.C. 8501. Section
8501 provides for State regulation of pilots in the bays, rivers,
harbors, and ports of the U.S. unless the law specifies otherwise.

F. Unfunded Mandates Reform Act

    The Unfunded Mandates Reform Act of 1995 (2 U.S.C. 1531-1538)
requires Federal agencies to assess the effects of their discretionary
regulatory actions. In particular, the Act addresses actions that may
result in the expenditure by a State, local, or tribal government, in
the aggregate, or by the private sector of $100,000,000 (adjusted for
inflation) or more in any one year. This final rule will not result in
such an expenditure; however, we discuss the economic effects of this
final rule elsewhere in this preamble.

G. Taking of Private Property

    This final rule will not cause a taking of private property or
otherwise have taking implications under Executive Order 12630,
Governmental Actions and Interference with Constitutionally Protected
Property Rights.

H. Civil Justice Reform

    This final rule meets applicable standards in sections 3(a) and
3(b)(2) of Executive Order 12988, Civil Justice Reform, to minimize
litigation, eliminate ambiguity, and reduce burden.

I. Protection of Children

    We have analyzed this final rule under Executive Order 13045,
Protection of Children from Environmental Health Risks and Safety
Risks. This rule is not an economically significant rule and does not
create an environmental risk to health or risk to safety that might
disproportionately affect children.

J. Indian Tribal Governments

    This final rule does not have tribal implications under Executive
Order 13175, Consultation and Coordination with Indian Tribal
Governments, because it does not have a substantial direct effect on
one or more Indian tribes, on the relationship between the Federal
Government and Indian tribes, or on the distribution of power and
responsibilities between the Federal Government and Indian tribes.

K. Energy Effects

    We have analyzed this final rule under Executive Order 13211,
Actions Concerning Regulations That Significantly Affect Energy Supply,
Distribution, or Use. We have determined that it is not a ``significant
energy action'' under that order. Though it is a ``significant
regulatory action'' under Executive Order 12866, it is not likely to
have a significant adverse effect on the supply, distribution, or use
of energy. The Administrator of the Office of Information and
Regulatory Affairs has not designated it as a significant energy
action. Therefore, it does not require a Statement of Energy Effects
under Executive Order 13211.

L. Technical Standards

    The National Technology Transfer and Advancement Act (NTTAA) (15
U.S.C. 272 note) directs agencies to use voluntary consensus standards
in their regulatory activities unless the agency provides Congress,
through the Office of Management and Budget, with an explanation of why
using these standards would be inconsistent with applicable law or
otherwise impractical. Voluntary consensus standards are technical
standards (e.g., specifications of materials, performance, design, or
operation; test methods; sampling procedures; and related management
systems practices) that are developed or adopted by voluntary consensus
standards bodies.
    This final rule does not use technical standards. Therefore, we did
not consider the use of voluntary consensus standards.

M. Environment

    We have analyzed this final rule under Department of Homeland
Security Management Directive 023-01 and Commandant Instruction
M16475.lD, which guide the Coast Guard in complying with the National
Environmental Policy Act of 1969 (42 U.S.C. 4321 et seq.), and have
concluded that this action is one of a category of actions that do not
individually or cumulatively have a significant effect on the human
environment. This rule is categorically excluded under section 2.B.2,
figure 2-1, paragraph (34) (a) and (c) of the Instruction. This rule
involves the credentialing of mariners to meet IMO standards. An
environmental analysis checklist and a categorical exclusion
determination are available in the docket where indicated under
ADDRESSES.

List of Subjects

46 CFR Part 1

    Administrative practice and procedure, Organization and functions
(Government agencies), Reporting and recordkeeping requirements.

46 CFR Part 10

    Incorporation by reference, Penalties, Reporting and recordkeeping
requirements, Schools, Seamen.

46 CFR Part 11

    Incorporation by reference, Penalties, Reporting and recordkeeping
requirements, Schools, Seamen, Transportation Worker Identification
Card.

46 CFR Part 12

    Incorporation by reference, Penalties, Reporting and recordkeeping
requirements, Seamen.

46 CFR Part 13

    Incorporation by reference, Cargo vessels, Reporting and
recordkeeping requirements, Seamen.

46 CFR Part 14

    Oceanographic research vessels, Reporting and recordkeeping
requirements, Seamen.

46 CFR Part 15

    Incorporation by reference, Reporting and recordkeeping
requirements, Seamen, Vessels.

    For the reasons discussed in the preamble, the Coast Guard amends
46 CFR parts 1, 10, 11, 12, 13, 14, and 15 as follows:

PART 1--ORGANIZATION, GENERAL COURSE AND METHODS GOVERNING MARINE
SAFETY FUNCTIONS

0
1. The authority citation for part 1 continues to read as follows:

    Authority:  5 U.S.C. 552; 14 U.S.C. 633; 46 U.S.C. 7701; 46
U.S.C. Chapter 93; Pub. L. 107-296, 116 Stat. 2135; Department of
Homeland Security Delegation No. 0170.1; Sec.  1.01-35 also issued
under the authority of 44 U.S.C. 3507.

Sec.  1.01-10  [Amended]

0
2. In Sec.  1.01-10(d)(1)(ii)(D), after the words ``under technical
control of the'', remove the words ``Director of Inspections and
Compliance (CG-5PC),'' and add, in their place, the words ``Director of
Prevention Policy (CG-5P), and subject to the policy and guidance of
the Office of Vessel Activities (CG-CVC),''.

Sec.  1.01-15  [Amended]

0
3. In Sec.  1.01-15(d), after the words ``same authority as an OCMI'',
add the words ``, subject to the policy and guidance of the Office of
Vessel Activities (CG-CVC),''.

Sec.  1.03-40  [Amended]

0
4. In Sec.  1.03-40, after the words ``make a formal appeal of that
decision or action'', remove the text ``, via the NMC,''.

PART 10--MERCHANT MARINER CREDENTIAL

0
5. Revise the authority citation for part 10 to read as follows:

    Authority:  14 U.S.C. 633; 31 U.S.C. 9701; 46 U.S.C. 2101, 2103,
2110; 46 U.S.C. chapter 71; 46 U.S.C. chapter 73; 46 U.S.C. chapter
75; 46 U.S.C. 2104; 46 U.S.C. 7701, 8903, 8904, and 70105; Executive
Order 10173; Department of Homeland Security Delegation No. 0170.1.

0
6. Amend Sec.  10.101 as follows:
0
a. Revise the heading of Sec.  10.101 to read as set forth below;
0
b. In paragraph (b), remove the word ``their'' and add, in its place,
the words ``his or her''; and
0
c. In paragraph (d), remove the words ``holder of'' and add, in their
place, the words ``applicant for''.

Sec.  10.101  Purpose.

* * * * *

Sec.  10.103  [Amended]

0
7. Amend Sec.  10.103 as follows:
0
a. In paragraph (b)(1), remove ``STCW--'' and the year ``1995''; after
the word ``amended'' add ``, 2011''; and after the words
``incorporation by reference approved for Sec. Sec.  10.107, 10.109,''
remove the section number ``and10.231'' and add, in its place, the
section numbers ``10.201, and 10.410''; and
0
b. In paragraph (b)(2), after the word ``amended'' remove the year
``1995'' and add, in its place, ``, 2011''; and after the words
``incorporation by reference approved for Sec. Sec.  10.107, 10.109,''
remove the section numbers ``10.227, and 10.231'' and add, in their
place, the section numbers ``10.201, 10.404, 10.411, and 10.412''.

0
8. Revise Sec.  10.107 to read as follows:

Sec.  10.107  Definitions in subchapter B.

    (a) With respect to part 16 of this subchapter only, if the
definitions in paragraph (b) of this section differ from those set
forth in Sec.  16.105, the definition set forth in Sec.  16.105
applies.
    (b) As used in this subchapter, the following terms apply only to
merchant marine personnel credentialing and the manning of vessels
subject to the manning provisions in the navigation and shipping laws
of the United States:
    Able seafarer-deck means a rating qualified in accordance with the
provisions of Regulation II/5 of the STCW Convention.
    Able seafarer-engine means a rating qualified in accordance with
the provisions of Regulation III/5 of the STCW Convention.
    Apprentice mate (steersman) of towing vessels means a credentialed
mariner in training to perform bridge watchkeeping duties onboard a
towing vessel, who must be under the direct supervision and in the
continuous presence of a master or mate (pilot) of towing vessels.
    Approved means approved by the Coast Guard.
    Approved training means training that is approved by the Coast
Guard or meets the requirements of Sec.  10.408 of this part.
    Articulated tug barge or ATB means any tug-barge combination which,
through the use of an articulated or ``hinged'' connection system
between the tug and barge, allows independent movement in the critical
area of fore and aft pitch.
    Assistance towing means towing a disabled vessel for consideration.
    Assistant engineer, for national endorsements, means a qualified
officer in the engine department other than the chief engineer.
    Authorized official includes, but is not limited to, a Federal,
State or local law enforcement officer.
    Ballast control operator or BCO means an officer restricted to
service on mobile offshore drilling units (MODUs) whose duties involve
the operation of the complex ballast system found on many MODUs. When
assigned to a MODU, a ballast control operator is equivalent to a mate
on a conventional vessel.
    Barge means a non-self propelled vessel as defined in 46 U.S.C 102.
    Barge supervisor or BS means an officer restricted to service on
MODUs whose duties involve support to the offshore installation manager
(OIM) in marine-related matters including, but not limited to,
maintaining watertight integrity, inspecting and maintaining mooring
and towing components, and maintaining emergency and other marine-
related equipment. A barge supervisor, when assigned to a MODU, is
equivalent to a mate on a conventional vessel.
    Boatswain means the leading seaman and immediate supervisor of deck
crew who supervises the maintenance of deck gear.
    Boundary line marks the dividing point between internal and
offshore waters for the purposes of several U.S. statutes and, with
exceptions, generally follows the trend of the seaward, highwater
shorelines. See 46 CFR part 7.
    Cargo engineer means a person holding an officer endorsement on a
dangerous-liquid tankship or a liquefied-gas tankship whose primary
responsibility is maintaining the cargo system and cargo-handling
equipment.
    Ceremonial license means a document that reflects a mariner's
existing national officer endorsement and is suitable for framing, but
is not valid for use as a Merchant Mariner Credential (MMC).
    Chemical tanker means a tank vessel that is certificated to carry
or carries chemicals in bulk as cargo or cargo residue. For the
purposes of qualifying for an STCW endorsement for advanced chemical
tanker cargo operations, this includes tank barges.
    Chief engineer means the senior engineer responsible for the
mechanical propulsion and the operation and maintenance of the
mechanical and electrical installations of the vessel.
    Chief mate means the deck officer next in rank to the master and
upon whom the command of the vessel will fall in the event of
incapacity of the master.
    Coast Guard-accepted means--
    (1) That the Coast Guard has officially acknowledged in writing
that the material or process at issue meets the applicable
requirements;
    (2) That the Coast Guard has issued an official policy statement
listing or describing the material or process as meeting the applicable
requirements; or
    (3) That an entity acting on behalf of the Coast Guard under a
Memorandum of Agreement has determined that the

material or process meets the applicable requirements.
    Coast Guard-accepted QSS organization means an entity that has been
approved by the Coast Guard to accept and monitor training on behalf of
the Coast Guard.
    Coastwise seagoing vessel means a vessel that is authorized by its
Certificate of Inspection to proceed beyond the Boundary Line
established in part 7 of this chapter.
    Coastwise voyage is a domestic voyage and means a voyage in which a
vessel proceeds--
    (1) From one port or place in the United States to another port or
place in the United States;
    (2) From a port or place in a United States possession to another
port or place in the same possession, and passes outside the line
dividing inland waters from the high seas; or
    (3) From a port or place in the United States or its possessions
and passes outside the line dividing inland waters from the high seas
and navigates on the high seas, and then returns to the same port or
place.
    Communicable disease means any disease capable of being transmitted
from one person to another directly, by contact with excreta or other
discharges from the body; or indirectly, via substances or inanimate
objects contaminated with excreta or other discharges from an infected
person. Pursuant to 42 U.S.C. 12113, the Department of Health and Human
Services periodically publishes in the Federal Register a list of
infectious and communicable diseases that are transmissible through the
food supply, and that list provides examples of communicable diseases
for purposes of Sec.  10.304 of this title.
    Conviction means that the applicant for a merchant mariner
credential has been found guilty, by judgment or plea by a court of
record of the United States, the District of Columbia, any State,
territory, or possession of the United States, a foreign country, or
any military court, of a criminal felony or misdemeanor or of an
offense described in section 205 of the National Driver Register Act of
1982, as amended (49 U.S.C. 30304). If an applicant pleads guilty or no
contest, is granted deferred adjudication, or is required by the court
to attend classes, make contributions of time or money, receive
treatment, submit to any manner of probation or supervision, or forgo
appeal of a trial court's conviction, then the Coast Guard will
consider the applicant to have received a conviction. A later
expungement of the conviction will not negate a conviction unless the
Coast Guard is satisfied that the expungement is based upon a showing
that the court's earlier conviction was in error.
    Credential means any or all of the following:
    (1) Merchant mariner's document.
    (2) License.
    (3) STCW endorsement.
    (4) Certificate of registry.
    (5) Merchant Mariner Credential.
    Criminal record review means the process or action taken by the
Coast Guard to determine whether an applicant for, or holder of, a
credential is a safe and suitable person to be issued such a credential
or to be employed on a vessel under the authority of such a credential.
    Dangerous drug means a narcotic drug, a controlled substance, or a
controlled-substance analogue (as defined in section 102 of the
Comprehensive Drug Abuse and Control Act of 1970 (21 U.S.C. 802)).
    Dangerous liquid or DL means a liquid listed in 46 CFR 153.40 of
this chapter that is not a liquefied gas as defined in this part.
Liquid cargoes in bulk listed in 46 CFR part 153, Table 2, of this
chapter are not dangerous-liquid cargoes when carried by non-oceangoing
barges.
    Day means, for the purpose of complying with the service
requirements of this subchapter, 8 hours of watchstanding or day-
working not to include overtime. On vessels authorized by 46 U.S.C.
8104 and 46 CFR 15.705, to operate a two-watch system, a 12-hour
working day may be creditable as 1 1/2 days of service. On vessels of
less than 100 GRT, a day is considered as 8 hours unless the Coast
Guard determines that the vessel's operating schedule makes this
criteria inappropriate; in no case will this period be less than 4
hours. When computing service on MODUs for any endorsement, a day of
MODU service must be a minimum of 4 hours, and no additional credit is
received for periods served over 8 hours. For cadet service on a
training ship furnished by the Maritime Administration under 46 CFR
310.4, a day may be creditable as 1\1/2\ days of service.
    Deck crew (excluding individuals serving under their officer
endorsement) means, as used in 46 U.S.C. 8702, only the following
members of the deck department: able seamen, boatswains, and ordinary
seamen.
    Deck department means the department aboard a ship responsible for
navigation, cargo, command, and control functions.
    Designated areas means those areas within pilotage waters for which
first-class pilot's endorsements are issued under part 11, subpart G,
of this chapter, by the Officer in Charge, Marine Inspection (OCMI).
The areas for which first-class pilot's endorsements are issued within
a particular Marine Inspection Zone and the specific requirements to
obtain them may be obtained from the OCMI concerned.
    Designated duty engineer or DDE means a qualified engineer, who may
be the sole engineer on vessels with a periodically unmanned engine
room.
    Designated examiner or DE means a person who has been trained or
instructed in techniques of training or assessment on towing vessels
and is otherwise qualified to evaluate whether an applicant has
achieved the level of proficiency required to hold a towing vessel
endorsement on a merchant mariner credential (MMC). This person must be
approved by the Coast Guard.
    Designated medical examiner means a licensed physician, licensed
physician's assistant, or licensed nurse practitioner who has been
trained and approved to conduct medical and physical examinations of
merchant mariners on behalf of the U.S. Coast Guard and may be
delegated limited authority to grant waivers and approve physical/
medical suitability for service.
    Directly supervised/direct supervision (only when referring to
issues related to tankermen) means being in the direct line of sight of
the person-in-charge or maintaining direct, two-way communications by a
convenient, reliable means, such as a predetermined working frequency
over a handheld radio.
    Disabled vessel means a vessel that needs assistance, whether
docked, moored, anchored, aground, adrift, or underway. This does not
mean a barge or any other vessel not regularly operated under its own
power.
    Document of Continuity means a document issued by the Coast Guard
to seafarers who are unwilling or otherwise unable to meet the
requirements of Sec.  10.227, for the sole purpose of maintaining an
individual's eligibility for renewal of an endorsement.
    Domestic voyage means a voyage from one United States port to
another United States port, without entering waters under the
jurisdiction of another country unless the United States has entered
into a treaty or an agreement with that country respecting mutual
recognition of national mariner qualifications. This includes a voyage
to nowhere that returns to the originating port.
    Drug test means a chemical test of an individual's urine for
evidence of dangerous drug use.

    Dual-mode integrated tug barge means an integrated tug barge (ITB)
involving an articulated (flexible) coupling system where the towing
unit rolls and heaves (articulates) about a horizontal pivot point.
Dual mode units resemble a conventional tug and are capable of towing
in other configurations (astern or alongside).
    Electro-technical officer means an officer qualified in accordance
with the provisions of Regulation III/6 of the STCW Convention.
    Electro-technical rating means a rating qualified in accordance
with the provisions of Regulation III/7 of the STCW Convention.
    Employment assigned to means the total period of time a person is
assigned to work on MODUs, including time spent ashore as part of
normal crew rotation.
    Endorsement is a statement of a mariner's qualifications and, for
the purposes of this chapter, includes only those endorsements listed
in Sec.  10.109 of this part.
    Engine department means the department aboard a ship responsible
for the main propulsion and auxiliary systems, and other mechanical,
electrical, hydraulic, and refrigeration systems, including deck
machinery and cargo-handling equipment.
    Entry-level mariner means a mariner holding no rating other than
ordinary seaman, wiper, steward's department, or steward's department
food handler (F.H.).
    Evaluation means processing an application, from the point of
receipt to approval or denial of the application, including review of
all documents and records submitted with an application as well as
those obtained from public records and databases.
    Fails a chemical test for dangerous drugs means that the result of
a chemical test conducted under 49 CFR part 40 was reported as
``positive'' by a Medical Review Officer because the chemical test
indicated the presence of a dangerous drug at a level equal to or
exceeding the levels established in 49 CFR part 40.
    First assistant engineer means the engineer officer next in rank to
the chief engineer and upon whom the responsibility for the mechanical
propulsion and the operation and maintenance of the mechanical and
electrical installations of the vessel will fall in the event of the
incapacity of the chief engineer.
    Great Lakes, for the purpose of calculating service requirements
for an endorsement, means the Great Lakes and their connecting and
tributary waters, including the Calumet River as far as the Thomas J.
O'Brien Lock and Controlling Works (between miles 326 and 327), the
Chicago River as far as the east side of the Ashland Avenue Bridge
(between miles 321 and 322), and the Saint Lawrence River as far east
as the lower exit of Saint Lambert Lock. For purposes of requiring MMCs
with rating endorsements, the connecting and tributary waters are not
part of the Great Lakes.
    Gross register tons or GRT means the gross ton measurement of the
vessel under 46 U.S.C. chapter 145, Regulatory Measurement.
    Gross tonnage or GT means the gross tonnage measurement of the
vessel under 46 U.S.C. chapter 143, Convention Measurement.
    Harbor assist means the use of a towing vessel during maneuvers to
dock, undock, moor, or unmoor a vessel, or to escort a vessel with
limited maneuverability.
    High-speed craft type rating (HSC) means an endorsement for
specific duty on a particular type and model of high-speed craft
(compliant with the high-speed craft code).
    Horsepower or HP means, for the purpose of this subchapter, the
total maximum continuous shaft horsepower of the entire vessel's main
propulsion machinery as determined by the manufacturer. This term is
used when describing a vessel's propulsion power and also when placing
limitations on an engineer officer license or endorsement. One
horsepower equals 0.75 kW.
    ILO means the International Labour Organization.
    IMO means the International Maritime Organization.
    Increase in scope means additional authority added to an existing
credential, such as adding a new route or increasing the authorized
horsepower or tonnage.
    Inland waters means the navigable waters of the United States
shoreward of the Boundary Lines as described in part 7 of this chapter,
excluding the Great Lakes, and, for towing vessels, excluding the
Western Rivers.
    Integrated tug barge or ITB means any tug barge combination which,
through the use of special design features or a specially designed
connection system, has increased seakeeping capabilities relative to a
tug and barge in the conventional pushing mode. An ITB can be divided
into either a dual-mode ITB or a push-mode ITB. The definitions for
those categories can be found elsewhere in this section.
    Invalid credential means an MMC, MMD, license, STCW endorsement, or
Certificate of Registry that has been suspended or revoked, has
expired, has been tampered with, has not been signed, or has been
superseded in accordance with Sec.  10.205 of this part.
    ISM means the International Safety Management Code.
    Kilowatt or kW means 1\1/3\ horsepower. This term is used when
describing a vessel's propulsion power and also when placing
limitations on an engineer officer license or endorsement.
    Large passenger vessel, for the purposes of subpart H of part 12,
and part 15, means a vessel of more than 70,000 gross tons, as measured
under 46 U.S.C. 14302 and documented under the laws of the United
States, with capacity for at least 2,000 passengers and a coastwise
endorsement under 46 U.S.C. chapter 121.
    Lifeboatman means a mariner who is qualified to take charge of,
lower, and operate survival craft and related survival equipment on a
vessel.
    Lifeboatman-Limited means a mariner who is qualified to take charge
of, lower, and operate liferafts, rescue boats, and other survival
equipment on vessels where lifeboats are not installed.
    Liquefied gas or LG means a cargo that has a vapor pressure of 172
kPa (25 psia) or more at 37.8[deg]C (100[emsp14][deg]F).
    Liquefied gas tanker means a tank vessel that is certificated to
carry or carries liquefied gases in bulk as cargo or cargo residue. For
the purposes of qualifying for an STCW endorsement for advanced
liquefied gas tanker cargo operations, this includes tank barges.
    Liquid cargo in bulk means a liquid or liquefied gas listed in
Sec.  153.40 of this chapter and carried as a liquid cargo or liquid-
cargo residue in integral, fixed, or portable tanks, except a liquid
cargo carried in a portable tank actually loaded and discharged from a
vessel with the contents intact.
    Management level means the level of responsibility associated
with--
    (1) Serving as master, chief mate, chief engineer officer or second
engineer officer onboard a seagoing ship; and
    (2) Ensuring that all functions within the designated area of
responsibility are properly performed.
    Marine chemist means a person certificated by the National Fire
Protection Association as a marine chemist.
    Master means the officer having command of a vessel.
    Mate means a qualified officer in the deck department other than
the master.
    Medical Certificate means a certificate issued by the Coast Guard
under 46 CFR part 10, subpart C that serves as proof that the seafarer
meets the medical and physical standards for merchant mariners.
    Merchant Mariner Credential or MMC means a credential issued by the
Coast

Guard under 46 CFR part 10. It combines the individual merchant
mariner's document, license, and certificate of registry enumerated in
46 U.S.C. subtitle II part E as well as the STCW endorsement into a
single credential that serves as the mariner's qualification document,
certificate of identification, and certificate of service.
    MMC application means the application for the MMC, as well as the
application for any endorsement on an MMC.
    Mobile offshore drilling unit or MODU means a vessel capable of
engaging in drilling operations for the exploration for or exploitation
of subsea resources. MODU designs include the following:
    (1) Bottom bearing units, which include--
    (i) Self-elevating (or jack-up) units with moveable, bottom bearing
legs capable of raising the hull above the surface of the sea; and
    (ii) Submersible units of ship-shape, barge-type, or novel hull
design, other than a self-elevating unit, intended for operating while
bottom bearing.
    (2) Surface units with a ship-shape or barge-type displacement hull
of single or multiple hull construction intended for operating in a
floating condition, including semi-submersibles and drill ships.
    Month means 30 days, for the purpose of complying with the service
requirements of this subchapter.
    National Driver Register or NDR means the nationwide repository of
information on drivers maintained by the National Highway Traffic
Safety Administration under 49 U.S.C. chapter 303.
    National officer endorsement means an annotation on an MMC that
allows a mariner to serve in the capacities listed in Sec.  10.109(a)
of this part. The officer endorsement serves as the license and/or
certificate of registry pursuant to 46 U.S.C. subtitle II part E.
    National rating endorsement means an annotation on an MMC that
allows a mariner to serve in those capacities set out in Sec.
10.109(b) and (c) of this part. The rating endorsement serves as the
merchant mariner's document pursuant to 46 U.S.C. subtitle II part E.
    NDR-listed convictions means a conviction of any of the following
motor vehicle-related offenses or comparable offenses:
    (1) Operating a motor vehicle while under the influence of, or
impaired by, alcohol or a controlled substance; or
    (2) A traffic violation arising in connection with a fatal traffic
accident, reckless driving, or racing on the highways.
    Near-coastal means ocean waters not more than 200 miles offshore
from the U.S. and its possessions, except for MMCs endorsed as Operator
of Uninspected Passenger Vessel for which near-coastal is limited to
waters not more than 100 miles offshore from the U.S. and its
possessions. This would also include those near-coastal waters
identified by another Administration when the U.S. has entered into a
treaty or an agreement with that country respecting the recognition of
the U.S. near-coastal endorsement.
    Non-resident alien, for the purposes of subchapter H of part 12,
and part 15, means an individual who is not a citizen or alien lawfully
admitted to the United States for permanent residence, but who is
employable in the United States under the Immigration and Nationality
Act (8 U.S.C. 1101 et seq.), including an alien crewman described in
section 101(a)(15)(D)(i) of that Act who meets the requirements of 46
U.S.C. 8103(k)(3)(A).
    Oceans means the waters seaward of the Boundary Lines as described
in 46 CFR part 7. For the purposes of establishing sea service credit,
the waters of the Inside Passage between Puget Sound and Cape Spencer,
Alaska, and the inland waters of another country are not considered
oceans.
    Officer endorsement means an annotation on an MMC that allows a
mariner to serve in the capacities listed in Sec.  10.109 of this part.
    Officer in Charge, Marine Inspection, or OCMI means, for the
purposes of this subchapter, the commanding officer of the National
Maritime Center, or any person designated as such by the Commandant, in
accordance with 46 CFR 1.01-5(b).
    Officer in charge of an engineering watch in a manned engine room
or designated duty engineer in a periodically unmanned engine room
(OICEW) means an engineering officer qualified at the operational
level.
    Officer in charge of a navigational watch (OICNW) means a deck
officer qualified at the operational level.
    Offshore installation manager or OIM means an officer restricted to
service on MODUs. An assigned offshore installation manager is
equivalent to a master on a conventional vessel and is the person
designated by the owner or operator to be in complete and ultimate
command of the unit.
    Oil tanker means a tank vessel that is certificated to carry or
carries oil in bulk as cargo or cargo residue. For the purposes of
qualifying for an STCW endorsement for advanced oil tanker cargo
operations, this includes tank barges.
    On location means that a mobile offshore drilling unit is bottom
bearing or moored with anchors placed in the drilling configuration.
    Operate, operating, or operation (as applied to the manning
requirements of vessels carrying passengers) refers to a vessel any
time passengers are embarked whether the vessel is underway, at anchor,
made fast to shore, or aground.
    Operational level means the level of responsibility associated
with--
    (1) Serving as officer in charge of a navigational or engineering
watch, or as designated duty engineer for periodically unmanned
machinery spaces, or as radio operator onboard a seagoing ship; and
    (2) Maintaining direct control over the performance of all
functions within the designated area of responsibility in accordance
with proper procedures and under the direction of an individual serving
in the management level for that area of responsibility.
    Orally assisted examination means an examination as described in 46
CFR, part 11, subpart I of this subchapter administered orally and
documented by a Coast Guard examiner.
    Overriding operational condition means circumstances in which
essential shipboard work cannot be delayed due to safety or
environmental reasons, or could not have reasonably been anticipated at
the commencement of the voyage.
    Participation, when used with regard to the service on transfers
required for tankerman by Sec. Sec.  13.120, 13.203, or 13.303 of this
chapter, means either actual participation in the transfers or close
observation of how the transfers are conducted and supervised.
    Passes a chemical test for dangerous drugs means that the result of
a chemical test conducted according to 49 CFR part 40 is reported as
``negative'' by a Medical Review Officer according to that part.
    Periodically unattended engine room means a space containing main
propulsion and associated machinery and all sources of main electrical
supply which is not at all times manned under all operating conditions,
including maneuvering.
    PIC means a person in charge.
    Pilot of towing vessels means a qualified officer of a towing
vessel operated only on inland routes.
    Pilotage waters means the navigable waters of the United States,
including all inland waters and offshore waters to a distance of 3
nautical miles from the baseline from which the Territorial Sea is
measured.

    Practical demonstration means the performance of an activity under
the direct observation of a designated examiner or qualified assessor
for the purpose of establishing that the performer is sufficiently
proficient in a practical skill to meet a specified standard of
competence or other objective criterion.
    Propulsion power means the total maximum continuous-rated output
power of the main propulsion machinery of a vessel determined by the
manufacturer, in either kilowatts or horsepower, which appears on the
ship's Certificate of Registry or other official document and excludes
thrusters and other auxiliary machinery.
    Public vessel means a vessel that--
    (1) Is owned, or demise chartered, and operated by the United
States Government or a government of a foreign country; and
    (2) Is not engaged in commercial service.
    Push-mode ITBs means those ITBs that involve a rigid coupling
system and, when not coupled to the barge, are incapable of conducting
towing in any other configuration (such as astern or alongside)
because, by themselves, they have very limited seakeeping capability.
The propelling unit moves as one with the barge unit.
    Qualified Assessor or QA means a person who is qualified to
evaluate, for STCW endorsements, whether an applicant has demonstrated
the necessary level of competence in the task for which the assessment
is being made. This person must be individually approved by the Coast
Guard.
    Qualified instructor means a person who has been trained in
instructional techniques and is otherwise qualified to provide required
training to candidates for an MMC endorsement. A faculty member
employed at a State maritime academy or the U.S. Merchant Marine
Academy operated under 46 CFR part 310 and instructing a course on
merchant marine officer or rating knowledge, understanding, or
proficiency requirements is qualified to serve as a qualified
instructor in his or her area of specialization without individual
evaluation by the Coast Guard.
    Qualified rating means various categories of able seaman, qualified
member of the engine department, or tankerman endorsements issued on
MMCs.
    Quality Standard System or QSS means a set of policies, procedures,
processes, and data required to establish and fulfill the
organization's objectives.
    Raise of grade means an increase in the level of authority and
responsibility associated with an officer or rating endorsement, such
as from mate to master or second assistant engineer to first assistant
engineer.
    Rating endorsement is an annotation on an MMC that allows a mariner
to serve in those capacities set out in Sec.  10.109 of this part.
    Regional examination center or REC means a field office of the
National Maritime Center that receives and screens credential
applications, conducts approved course oversight, and administers Coast
Guard examinations as required by this subchapter.
    Rest means a period of time during which the person concerned is
off duty, is not performing work (which includes administrative tasks
such as chart correction or preparation of port-entry documents), and
is allowed to sleep without interruption.
    Restricted tankerman endorsement means a valid tankerman
endorsement on a merchant mariner credential restricting its holder as
the Coast Guard deems appropriate. For instance, the endorsement may
restrict the holder to one or a combination of the following: A
specific cargo or cargoes; a specific vessel or vessels; a specific
facility or facilities; a specific employer or employers; a specific
activity or activities (such as loading or unloading in a cargo
transfer); or a particular area of water.
    Rivers means a river, canal, or other similar body of water
designated as such by the Coast Guard.
    Safe and suitable person means a person whose prior record,
including but not limited to criminal record and/or NDR record,
provides no information indicating that his or her character and habits
of life would support the belief that permitting such a person to serve
under the MMC and/or endorsement sought would clearly be a threat to
the safety and security of life or property, detrimental to good
discipline, or adverse to the interests of the United States. See 46
CFR 10.211 and 10.213 for the regulations associated with this
definition.
    Seagoing service means service onboard a ship/vessel relevant to
the issue of a credential or other qualification.
    Seagoing vessel means a ship that operates beyond the boundary line
specified in 46 CFR part 7.
    Second engineer officer means an engineer officer next in rank to
the chief engineer officer and upon whom the responsibility for the
mechanical propulsion and the operation and maintenance of the
mechanical and electrical installations of the ship will fall in the
event of the incapacity of the chief engineer officer.
    Self propelled has the same meaning as the terms ``propelled by
machinery'' and ``mechanically propelled.'' This term includes vessels
fitted with both sails and mechanical propulsion.
    Senior company official means the president, vice president, vice
president for personnel, personnel director, or similarly titled or
responsible individual, or another employee designated in writing by
one of these individuals for the purpose of certifying employment.
    Service (as used when computing the required service for
endorsements) means the time period, in days, a person is assigned to
work. On MODUs, this excludes time spent ashore as part of crew
rotation.
    Ship means a vessel using any mode of propulsion, including sail
and auxiliary sail.
    Simulated transfer means a transfer practiced in a course meeting
the requirements of Sec.  13.121 of this subchapter that uses
simulation to meet part of the service on transfers required for
tankerman by Sec. Sec.  13.203 or 13.303 of this subchapter.
    Staff officer means a person who holds an MMC with an officer
endorsement listed in Sec.  10.109(a)(36) through (a)(43) of this part.
    Standard of competence means the level of proficiency to be
achieved for the proper performance of duties onboard vessels according
to national and international criteria.
    Steward's department means the department that includes
entertainment personnel and all service personnel, including wait
staff, housekeeping staff, and galley workers, as defined in the vessel
security plan approved by the Secretary under 46 U.S.C. 70103(c). These
personnel may also be referred to as members of the hotel department on
a large passenger vessel.
    STCW means the International Convention on Standards of Training,
Certification and Watchkeeping for Seafarers, 1978, as amended
(incorporated by reference, see Sec.  10.103 of this subpart).
    STCW Code means the Seafarers' Training, Certification and
Watchkeeping Code (incorporated by reference, see Sec.  10.103 of this
subpart).
    STCW endorsement means an annotation on an MMC that allows a
mariner to serve in those capacities under Sec.  10.109(d) of this
subpart. The STCW endorsement serves as evidence that a mariner has met
the requirements of the STCW Convention.
    Support level means the level of responsibility associated with

performing assigned tasks, duties, or responsibilities onboard a
seagoing ship under the direction of an individual serving in the
operational or management level.
    Tank barge means a non-self-propelled tank vessel.
    Tank vessel means a vessel that is constructed or adapted to carry,
or that carries, oil or hazardous material in bulk as cargo or cargo
residue, and that--
    (1) Is a vessel of the United States;
    (2) Operates on the navigable waters of the United States; or
    (3) Transfers oil or hazardous material in a port or place subject
to the jurisdiction of the United States.
    Tankerman assistant means a person holding a valid ``Tankerman-
Assistant'' endorsement on his or her MMC. See 46 CFR, part 13, subpart
D.
    Tankerman engineer means a person holding a valid ``Tankerman-
Engineer'' endorsement on his or her MMC. See 46 CFR part 13, subpart
E.
    Tankerman PIC means a person holding a valid ``Tankerman-PIC''
endorsement on his or her MMC. See 46 CFR part 13, subpart B.
    Tankerman PIC (Barge) means a person holding a valid ``Tankerman-
PIC (Barge)'' endorsement on his or her MMC. See 46 CFR part 13,
subpart C.
    Tankship means any self-propelled tank vessel constructed or
adapted primarily to carry oil or hazardous material in bulk as cargo
or as cargo residue.
    Training program means a combination of training, practical
assessment, and service which provides an individual with all or part
of the necessary knowledge, understanding, and proficiency required for
a specific qualification.
    Transfer means any movement of fuel, dangerous liquid, or liquefied
gas as cargo in bulk or as cargo residue to or from a vessel by means
of pumping, gravitation, or displacement.
    Transportation Worker Identification Credential or TWIC means an
identification credential issued by the Transportation Security
Administration under 49 CFR part 1572.
    Underway means that a vessel is not at anchor, made fast to the
shore, or aground. When referring to a mobile offshore drilling unit
(MODU), underway means that the MODU is not in an on-location or laid-
up status and includes that period of time when the MODU is deploying
or recovering its mooring system.
    Undocumented vessel means a vessel not required to have a
certificate of documentation issued under the laws of the United
States.
    Unlimited means an annotation on an MMC authorizing service on
vessels of any tonnage or any propulsion power.
    Vessel personnel with designated security duties means a person,
excluding the designated security officer (e.g., Company Security
Officer (CSO), as defined in 33 CFR chapter I, subchapter H, and Vessel
Security Officer (VSO)), having specific security duties and
responsibilities in accordance with the ship security plan.
    Vessel Security Officer (VSO) means a person onboard the vessel
accountable to the Master and designated by the Company as responsible
for security of the vessel, including implementation and maintenance of
the Vessel's Security Plan, and for liaison with the Facility Security
Officer and the vessel's Company Security Officer.
    Western Rivers means--
    (1) The Mississippi River;
    (2) The Mississippi River's tributaries, South Pass, and Southwest
Pass, to the navigational demarcation lines dividing the high seas from
harbors, rivers, and other inland waters of the United States;
    (3) The Port Allen-Morgan City Alternate Route;
    (4) That part of the Atchafalaya River above its junction with the
Port Allen-Morgan City Alternate Route including the Old River and the
Red River; and
    (5) Those waters specified in 33 CFR 89.25.
    Year means 360 days for the purpose of complying with the service
requirements of this subchapter.

0
9. Revise Sec.  10.109 to read as follows:

Sec.  10.109  Classification of endorsements.

    (a) National officer endorsements. The following national officer
endorsements are established in part 11 of this subchapter. The
endorsements indicate that an individual holding a valid MMC with this
endorsement is qualified to serve in that capacity and the endorsement
has been issued under the requirements contained in part 11 of this
subchapter:
    (1) Master.
    (2) Chief mate.
    (3) Second mate.
    (4) Third mate.
    (5) Mate.
    (6) Master of towing vessels.
    (7) Master of towing vessels, limited.
    (8) Mate (pilot) of towing vessels.
    (9) Apprentice mate (Steersman).
    (10) Apprentice mate (Steersman), limited.
    (11) Assistance towing.
    (12) Offshore installation manager (OIM).
    (13) Barge supervisor (BS).
    (14) Ballast control operator (BCO).
    (15) Operator of uninspected passenger vessels (OUPV).
    (16) Master of uninspected fishing industry vessels.
    (17) Mate of uninspected fishing industry vessels.
    (18) Master (OSV).
    (19) Chief mate (OSV).
    (20) Mate (OSV).
    (21) Chief engineer.
    (22) Chief engineer (limited).
    (23) First assistant engineer.
    (24) Second assistant engineer.
    (25) Third assistant engineer.
    (26) Assistant engineer (limited).
    (27) Designated duty engineer (DDE).
    (28) Chief engineer (OSV).
    (29) Assistant engineer (OSV).
    (30) Chief engineer MODU.
    (31) Assistant engineer MODU.
    (32) Chief engineer uninspected fishing industry vessels.
    (33) Assistant engineer uninspected fishing industry vessels.
    (34) Radio officer.
    (35) First-class pilot.
    (36) Chief purser.
    (37) Purser.
    (38) Senior assistant purser.
    (39) Junior assistant purser.
    (40) Medical doctor.
    (41) Professional nurse.
    (42) Marine physician assistant.
    (43) Hospital corpsman.
    (44) High-speed craft type rating.
    (45) Radar observer.
    (b) National rating endorsements. The following national rating
endorsements are established in part 12 of this subchapter. The
endorsements indicate that an individual holding a valid MMC with this
endorsement is qualified to serve in that capacity and the endorsement
has been issued under the requirements contained in part 12 of this
subchapter:
    (1) Able seaman:
    (i) Unlimited;
    (ii) Limited;
    (iii) Special;
    (iv) Special (OSV);
    (v) Sail; and
    (vi) Fishing industry.
    (2) Ordinary seaman.
    (3) Qualified member of the engine department (QMED), including the
following specialty endorsements:
    (i) Oiler;
    (ii) Fireman/Watertender;
    (iii) Junior engineer;
    (iv) Pumpman/Machinist; and
    (v) Electrician/Refrigerating engineer.
    (4) Lifeboatman.
    (5) Lifeboatman-Limited.
    (6) Wiper.
    (7) Steward's department.
    (8) Steward's department (F.H.).
    (9) Cadet (deck or engine).
    (10) Student observer.

    (11) Apprentice engineer.
    (12) Apprentice mate.
    (c) The following ratings are established in part 13 of this
subchapter. The national endorsements indicate that an individual
holding a valid MMC with this endorsement is qualified to serve in that
capacity and the endorsement has been issued under the requirements
contained in part 13 of this subchapter:
    (1) Tankerman-PIC.
    (2) Tankerman-PIC (Barge).
    (3) Restricted Tankerman-PIC.
    (4) Restricted Tankerman-PIC (Barge).
    (5) Tankerman assistant.
    (6) Tankerman engineer.
    (d) STCW endorsements. The following STCW endorsements are issued
according to the STCW Convention, the STCW Code, and parts 11, 12, and
13 of this subchapter. The endorsements indicate that an individual
holding a valid MMC with this endorsement is qualified to serve in that
capacity and the endorsement has been issued under the requirements
contained in parts 11, 12 or 13 of this subchapter as well as the STCW
Convention and STCW Code (incorporated by reference, see Sec.  10.103
of this subpart):
    (1) Master.
    (2) Chief mate.
    (3) Officer in charge of a navigational watch (OICNW).
    (4) Chief engineer officer.
    (5) Second engineer officer.
    (6) Officer in charge of an engineering watch in a manned
engineroom or designated duty engineer in a periodically unmanned
engineroom (OICEW).
    (7) Electro-technical officer (ETO).
    (8) Rating forming part of a navigational watch (RFPNW).
    (9) Able seafarer-deck.
    (10) Rating forming part of an engineering watch in a manned
engineroom or designated to perform duties in a periodically unmanned
engineroom (RFPEW).
    (11) Able seafarer-engine.
    (12) Electro-technical rating.
    (13) Basic training (BT).
    (14) Advanced firefighting.
    (15) Proficiency in survival craft and rescue boats other than fast
rescue boats (PSC).
    (16) Proficiency in survival craft and rescue boats other than fast
rescue boats--limited (PSC--limited).
    (17) Proficiency in fast rescue boats.
    (18) Person in charge of medical care.
    (19) Medical first-aid provider.
    (20) GMDSS at-sea maintainer.
    (21) GMDSS operator.
    (22) Advanced oil tanker cargo operation.
    (23) Advanced chemical tanker cargo operation.
    (24) Advanced liquefied gas tanker cargo operation.
    (25) Basic oil and chemical tanker cargo operation.
    (26) Basic liquefied gas tanker cargo operation.
    (27) Vessel Security Officer.
    (28) Vessel personnel with designated security duties.
    (29) Security awareness.
    (30) High-speed craft (HSC) type rating certificate.

Sec.  10.201  [Amended]

0
10. Amend Sec.  10.201 as follows:
0
a. In paragraph (a), remove the words ``incorporated by reference in
Sec.  10.103'' and add, in their place, the words ``(incorporated by
reference, see Sec.  10.103 of this part)''; and
0
b. In paragraph (c), remove the words ``National Maritime Center or at
any Regional Examination Center during usual business hours, or through
the mail'' and add, in their place, the words ``Coast Guard''.

Sec.  10.205  [Amended]

0
11. Amend Sec.  10.205 as follows:
0
a. Revise paragraph (a) to read as set forth below;
0
b. In paragraph (b), after the words ``All endorsements'', add the