[Federal Register Volume 59, Number 200 (Tuesday, October 18, 1994)]
[Unknown Section]
[Page 0]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 94-25413]


[[Page Unknown]]

[Federal Register: October 18, 1994]


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Part II





Department of Transportation





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Coast Guard



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46 CFR Parts 159 and 160




Inflatable Liferafts; Proposed Rule
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DEPARTMENT OF TRANSPORTATION

Coast Guard

46 CFR Parts 159 and 160

[CGD 85-205]
RIN 2115-AC51

 
Inflatable Liferafts

AGENCY: Coast Guard, DOT.

ACTION: Notice of proposed rulemaking.

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SUMMARY: The Coast Guard proposes to completely revise its regulations 
for the approval and servicing of inflatable liferafts, and to add 
provisions for the approval of inflatable buoyant apparatus. These 
changes are intended to implement the 1983 Amendments to the 
International Convention for the Safety of Life at Sea, 1974 (SOLAS 74/
83), add provisions for approval of a new ``Coastal Service'' liferaft 
for use on certain uninspected fishing vessels, introduce requirements 
for the stability of inflatable liferafts, and reduce direct Coast 
Guard involvement in liferaft production and servicing inspections. The 
proposed rules would bring Coast Guard-approved liferafts into 
compliance with SOLAS 74/83, improve the seaworthiness of approved 
inflatable liferafts, and increase manufacturer flexibility in 
scheduling liferaft inspections while reducing the associated burden on 
Coast Guard personnel resources.

DATES: Comments must be received on or before February 15, 1995.

ADDRESSES: Comments may be mailed to the Executive Secretary, Marine 
Safety Council (G-LRA/3406) (CGD 85-205), U.S. Coast Guard 
Headquarters, 2100 Second Street SW., Washington, DC 20593-0001, or may 
be delivered to room 3406 at the same address between 8 a.m. and 3 
p.m., Monday through Friday, except Federal holidays. The telephone 
number is (202) 267-1477. Comments on collection-of-information 
requirements must be mailed also to the Office of Information and 
Regulatory Affairs, Office of Management and Budget, 725 17th Street 
NW., Washington, DC 20503, ATTN: Desk Officer, U.S. Coast Guard.
    The Executive Secretary maintains the public docket for this 
rulemaking. Comments will become part of this docket and will be 
available for inspection or copying at room 3406, U.S. Coast Guard 
Headquarters between 8 a.m. and 3 p.m., Monday through Friday, except 
Federal holidays.
    A copy of the material listed in ``Incorporation by Reference'' of 
this preamble is available for inspection at room 1404, U.S. Coast 
Guard Headquarters.
    The revised Chapter III of the Safety of Life at Sea Convention is 
published by the International Maritime Organization (IMO) in ``SOLAS 
(Consolidated edition, 1992)'' (IMO catalogue number IMO-110E). IMO 
also publishes the ``Recommendation on Testing of Life-saving 
Appliances'' (IMO Assembly Resolution A.689(17)) and the ``Code of 
Practice for the Evaluation, Testing and Acceptance of Prototype Novel 
Life-saving Appliances and Arrangements'' (IMO Assembly Resolution 
A.520(13)) in a document titled ``Testing and Evaluation of Life-saving 
Appliances (1992 edition)'' (IMO catalogue number IMO-982E). These 
publications, and other IMO documents referred to in this notice, are 
available from:
    a. The International Maritime Organization, Publications Section, 4 
Albert Embankment, London SE1 7SR, England, telephone 44 (Country Code) 
71-735 7611.
    b. New York Nautical Instrument Co., 140 West Broadway, New York, 
NY 10013, (212) 962-4522.
    c. Southwest Instrument Co., 235 W. Seventh St., San Pedro, CA 
90731, (213) 519-7800.
    d. Marine Education Textbooks, 124 North Van Ave., Houma, LA 70360-
3866, (504) 879-3866.
    e. Baker-Lyman & Co., 308 Magazine St., New Orleans, LA 70130, 
(504) 522-0745.
Those interested in ordering publications should contact the suppliers 
listed above for current price and ordering information.
    This notice refers to several technical reports. These reports have 
been placed in the docket for examination and copying. A limited number 
of single copies are available free of charge from Office of Marine 
Safety, Security, and Environmental Protection, Survival Systems Branch 
(G-MVI-3), U.S. Coast Guard, 2100 Second St. SW., Washington, DC 20593-
0001. The reports are:
    a. ``Inflatable Liferaft Stability Lift-Out Force Test'', COR, 
Inc., April 1, 1986.
    b. ``Model Tests of Inflatable Life Rafts in Breaking Waves'', U.S. 
Coast Guard Research and Development Center, February, 1990.
    ``Model Tests of Inflatable Life Rafts in Breaking Waves'' is also 
available from the National Technical Information Service (NTIS). The 
accession number is ADA 229406. Orders may be placed by phone at (703) 
487-4650, or by mail to the National Technical Information Service, 
Springfield, VA 22161.
    Coast Guard publication ``Equipment Lists'' (COMDTINST M16714.3D) 
is available for sale through the Government Printing Office (GPO). The 
stock number is 050-012-00-306-8. Orders may be placed by phone at 
(202) 783-3238, or by mail from the Superintendent of Documents, U.S. 
Government Printing Office, Washington, DC 20402.

FOR FURTHER INFORMATION CONTACT: Mr. Kurt J. Heinz, Office of Marine 
Safety, Security, and Environmental Protection, Survival Systems Branch 
(G-MVI-3), (202) 267-1444.

SUPPLEMENTARY INFORMATION:

Request for Comments

    The Coast Guard encourages interested persons to participate in 
this rulemaking by submitting written views, data, or arguments. 
Persons submitting comments should include their name and address, 
identify this rulemaking (CGD 85-205) and the specific section of this 
proposal to which each comment applies, and give a reason for each 
comment. Please submit two copies of all comments and attachments in an 
unbound format, no larger than 8\1/2\ by 11 inches, suitable for 
copying and electronic filing. Persons wanting acknowledgment of 
receipt of comments should enclose stamped, self-addressed postcards or 
envelopes.
    The Coast Guard will consider all comments received during the 
comment period. It may change this proposal in view of the comments.
    The Coast Guard plans no public hearing. Persons may request a 
public hearing by writing to the Marine Safety Council at the address 
under ADDRESSES. The request should include the reasons why a hearing 
would be beneficial. If it determines that the opportunity for oral 
presentations will aid this rulemaking, the Coast Guard will hold a 
public hearing at a time and place announced by a later notice in the 
Federal Register.

Drafting Information

    The principal persons involved in drafting these regulations are 
Mr. Kurt J. Heinz, Mr. Milton Daniels, and Mr. Robert Markle, Project 
Managers, Office of Marine Safety, Security, and Environmental 
Protection; and Ms. Helen Boutrous, Project Counsel, Office of Chief 
Counsel.

Background and Purpose

    On June 17, 1983, the IMO Maritime Safety Committee approved SOLAS 
74/83, including a new Chapter III, ``Life-saving Appliances and 
Arrangements.'' Under the SOLAS ``tacit amendment'' procedure, with no 
objections from any contracting government, SOLAS 74/83 was deemed to 
be accepted on January 1, 1986, and came into force for the United 
States and all other contracting governments on July 1, 1986. Ships 
whose keels were laid or which are at a similar stage of construction 
on or after that date must comply in order to qualify for a SOLAS 
Safety or Safety Equipment Certificate. Coast Guard-approved inflatable 
liferafts on these ships are required to meet the inflatable liferaft 
requirements of SOLAS 74/83. In addition, any ship with a SOLAS Safety 
or Safety Equipment Certificate replacing a liferaft on or after July 
1, 1986 is required to replace the raft with one meeting SOLAS 74/83.
    Implementation of SOLAS 74/83 has been the subject of previously 
published rulemaking documents. The Coast Guard held a series of 
meetings, announced in the Federal Register of July 30, 1984 (49 FR 
30339) (CGD 84-051), with the U.S. Lifesaving Manufacturers Association 
(now the United States Marine Safety Association). The implications of 
the SOLAS 74/83 Chapter III requirements on Coast Guard-approved 
lifeboats, inflatable liferafts, and their launching equipment were 
discussed. Guidelines were also developed for lifesaving equipment 
manufacturers regarding the additions and deviations from current Coast 
Guard regulations that are necessary to meet the new SOLAS 74/83 
Chapter III. The rules proposed in this notice reflect some of the 
discussions held at those meetings.
    The Coast Guard published an Advance Notice of Proposed Rulemaking 
(ANPRM) on December 31, 1984 (49 FR 50745) describing major changes 
under consideration for implementation of SOLAS 74/83. These changes 
included proposed revision of regulations involving inflatable 
liferafts, but that notice did not describe any revisions to liferaft 
regulations in detail.
    On September 27, 1984, the Coast Guard published a Notice of 
Proposed Rulemaking (NPRM) which proposed rules for the approval and 
production testing of lifeboats, liferafts, and lifeboat launching 
equipment (49 FR 38151)(CGD 83-030). A public hearing on the proposal 
was also held at Coast Guard Headquarters in Washington, DC on February 
19, 1985.
    The rules proposed in this notice include approval and production 
testing procedures which replace the proposals made for inflatable 
liferafts under CGD 83-030. Written comments submitted under CGD 83-030 
and comments made at the public hearing were considered in developing 
the rules proposed in this notice. Separate rulemaking documents, to be 
published at a later date, will propose revisions to regulations 
involving inspection of lifeboats, rescue boats, davits and winches.
    The system of periodic inspection and repair of inflatable 
liferafts at approved facilities is referred to as liferaft 
``servicing.'' Possible changes in servicing procedures were initially 
raised in an ANPRM on August 14, 1986 (51 FR 29117) (CGD 81-010), and 
discussed at public meetings held on January 27, 1987 and March 20, 
1987. The primary objectives of the changes to inspection and servicing 
of liferafts were to minimize the role of Coast Guard inspectors while 
maintaining Coast Guard oversight for quality control, and to allow 
private industry the flexibility necessary to meet the changing needs 
of the marine industry. An additional objective was to update Coast 
Guard regulations by implementing the relevant SOLAS 74/83 requirements 
related to servicing. The proposals in this NPRM related to liferaft 
servicing address the issues discussed in the 1986 ANPRM, and the 
comments at the public meetings were considered in the development of 
these proposals.
    Proposals concerning improved liferaft stability first appeared in 
an ANPRM in the Federal Register of June 29, 1981 (46 FR 33341) (CGD 
80-113). That ANPRM presented a summary of research efforts, sea 
trials, and yachting casualties from this country and Europe, and 
invited comments from the public. A public hearing was held on 
September 1, 1981. A NPRM published on January 11, 1985 (50 FR 1558) 
summarized the comments received on the ANPRM, and also proposed 
specific design and testing requirements to improve stability of 
inflatable liferafts. The proposals in this notice are a further 
refinement of the proposals in the January 11, 1985 NPRM, and are 
based, in part, on the comments received in response to that NPRM.
    In light of continuing developments since the time of the previous 
rulemakings, only a portion of the comments received are discussed in 
detail in this NPRM. However, all the comments received were considered 
in developing this proposal.

Discussion of the Proposed Regulations

Changes Implementing SOLAS 74/83

    SOLAS 74/83 includes detailed performance requirements for 
inflatable liferafts. IMO Resolution A.689(17) adopts the 
``Recommendation on Testing of Life-Saving Appliances,'' set out in the 
annex to the resolution, which describes approval and production tests 
for inflatable liferafts meeting the SOLAS 74/83 requirements. This 
NPRM proposes to incorporate by reference IMO Resolution A.689(17). The 
United States delegation to IMO participated fully in negotiations 
which developed these performance and test requirements. This proposal 
attempts to conform the U.S. Coast Guard approval requirements as 
closely as possible to the SOLAS 74/83 standards. The proposed rules 
refer directly to the SOLAS 74/83 and Resolution A.689(17) provisions 
required to be met. Additional clarifications, details, requirements or 
testing conditions are included in the proposed regulatory language 
only in those instances where the relevant SOLAS 74/83 regulation or 
Resolution A.689(17) provisions are silent or ambiguous.
    The new requirements that would be established due to the proposed 
incorporation by reference of SOLAS 74/83 and Resolution A.689(17) are 
discussed below, along with the various additional requirements 
explicitly set forth in the regulatory language of this NPRM.
    1. Proposed Sec. 160.151-15(f) would require liferafts to be fitted 
with retroreflective material. [SOLAS 74/83, Chapter III, Regulation 
30, Paragraph 2.7 (shortform citation for SOLAS 74/83 to be used 
throughout this rulemaking: Regulation III/30.2.7)].
    2. Proposed Sec. 160.151-15(h) would require that instead of the 
current 400 lb weight limit, most inflatable liferafts would be limited 
to 185 kg (407 lb), but there would be no weight limit on rafts 
intended to be stowed ready for immediate drop-launching without 
lifting, rafts launched by approved launching appliances, or rafts 
otherwise not required to be ``portable.'' [Regulation III/38.2.2]
    3. Under proposed Secs. 160.151-15(k) and 160.151-37(a)(9)-(10) an 
inflatable liferaft would be approved for a specified maximum stowage 
height above the waterline, which would correspond with a drop test 
height, length of painter, and container markings. [Regulations III/
38.1.2, III/38.3.2, III/39.7.3.7, and III/39.7.3.8 and paragraph 1/5.1 
of Resolution A.689(17)].
    4. With the proposed adoption of the requirements of Regulation 
III/38 in Sec. 160.151-7(b), a viewing port in the canopy would be 
required. [Regulation III/38.1.5.5]
    5. Prior to the 1990 SOLAS amendments implementing the Global 
Maritime Distress and Safety System (GMDSS), Regulation III/38.3.2 of 
SOLAS 74/83 required arrangements for siting and securing a portable 
lifeboat radio antenna. However, the 1990 amendments, which included 
mandatory carriage of Emergency Position Indicating Radio Beacons 
(EPIRB's) and Search and Rescue Transponders (SART's), eliminated the 
requirement for portable lifeboat radios on vessels required to comply 
with SOLAS 74/83, effective August 1, 1993. Consequently, these 
proposed rules would not require that liferafts be provided with 
portable lifeboat radio antenna siting and securing arrangements.
    6. Proposed Sec. 160.151-17(b) would require at least one entrance 
on SOLAS A and SOLAS B liferafts to be fitted with a boarding ramp of 
sufficient size and buoyancy to support a person weighing 100 kg (220 
lb). [Regulation III/39.4.1]
    7. ``Ocean service'' and ``Limited service'' equipment packs would 
be replaced by ``SOLAS A'' and ``SOLAS B'' packs, as specified in 
Regulation III/38.5.1. Notable differences include:
    a. SOLAS 74/83 requires a buoyant safety knife, rather than a 
jackknife. An additional knife, which may be a jackknife, is required 
to be carried in inflatable liferafts accommodating 13 persons or more. 
[Regulation III/38.5.1.2]
    b. SOLAS 74/83 requires sea anchors to be fitted with swivels and a 
tripping line. However, under proposed Sec. 160.151-21(e), swivels 
would not be required if the towing test demonstrates that the sea 
anchor is designed so that it does not rotate when streamed, and 
tripping lines would not be required if the towing test demonstrates 
that the sea anchors are of a design that allows them to be hauled in 
by one person. [Regulation III/38.5.1.5]
    c. Proposed Secs. 160.151-21 (j), (k), and (l) would require 
pyrotechnic distress signals to be approved by the Commandant as 
meeting the specified requirements of part 160 and SOLAS 74/83. To meet 
the requirements of Regulations III/38.5.1.10-12 and III/38.5.3, four 
rocket parachute flares would be required in SOLAS A inflatable 
liferafts instead of the currently required two; two buoyant smoke 
signals also would be required; and the number of required hand flares 
would remain at six. These numbers would be halved for SOLAS B 
equipment packs. Both the rocket parachute flares and hand flares would 
be of the new higher-performance type approved by the Commandant as 
meeting the requirements of Regulations III/35 and III/36. [Regulations 
III/38.5.1.10-12 and III/38.5.3]
    d. SOLAS 74/83 requires that the equipment pack include an 
``efficient'' radar reflector. However, IMO circular MSC/Circ.447 
allowed the radar reflector to be omitted because a suitable design for 
inflatable liferafts was not available. The Coast Guard still does not 
consider any available radar reflector design to be suitable. 
Therefore, proposed Sec. 160.151-21(n) would allow the radar reflector 
to be omitted from the equipment pack provided that the liferaft 
container is marked to indicate that the equipment pack does not 
include a radar reflector. [Regulation III/38.5.1.14]
    e. Section 160.151-21(u) proposes two options for the anti-
seasickness medication required by regulation III/38.5.1.21. One option 
is a combination of ephedrine sulfate and promethazine hydrochloride, 
commonly known as meclizine, which the Coast Guard has found to be the 
most effective seasickness medication available at the present time. 
Meclizine is taken orally and must remain in the digestive system for 
several hours to be completely absorbed. According to its manufacturer, 
the other option, scopolamine in a transdermal patch, is significantly 
more effective in preventing seasickness than either dramamine or 
meclizine in clinical tests. Since its medication is released through 
the skin, it is not lost due to regurgitation as is oral medication. It 
takes four to six hours to become fully effective, and one patch 
provides about three days of effective medication. The patches remain 
effective when wet. Both medication options seem to be reasonably 
stable throughout a wide temperature range, but both would probably be 
damaged by extended storage at temperatures above 50-55 deg.C (122-
131 deg.F). [Regulation III/38.5.1.21]
    f. Proposed Sec. 160.151-21(x) would require the thermal protective 
aids as described by Regulation III/38.5.1.24 to be approved by the 
Commandant as meeting the requirements of subpart 160.174 of this part.
    8. With the incorporation by reference of Resolution A.689(17) in 
Sec. 160.151-27(a), a number of new or revised approval tests would be 
required, including:
    a. A towing test to be conducted at three knots instead of the 
previously required five knots. [Regulations III/38.1.4 and III/39.5.3 
and paragraph 1/5.4 of Resolution A.689(17)]
    b. A revised boarding test involving four attempts by different 
individuals after each has swum 100 m, instead of one boarding attempt 
by a fresh swimmer. [Regulation III/39.4 and paragraph 1/5.8 of 
Resolution A.689(17)]
    c. A new stability test involving bringing a simulated unconscious 
person aboard the raft. [Paragraph 1/5.9.2 of Resolution A.689(17)]
    d. A new maneuverability test requiring the inflatable liferaft to 
be paddled over a 25 m distance. The purpose of this test is to 
demonstrate the ability to maneuver the raft clear of the ship. There 
is no time requirement. [Paragraph 1/5.10 of Resolution A.689(17)]
    e. A new test to determine the buoyancy of a packed liferaft. 
[Paragraph 1/5.13 of Resolution A.689(17)]
    f. A new impact test for davit-launched liferafts, requiring an 
impact with a vertical surface at 3.5 m/sec, and dropping to the water 
from a height of 3 m. [Regulation III/38.4.1.1 and paragraphs 1/5.16.2 
and 1/5.16.3 of Resolution A.689(17)]
    g. A new test to determine speed of boarding and stability during 
boarding for davit-launched liferafts. Although there is no time 
requirement, the test is timed to allow estimation of total liferaft 
evacuation capacity within the allowable evacuation time for a ship. 
[Regulations III/38.4.2 and III/38.4.3 and paragraph 1/5.16.4 of 
Resolution A.689(17)]
    h. A righting test involving four attempts by different individuals 
after each has swum 100 m, instead of one righting attempt by a fresh 
swimmer. [Regulation III/39.5.2 and paragraph 1/5.17.2 of Resolution 
A.689(17)].
    i. A revised cold inflation test requiring storage of the liferaft 
at the test temperature for 24 hours instead of requiring the raft's 
internal temperature to reach the test temperature, which could take 
more than 24 hours. [Regulation III/39.2.3 and paragraph 1/5.17.5 of 
Resolution A.689(17)]
    j. A revised hot inflation test requiring storage of the liferaft 
at the test temperature for 7 hours instead of requiring the raft's 
internal temperature to reach the test temperature, which might take 
longer than 7 hours. [Regulation III/39.2.3 and paragraph 1/5.17.6 of 
Resolution A.689(17)]
    k. An over-pressure test at 3 times working pressure instead of 2.5 
times working pressure. [Regulation III/39.2.4 and paragraph 1/5.17.7 
of Resolution A.689(17)]
    l. A strength test for davit-launched liferafts to require loading 
the suspended raft with a load equal to 4 times the weight of the rated 
capacity of persons. It would also require a test at low temperature 
with a load equal to 1.1 times the weight of the rated capacity of 
persons. [Regulation III/39.9.1 and paragraphs 1/5.17.10 and 1/5.17.11 
of Resolution A.689(17)]
    m. A lowering test for davit-launched liferafts in which the raft 
is loaded with a weight equivalent to its heaviest equipment pack and 
the number of persons for which it is to be approved, and lowered in 
contact with a structure simulating the side of a ship at 20 degrees 
adverse list. [Paragraph 5.17.12 of Resolution A.689(17)]
    9. Proposed Sec. 160.151-27(a) would require that to obtain 
approval, each inflatable liferaft must pass specified tests described 
in IMO Resolution A.689(17). Additional conditions for testing are 
specified in paragraphs (c) and (d) of Sec. 160.151-27 as follows:
    a. With the proposed incorporation of Resolution A.689(17), the 
number of jumps required during the jump test would be equal to the 
number of persons the liferaft is approved to carry. Proposed 
Sec. 160.151-27(c)(2) would require that half the jumps would be onto 
the canopy and half would be onto the floor. Currently, just one jump 
is required. [Regulation III/38.1.3 and paragraph 1/5.2 of Resolution 
A.689(17)]
    b. With the proposed incorporation of Resolution A.689(17), a 
revised loading and seating test requiring a loaded freeboard of at 
least 300 mm (12 in) would be required. Proposed 160.151-27(c)(4) would 
require that the test be performed by persons wearing buoyant insulated 
immersion suits rather than lifejackets if the liferaft is not intended 
for use with a launching or embarkation appliance. [Paragraph 1/5.7 of 
Resolution A.689(17)]
    c. With the proposed incorporation of Resolution A.689(17), a new 
canopy closure test would be required which involves washing down the 
inflatable liferaft with a large volume of water for 5 minutes, and 
examining the interior of the raft for water infiltration. Proposed 
Sec. 160.151-27(c)(5) would require that this test be performed on 
SOLAS A and SOLAS B liferafts only, and provides additional 
instructions for davit launched liferafts. [Paragraph 1/5.12 of 
Resolution A.689(17)]
    d. Proposed Sec. 160.151-27(c)(7) would specify the method used to 
demonstrate compliance with the strength requirement in Paragraph 1/
5.16.1 of Resolution A.689(17) for lifting components of davit-launched 
liferafts.
    e. Proposed Sec. 160.151-27(d) would require a functional test to 
ensure that a required boarding ramp is capable of supporting a sitting 
or kneeling 100 kg person without holding onto the liferaft.
    10. Under proposed Sec. 160.151-31(d), each inflatable raft would 
be required to pass the production tests described in the specified 
provisions of IMO Resolution A.689(17) under specified conditions. A 
number of new or revised production tests would be required as follows:
    a. A relief valve operation test at 2.0 times the working pressure, 
instead of 140% as currently required. [Regulation III/39.2.4 and 
paragraph 2/5.1.4 of Resolution A.689(17) and proposed Sec. 160.151-
31(d)]
    b. A 30-minute over-pressure test at a minimum of 1.5 times working 
pressure, instead of 10 minutes at 2.5 times working pressure 
[Paragraph 2/5.1.4 of Resolution A.689(17) and proposed Sec. 160.151-
31(d)]. However, the IMO Lifesaving, Search and Rescue Sub-Committee 
has tentatively approved the replacement of this test with the same 
``Necessary Additional Pressure'' test required periodically during 
servicing. If this change is approved by the IMO Maritime Safety 
Committee as expected, it would be incorporated into the final rule.
    c. A one-hour test of inflated floors allowing a 5% pressure drop 
(uncorrected) instead of six hours and a 10% pressure drop. [Paragraph 
2/5.1.6 of Resolution A.689(17) and proposed Sec. 160.151-31(e)(1)]
    d. A new suspension test for davit-launched liferafts at a 10% 
overload condition. [Paragraph 2/5.2 of Resolution A.689(17) and 
proposed Sec. 160.151-31(e)(1)]
    e. Proposed Sec. 160.151-31(f) would require measurement of the 
force required to pull the painter during the operational inflation 
test, with a maximum allowable force of 150 N. [Regulation III/39.6.1 
and paragraph 2/5.1.1-2 of Resolution A.689(17)]

Additional Equipment Issues

    Currently, 46 CFR 160.051-7(d)(3) requires inflatable liferafts to 
be equipped with a repair kit consisting of six sealing clamps meeting 
MIL-L-19496 for short term repair of buoyancy tube damage, along with 
patches, cement, and a roughing tool for more permanent repairs. SOLAS 
74/83, regulation III/39.10.1.1 requires a repair outfit for repairing 
punctures, but does not specify its contents. For some years, the Coast 
Guard and other countries' maritime Administrations have been accepting 
serrated conical plastic or wooden plugs in SOLAS liferaft repair kits 
as substitutes for some or all of the sealing clamps. The Coast Guard 
has recently received reports, however, that these conical plugs may 
not be as effective in repairing leaks as sealing clamps. Although 
proposed Sec. 160.151-21(y) would allow the use of either plugs or 
clamps, comments are requested on operational experience using serrated 
repair plugs and whether they should be permitted in repair outfits as 
substitutes for sealing clamps.
    Neither 46 CFR 160.051 nor SOLAS 74/83 specifically require 
pressure relief valve plugs as part of a liferaft's equipment pack. 
However, where liferafts are fitted with pressure relief valves, these 
plugs or some other means of rendering the pressure relief valves 
inoperable are universally provided, and it is common practice to plug 
the relief valves as one of the first steps upon entering an inflated 
liferaft. The purpose is to prevent loss of gas from the inflation 
tubes in the event that the tubes buckle in a seaway. Proposed 
Sec. 160.051-21(aa) would require plugs to be provided for each 
pressure relief valve fitted on a liferaft, unless the valves are of a 
type which can be rendered inoperable without plugs. Responding to 
reports that some pressure relief valve plugs are difficult to handle 
in emergency conditions, this section would require that the plugs be 
capable of being used with immersion suit gloved hands, and be either 
of a floating type or secured to the liferaft by a lanyard in order to 
prevent loss. Proposed Sec. 160.051-21(w)(4) would require that the 
provided instructions for immediate action explain both the noise 
accompanying the operation of any relief valves, and the need to render 
the valves inoperative after they stop venting.

Approval and Production Inspection Procedures

    The rules proposed in this notice would require an independent 
laboratory to conduct certain inspections during construction of 
prototype inflatable liferafts, and also at certain times during 
production of inflatable liferafts after they have been approved. Coast 
Guard inspectors would monitor all prototype testing required for 
approval. At the present time, the Coast Guard monitors the inspection 
and testing of each Coast Guard-approved inflatable liferaft when 
manufactured.
    On September 27, 1984, the Coast Guard published an NPRM proposing 
that independent laboratories take over all of the inspections now 
performed by the Coast Guard. A public hearing on the proposal was held 
on February 19, 1985. The comments received in writing and at the 
public hearing in response to that notice were taken into account in 
the development of this proposal. Some of those comments are discussed 
below.
    Comments on the NPRM were received from 29 different parties, 
representing manufacturers of lifesaving equipment, independent 
laboratories, a classification society, shipowners and operators, 
liferaft servicing organizations, and two members of Congress. Ten 
comments from shipowners and operators, independent laboratories, and 
the classification society expressed support for the proposal. In 
general, the comments from this group indicated that delegating these 
inspections to independent third parties was appropriate, and that the 
laboratories were capable and would do a good job. Nine comments 
expressed opposition to the proposal, including comments from a ship 
operator and U.S. lifesaving equipment manufacturers. This group had 
two main concerns: The cost to the manufacturers for the services of 
the independent laboratory, and the impact of foreign-produced 
lifesaving equipment on U.S. producers.
    Some of the proposals in this NPRM should reduce servicing costs, 
particularly those that would extend servicing periods, provide for 
servicing at remote sites, not limit Coast Guard approval of otherwise 
qualified servicing facilities to those franchised or authorized by the 
liferaft manufacturer, and eliminate the requirement that a Coast Guard 
inspector attend each servicing. The Coast Guard's position is that 
these changes, together with increased flexibility of scheduling of 
servicing due to reduced Coast Guard involvement in servicing 
inspections, would more than outweigh any added costs associated with 
occasional independent laboratory inspections.
    It is difficult for Coast Guard personnel to perform some 
lifesaving equipment factory inspections outside the U.S. in locations 
not readily accessible to a Coast Guard inspector. Independent 
laboratories would ease the inspection problem for foreign 
manufacturers, potentially allowing greater use of foreign-manufactured 
equipment. Though some of the U.S. manufacturers raised questions about 
the quality of equipment produced and inspected outside the United 
States, at this time the Coast Guard has no evidence that foreign-made 
lifesaving equipment would necessarily be less safe than equipment 
produced in the United States. To be approved, foreign-made lifesaving 
equipment would be required to meet all of the applicable Coast Guard 
and international regulations. Foreign-made lifesaving equipment 
manufactured to a lesser standard would not be approved.
    One member of Congress and one of the comments at the public 
hearing requested that the Coast Guard retain its oversight of 
lifesaving equipment inspections in an adequate manner and to make sure 
there would be no adverse impact on safety. Another comment asked that 
the Coast Guard continue to monitor approval testing. The Coast Guard 
intends to maintain adequate oversight. Under the procedure proposed in 
this notice, the Coast Guard would continue to review the 
manufacturer's design prior to approval. An independent laboratory 
would confirm conformance of the prototype liferaft with the plans 
submitted to the Coast Guard for pre-approval review. A Coast Guard 
inspector would then witness the approval testing of the prototype. 
After approval, the manufacturer's production quality control would be 
monitored by the independent laboratory, with annual summary reports 
submitted to the Coast Guard. In a procedure proposed in this notice 
for the first time for lifesaving equipment, the independent laboratory 
would also annually conduct a design audit or detailed technical review 
of production samples against the approved design. Finally, under these 
proposed rules, inflatable liferafts would continue to be inspected 
annually at approved servicing stations, which are themselves inspected 
by Coast Guard or other qualified third party inspectors. Liferaft 
design and long-term durability problems should be discovered during 
these inspections. The Coast Guard is confident that these procedures, 
taken together, will maintain the present quality level of this Coast 
Guard-approved equipment.

Inspection Frequency

    A comment on the NPRM cited procedures used in the aerospace 
industry and suggested Coast Guard approval of a manufacturer's 
``proven quality control department''. The comment did not include any 
other suggested standards for a ``proven'' quality control department. 
The Coast Guard has adopted this suggestion to some degree, since the 
rules proposed in this notice require only periodic inspection by the 
laboratory, and rely on the manufacturer's quality control procedures 
to maintain quality when the laboratory inspector is not present. 
Independent quality control inspection procedures often do include 
provisions for reduced inspection for manufacturers maintaining a high 
level of production quality, and increased inspections for 
manufacturers which have difficulty maintaining quality. However, the 
rules proposed in this notice do not include any such provisions, since 
those procedures lend themselves more readily to high quantity mass 
production. The liferafts produced under the rules in this notice are 
constructed essentially by hand on a low-volume basis. The Coast Guard 
solicits comments on the advisability of provisions to reduce or 
increase inspection frequency based on a manufacturer's quality control 
track record, and on what basis they could be incorporated.
    An association of U.S. manufacturers stated that mass produced 
items could not be compared to lifesaving equipment which is more 
complicated and individually produced. Therefore, it could not be 
assumed that laboratories which had successfully inspected mass 
produced items would be capable of inspecting inflatable liferafts. The 
Coast Guard agrees that there are important differences between mass 
produced items and inflatable liferafts. However, that does not 
necessarily mean that independent laboratories are unable to handle 
these inspections. The Coast Guard considers that the established 
production tests and inspections that must be performed whether or not 
a third-party inspector is present are sufficient to ensure that new 
inflatable liferafts are suitable for their intended purpose. Their 
continued adequacy in the long term is assured by periodic servicing 
tests and inspections, which should also be able to identify any 
persistent production quality control problems. Also, since the Coast 
Guard will continue to witness approval testing, there is continued 
assurance that the basic design and construction of the equipment will 
be adequately tested.

Servicing of Inflatable Liferafts

    The current requirements for periodic servicing of inflatable 
liferafts are contained in 46 CFR 160.051-6. Under the current system, 
each servicing facility is designated by the manufacturer, then 
formally approved by the Coast Guard after specified inspections and 
tests. After a facility is approved, a Coast Guard marine inspector 
attends the servicing of each liferaft taken from an inspected vessel.
    These proposed rules would shift the focus of the Coast Guard's 
involvement in liferaft servicing from the individual liferafts to 
qualifications of the servicing facility and servicing technicians. A 
Coast Guard inspector would visit a servicing facility for the initial 
inspection for approval, examine the facility, and make sure that there 
is at least one servicing technician who has successfully completed a 
training or refresher course in servicing the liferafts for which the 
facility seeks approval. However, after approval of the facility, the 
Coast Guard would not regularly inspect servicing of individual 
liferafts.
    This proposal also incorporates changes to liferaft servicing 
procedures to conform with IMO Assembly Resolution A.761(18), 
``Conditions for the Approval of Servicing Stations for Inflatable 
Liferafts.'' This new IMO recommendation on liferaft servicing and 
approval of servicing facilities updates, combines, and supersedes the 
three previous IMO recommendations which covered these subjects. 
Resolution A.761(18) is not proposed to be incorporated by reference, 
however the substance of the recommendation is included in the proposed 
requirements of this NPRM. Copies of Resolution A.761(18) may be 
obtained by contacting the Commandant (G-MVI-3) at the address 
indicated under ADDRESSES above.
    Comments received in response to the ANPRM of August 14, 1986, and 
the public hearings held on January 27, 1987 and March 20, 1987 were 
also considered in the drafting of the changes proposed in this NPRM.
    The proposed revised liferaft servicing procedures are contained in 
Secs. 160.151-35 through 160.151-57. The proposed procedures differ 
from the present procedures in a number of important ways:
    1. The Coast Guard would no longer attend the servicing of every 
raft taken from an inspected vessel. Under proposed Sec. 160.151-53, 
the servicing facility would still have to notify the Coast Guard 
whenever such a raft was taken in for servicing, but the Coast Guard 
would have the option either of authorizing the facility to proceed 
without an inspector present, or requiring the servicing to be 
witnessed by a marine inspector. In cases where scheduling conflicts or 
resource limitations might prevent the OCMI from providing a Coast 
Guard marine inspector in a timely manner, the servicing facility would 
have the option, upon the authorization of the OCMI, to engage the 
services of an independent third-party inspector acceptable to the 
OCMI. This procedure is generally consistent with existing policy in 
Navigation and Vessel Inspection Circular (NVIC) 6-82 (Servicing and 
Inspection of Inflatable Liferafts Utilizing Voluntary Third Party 
Inspection Organizations), which allows for use of properly qualified 
third party inspection organizations for liferaft servicing inspections 
in cases where scheduling is critical and a marine inspector is not 
available in a timely manner. A significant difference is that under 
these proposed rules, OCMI's would evaluate and accept third party 
inspection organizations for liferaft servicing inspections within 
their zones, as opposed to acceptance being undertaken exclusively by 
the Commandant as specified in NVIC 6-82. The OCMI would evaluate the 
suitability of a prospective third party organization to witness 
liferaft servicing in accordance with 46 CFR 159.010. Although the OCMI 
would have the authority to accept third party organizations for 
inspections within his or her zone, there may be instances where 
acceptance of a large third party inspection organization of national 
scope would be undertaken by the Commandant (G-MVI). The OCMI would 
retain the option of continuing to send Coast Guard marine inspectors 
to witness liferaft servicing or to oversee the performance of third 
party inspectors.
    2. Approval of servicing facilities would no longer be conditional 
upon designation by the liferaft manufacturer. A facility otherwise 
meeting all of the Coast Guard and manufacturer requirements for 
training, parts, tools, and servicing manuals could be approved without 
prior explicit manufacturer authorization.
    3. A new ``Necessary Additional Pressure'' test and a Floor Seam 
test contained in IMO resolution A.761(18) have been added to the 
required test procedures in Sec. 160.151-57. The time periods for some 
of the air-holding tests have been changed in conformance with the IMO 
recommendation.

Alternatives to Universal Coast Guard Inspection of Servicing

    Since their inception, the Coast Guard's inflatable liferaft 
servicing procedures have required a Coast Guard marine inspector to 
inspect servicing facilities for approval, and then attend the 
servicing (overhaul, pneumatic testing, equipment inventory, and 
repacking) of each raft. In the majority of instances the Coast Guard 
has performed this service without charge. The requirement in existing 
regulations for a marine inspector to witness each raft's servicing is 
at least in part a consequence of the rapid expansion of liferaft 
servicing facilities in the 1960's. When inflatable liferafts first 
came into widespread use, the servicing facilities were primarily ship 
chandlers whose expertise in servicing inflatable liferafts was 
limited. The Coast Guard, recognizing this limitation and the general 
lack of experience concerning the use and servicing of inflatable 
liferafts on merchant vessels, was unwilling to permit the unsupervised 
servicing of these devices.
    Although that system accomplished its purpose over the years, the 
increase in the number of inflatable liferafts used on inspected 
vessels over the last several decades has greatly increased the 
associated burden on Coast Guard personnel resources. Exacerbating the 
problem is the increased workload created by the Commercial Fishing 
Industry Vessel Safety Act, and the large increase in the number of 
liferafts under the Coast Guard's regulatory authority as a result of 
that Act. Since there has been no corresponding increase in the Coast 
Guard's personnel resources, the Coast Guard must find ways to utilize 
its existing resources more efficiently.
    Incorporating suggestions made in several comments, these proposed 
rules would institute a system of periodic ``spot checking'' of 
servicing by the OCMI, with the frequency of the spot checks being at 
the OCMI's discretion.
    Proposed Sec. 160.151-53(a) would require a servicing facility to 
notify the OCMI each time it will service an inflatable liferaft under 
the facility's Coast Guard approval. The notification of the OCMI must 
be in sufficient time to allow a Coast Guard inspector to travel to the 
site where the servicing is to be performed. A timely telephone call to 
the OCMI, providing pertinent information concerning the raft(s) to be 
serviced, is all that would be required. The OCMI would then decide 
whether or not to attend some or all of the servicing of the raft. The 
decision might be based on the interest the OCMI has in the raft due to 
its age or perceived reliability, the confidence the OCMI has in the 
capabilities of the servicing facility, the time which has passed since 
the facility was last inspected, or any special tests (such as the 
fifth-year inflation test) required for the raft. This procedure does 
not represent any change from the current requirement for servicing 
facilities to notify the OCMI each time a liferaft is to be serviced.
    There may be instances where the OCMI is notified of a raft taken 
in for service, and determines on the basis of the criteria discussed 
above that the servicing should be witnessed, but is unable to do so in 
a timely manner due to resource or schedule constraints. In such cases, 
where the Coast Guard inspector informs the owner or operator that he 
or she will not be available, these proposed rules would permit the 
servicing facility, upon the authorization of the OCMI, to utilize a 
third party inspection organization acceptable to the OCMI to witness 
the servicing on behalf of the OCMI. The owner of the servicing 
facility would be responsible for the cost of the third party 
inspector. The third party inspection organization could be an 
appropriately qualified independent laboratory inspector or an 
inspector or surveyor from a classification society, working on a fee 
basis paid by the facility. For servicing facilities located outside 
the United States, it could also be the maritime safety administration 
of a foreign government.

Inspection and Approval of Servicing Facilities

    These proposed rules would retain the requirement in the current 
regulations for a Coast Guard inspector to inspect each servicing 
facility and witness certain qualifying tests for the initial approval 
of the facility. Under proposed Sec. 160.151-41(c), the inspector would 
witness the servicing of a liferaft and the inflation of that liferaft. 
This single inflation is a reduction from the present three inflations 
required for servicing facility approval. As one comment noted, with 
more attention paid to the quality and currency of training of 
servicing technicians by the manufacturer, as discussed in a later 
section, the practical testing of technicians at the servicing facility 
by the Coast Guard should become less important.
    If the inspection and qualifying test are satisfactory, the 
facility would be approved by the Coast Guard to service inflatable 
liferafts for U.S. vessels. As under existing regulations, approval of 
the facility would be limited to servicing only those makes of 
liferafts for which the facility has been inspected. This procedure is 
similar to proposals made by several comments.
    Continuation of the practice of conditioning Coast Guard approval 
of servicing facilities on manufacturer authorization was one of the 
subjects specifically covered at the public meetings. Sixteen comments 
supported the Coast Guard continuing to approve only servicing 
facilities authorized or inspected by the manufacturer. One stated that 
consultation and supervision of major repairs by the manufacturer was 
important, and two said that the issues should be the qualifications of 
the facility and the competence of the technician. Two comments stated 
that it was important for inspection and repair to be in accordance 
with the manufacturer's manual. Two comments stated that the Coast 
Guard should approve qualified independent servicing facilities, and 
that a servicing facility should not be subject to loss of approval 
except for cause.
    In a departure from the present regulations, approval of a 
servicing facility by the Coast Guard would not be conditional upon 
explicit authorization by the liferaft manufacturer under the rules 
proposed in this notice. This would allow the Coast Guard to focus on 
the technical qualifications of the servicing facility, and not the 
facility's business arrangements with the manufacturer. If a facility 
has currently trained servicing technicians and all of the parts, 
tools, and manuals necessary to properly service a particular make of 
raft, possession of documentation of a satisfactory business 
relationship with the liferaft manufacturer would have no bearing on 
whether a facility would be approved by the Coast Guard. Consultation 
and supervision of major repairs by the manufacturer should not 
generally be necessary, since the manufacturer's techniques on major 
repairs should be covered in servicing technician training and in the 
servicing manual.
    Proposed Secs. 160.151-35(b)(3) and 160.151-35(b)(4) would require 
that current manuals, as well as unique parts and tools, be made 
available to qualified servicing technicians servicing that 
manufacturer's liferafts and that a manufacturer have a training 
program for certification of servicing technicians. Current information 
indicates that repair parts, tools, and survival equipment are 
generally available, but comments are specifically requested on the 
proposed provision that would require the manufacturers, as a condition 
of their approval, to make any unique parts and servicing tools 
available, at a reasonable cost determined by the manufacturer, to 
certified technicians servicing that manufacturer's liferafts.
    The ANPRM discussed the possibility of requiring manufacturers to 
inspect servicing facilities annually, and be responsible for their 
quality, in addition to Coast Guard and third party inspections. The 
Coast Guard has decided not to propose a requirement for manufacturer 
inspections since the business relationship between the manufacturer 
and the servicing facility could interfere with such inspections, and 
the cost of such a requirement could be excessive for a manufacturer 
with a large network of servicing facilities world-wide. However, 
proposed Sec. 160.151-35(b)(5) would require manufacturers to notify 
the OCMI whenever they become aware, by whatever means, of servicing 
technicians at approved servicing facilities servicing rafts 
incorrectly, or of any falsification of required documents relating to 
servicing by an approved facility.

Servicing Manuals

    Present regulations require the liferaft manufacturer to produce a 
servicing manual. The manual has instructions on opening, inspecting, 
testing, repairing, and repacking of each of the manufacturer's 
approved liferafts. The present regulations do not specifically require 
the manufacturer to keep this manual current, but a system of service 
bulletins is normally used to alert facilities of any changes to 
procedures in the manual. With time, these bulletins accumulate and can 
be lost or mislaid. This can result in questions about whether or not a 
servicing facility's servicing manual is current. To make sure that the 
manuals are kept current, proposed Sec. 160.151-35(b)(2) would require 
manufacturers to update their manuals at least annually, and would 
require the manufacturer to issue a list of each servicing manual 
revision and bulletin in effect at least once each year. The 
manufacturer would be required to make available the servicing manual 
and service manual revisions to each technician who has successfully 
completed the manufacturer's training described in Sec. 160.151-39(a) 
or (b) within the periods specified in Sec. 160.151-41(e). The 
manufacturer could accomplish the annual manual update by reissuing a 
complete corrected manual, by issuing revised pages along with a list 
of current manual pages, by providing an annual listing of service 
bulletins and manual revisions in effect, or simply by sending out a 
letter that says no changes have been made to the manual in the last 
year, to each certified servicing technician that received a servicing 
manual from the manufacturer. Under proposed Sec. 160.151-45(c), each 
servicing facility would be required to have a current copy of the 
servicing manual, including all servicing bulletins and manual 
revisions in effect as indicated on the current annual list. Servicing 
technicians would be required to maintain a current copy of the manual 
and all revisions and bulletins issued by the manufacturer.

Training of Servicing Technicians and Inspectors

    The existing regulations at 46 CFR 160.051-6(d)(2) require approved 
servicing facilities to be staffed by one or more persons documented to 
have satisfactorily completed a factory training course in the 
servicing of approved inflatable liferafts. However, the regulation 
contains no requirement for currency of training or refresher training. 
Lack of current training has been identified as a contributing factor 
in several incidents of improper liferaft servicing.
    The Coast Guard has determined that there is a need for refresher 
training. A number of reports of deficient servicing over the past 
several years have been attributable to lack of currency or proficiency 
by the servicing technicians involved. The fact that a technician has 
``continuous experience'' in servicing a particular type of raft does 
not necessarily mean that the rafts were serviced correctly, and a 
technician may service some makes of rafts only infrequently.
    Under these proposed rules, manufacturers would be required to 
establish and maintain a training program for certification of 
servicing technicians, including both initial training and refresher 
training. Each trainee would be evaluated at the end of the course, and 
only those successfully completing the evaluation would be given a 
certificate indicating their competence to service the manufacturer's 
liferafts. This rule does not propose to mandate who must receive 
training or that the manufacturer must provide training on demand. The 
Coast Guard requests comments on whether the industry foresees problems 
with training availability.
    Also to be considered is the manner in which the training is 
delivered. Nothing in these regulations would limit training locations 
to the U.S. or to the manufacturer's factory. Manufacturers could 
conduct training wherever there is sufficient demand for it. Training 
could even be conducted at individual servicing facilities for one or 
two technicians at a time. The training could be provided directly by 
the manufacturer in a vocational-type classroom setting. Training might 
also be conducted for one or more manufacturers by a commercial 
training organization or other educational organization.

Servicing of Unapproved Liferafts

    On August 14, 1991, the Coast Guard published a final rule 
containing new safety regulations for uninspected fishing vessels (56 
FR 40364). These rules at 46 CFR part 28 require many fishing vessels 
to carry inflatable liferafts for the first time. The regulations 
include ``grandfathering'' provisions to allow fishing vessels which 
carried unapproved liferafts prior to the effective date of the 
regulations to continue to carry those liferafts as long as they were 
serviced annually at a Coast Guard-approved servicing facility. Under 
proposed Sec. 160.151-35(c), manufacturers of unapproved liferafts 
could establish a system of Coast Guard-approved servicing facilities. 
If a manufacturer of unapproved liferafts was unwilling to participate, 
the Coast Guard could recognize another appropriately qualified 
corporation or individual as a substitute manufacturer for the purposes 
of Coast Guard-approved servicing. This corporation or individual would 
have to perform all of the functions of a manufacturer related to 
servicing, including maintaining servicing manuals and providing 
service technician training. Such a procedure could also be followed 
for ``orphaned'' liferafts of manufacturers who leave the liferaft 
manufacturing business. Three comments expressed concern about such an 
occurrence. The rules proposed in this notice would make it easier for 
rafts on uninspected vessels to be serviced at approved facilities, 
since Coast Guard marine inspectors would not be required to be present 
at every servicing.
    Coast Guard approval of servicing facilities for unapproved 
liferafts would mean that the Coast Guard could also oversee the 
inspection and servicing of liferafts approved by the maritime 
administrations of other countries. Many foreign ships call at U.S. 
ports and need to have their liferafts serviced here. The Coast Guard 
has occasionally overseen such inspections at the specific request of a 
foreign maritime safety administration. However, the procedure proposed 
in this notice would make such inspections by Coast Guard or third 
party inspectors routine, and would, in effect, allow reciprocal 
servicing inspections with those countries which oversee the servicing 
of liferafts from U.S. vessels taking place in their countries. 
International Maritime Consultative Organization (IMCO) Maritime Safety 
Committee (MSC) Circular 300 ``Recommendation On Servicing Of 
Inflatable Liferafts'', dated February 2, 1981, recommended that 
maritime safety administrations oversee the inspection and servicing of 
all inflatable liferafts in their countries. A participant in one of 
the public meetings made the same suggestion, and one comment on the 
ANPRM was in favor of Coast Guard monitoring of inflatable liferaft 
servicing in the U.S. for foreign vessels.
    The Coast Guard solicits comments on the issue of servicing of 
unapproved liferafts, and the resolution of problems which might arise 
from such a procedure. Included in this issue is the handling of Coast 
Guard-approved liferafts from uninspected vessels which have either not 
been serviced regularly, or have been serviced at an approved facility 
but without an inspector present.

Unauthorized Liferaft Servicing

    The danger presented by unauthorized servicing organizations is 
that they may not have all of the manufacturer's servicing and repair 
information, they may not have access to the necessary tools and repair 
parts, and they may not know with certainty the correct method of 
packing a liferaft in its container so that it inflates properly when 
needed. Each manufacturer's liferafts and containers are different, so 
a servicing organization that is fully qualified to service one 
particular make of liferafts is not necessarily qualified to service 
the rafts of another manufacturer.
    Because Coast Guard-approved rafts used on merchant vessels are 
presently inspected by a Coast Guard marine inspector when they are 
serviced, and because servicing records are often checked by another 
Coast Guard inspector when the raft is installed on the vessel, 
unauthorized servicing is an infrequent problem on inspected vessels. 
It may become more of a problem if the Coast Guard reduces its 
frequency of inspections at the servicing facility. A more serious 
problem concerns rafts on uninspected vessels, where a servicing 
organization that is Coast Guard-approved to service certain rafts on 
inspected vessels attempts to service other rafts, for which they are 
not approved, from uninspected vessels.
    Proposed Secs. 160.151-47(e) and (f) would require an approved 
servicing facility to specify which makes of liferafts it is approved 
to service when it represents itself as approved by the U.S. Coast 
Guard, and not service any liferaft for a U.S. registered commercial 
vessel unless it is approved by the Coast Guard to service that make of 
liferaft. Under proposed Sec. 160.151-55, Coast Guard servicing 
facility approval may be withdrawn for any organization found to 
service liferafts for which it is not approved. The regulation may 
serve to discourage unqualified servicing by denying U.S. Coast Guard 
approval to unauthorized servicing facilities. However, the proposed 
provisions for remote site servicing are flexible enough to allow for 
servicing of any liferaft at any approved facility, as long as a 
servicing technician qualified for that make of liferaft is brought in 
to do the work and the necessary tools and repair parts are available.

Remote Site Servicing

    The present regulations were written for vessels that move cargo or 
passengers from one port to another and call at U.S. ports where 
servicing facilities are readily available. They assume that while the 
vessel is involved in cargo operations or otherwise detained in port, 
the liferaft(s) can be removed from the vessel, taken to an approved 
facility to be serviced, and then returned to the vessel before it 
leaves port.
    Currently, vessels may operate away from the United States for 
extended periods, sometimes in areas where Coast Guard-approved 
liferaft servicing is not readily available. This is particularly true 
for mobile offshore drilling units (MODU's) and the vessels that attend 
them. The present regulations require that a liferaft be serviced at an 
approved servicing facility. Since these vessels may not enter ports 
where such facilities are available, the inflatable liferafts must be 
shipped back and forth from the vessel to a distant facility. Since the 
vessel may remain in operation, it may be necessary to obtain a 
substitute liferaft to have available while the vessel's liferaft is 
being serviced. Since these vessels typically have a number of 
liferafts that have to be shipped away for servicing, this can be an 
expensive and time-consuming procedure. Delays in foreign ports have 
also been experienced since the rafts contain pressurized cylinders, 
pyrotechnics, and other materials whose shipment is often limited or 
controlled by local laws.
    A similar problem may be experienced by some container ships, RO/RO 
vessels, and fast turnaround tanker operations, where the ship may not 
remain in a port long enough to conveniently send the liferafts away to 
be serviced.
    To address these problems, proposed Sec. 160.151-49 would provide 
for servicing liferafts at remote sites, provided that the facility has 
made the appropriate arrangements to ensure that each remote servicing 
site meets the applicable requirements for a servicing facility. All of 
the requirements for notification of the OCMI and the OCMI's decision 
on whether to inspect the facility during servicing of the liferaft, 
would apply to a remote site. The servicing facility would have to 
assemble a portable assortment of test equipment, spare parts, and 
replacement survival equipment to accompany the individual doing the 
servicing. The technician doing the servicing would have to make sure 
that the space provided and the equipment available meet the regulatory 
requirements for servicing. A participant at one of the public meetings 
stressed that remote site servicing should be an additional endorsement 
in the approval of a servicing facility, since it would be necessary to 
have special portable equipment. The Coast Guard agrees, and this is 
included in the procedure proposed.

Servicing With Computer-Aided Devices

    The ANPRM discussed the concept of a computer-aided servicing 
system. The system discussed in the ANPRM includes the functions of a 
servicing manual and much of the test equipment. The system's software 
could effectively include all of the requirements for a servicing 
manual and lead the person servicing the liferaft through the servicing 
procedure. Transducers could be connected to the computer to read 
weight, temperature, and barometric pressure measurements. The system 
may be particularly well-suited for remote-site servicing arrangements.
    The regulations proposed in this notice do not specifically include 
such a system, but would not prohibit the use of such a system as a 
tool by a servicing facility. If the system offers significant 
operational efficiencies for servicing facilities, it will be 
voluntarily adopted by them. It is the position of the Coast Guard that 
the system does not eliminate the need for inspections, since the 
system does not monitor all parts of the overall servicing procedure.

Detection of Aging Structural Connections

    The current fifth-year CO2 inflation test of a raft checks the 
gas tightness of the seams of a raft's buoyancy tubes, but does not 
focus on structural connections, which, while holding the major 
components of the raft together, do not not come in contact with the 
inflation gas. It is possible that the cold-cure cements now commonly 
used in the fabrication of rafts have produced seams that suffer 
deterioration at a faster rate than the raft fabric. The rafts 
recovered from the loss of the drill rig ``Ocean Ranger'' in February 
1982 showed extensive deterioration in their hinge tapes and floor 
supports.
    Under proposed Sec. 160.151-37(a)(2), the servicing manual would be 
required to contain instructions on checking the raft for deteriorated 
seams and joints. In addition, proposed Sec. 160.151-57(l) adds a test 
of the integrity of the seam connecting the floor to the buoyancy tube. 
This is identical to the Floor Seam Test specified in the new IMO 
liferaft servicing recommendation.

Necessary Additional Pressure (NAP) Test

    The new IMO recommendation on liferaft servicing addresses the 
problem of detecting unsatisfactory older rafts by the addition of a 
``Necessary Additional Pressure'' (NAP) Test, incorporated into this 
notice as proposed Sec. 160.151-57(k). This test would require 
inflating the liferaft to the lesser of twice the working pressure or 
the pressure necessary to produce a tensile load in the inflatable tube 
fabric of 20% of its required minimum tensile strength, then checking 
for qualitative signs of seam or material failure. The test would be 
required to be performed at each servicing for rafts over ten years 
old, except in those years when the raft is subjected to the gas 
inflation test.

Liferaft Painter Length

    At present, SOLAS Regulation III/38.3.2 specifies a painter length 
of the greater of 15 meters or twice the stowage height. As part of the 
amendment of SOLAS Chapter III currently in development, the IMO 
Lifesaving, Search and Rescue Sub-Committee has tentatively approved a 
change to this regulation to reduce the required painter length to the 
greater of 15 meters or the stowage height plus 10 meters. If this 
change is approved by the IMO Maritime Safety Committee as expected, it 
would be incorporated into the final rule.

Stowage Height and Equipment Pack Markings on Containers

    The 1983 SOLAS Amendments changed the requirements related to the 
height above the waterline at which a liferaft can be stowed. The 
maximum stowage height is the lesser of one-half of the length of the 
painter, or the height at which the raft was drop-tested by the 
manufacturer. Since different liferafts will have different maximum 
stowage heights, this information should be marked on the liferaft 
container. Also required to be marked on the container is a description 
of the type of emergency equipment pack.
    Proposed Sec. 160.151-37(a)(12) would require the servicing manual 
to contain information on the proper marking of the maximum permitted 
stowage height above the waterline, and the ``SOLAS A'' and ``SOLAS B'' 
equipment pack provided. Since manufacturers may choose to qualify 
rafts for different stowage heights, the marking on the container is 
the best way to prevent a raft from being installed in an inappropriate 
location. Servicing facilities must be responsible for this marking, 
since containers may be interchanged or replaced in servicing, and 
since the servicing facility could effectively alter the stowage height 
by changing the painter length in accordance with the servicing manual.

Inspection and Replacement of Survival Equipment

    The possibility of using equipment other than Coast Guard-approved 
equipment was one of the subjects specifically covered at the public 
meetings.
    The Coast Guard has not adopted the suggestions to allow the use of 
equipment approved to the SOLAS 74/83 requirements by other countries. 
SOLAS 74/83 does not contain complete performance, design, or quality 
control requirements for all such equipment. In fact, for many items of 
survival equipment, SOLAS 74/83 does not contain any design or 
performance requirements, so that inferior equipment not complying with 
U.S. requirements can be accurately claimed to meet applicable SOLAS 
74/83 requirements. On the other hand, there are many items approved by 
other maritime administrations which are of high quality, and may even 
exceed the requirements for Coast Guard-approved equipment. These 
proposed rules would allow those items to be substituted in some 
limited instances as discussed below. In the future, maritime 
regulatory reform efforts may lead to a greater degree of acceptance of 
foreign approval of lifesaving equipment on a reciprocal basis.
    The rules proposed in this notice address the issue of survival 
equipment in two ways. First, under proposed Sec. 160.151-45(o), a 
servicing facility must have a complete stock of survival equipment, 
except for items which may be procured quickly. Second, under proposed 
Sec. 160.151-53(d), the servicing facility may request that the OCMI 
authorize deviation from the established servicing procedure when 
necessary. This deviation could include authorization to substitute 
equipment when the required Coast Guard-approved equipment is 
unavailable. Any deviation approved by the OCMI on this basis would be 
noted on the OCMI's servicing documentation for reference at subsequent 
servicings. The OCMI's decision on the deviation would be based, in 
part, on what is known about the equipment that the servicing facility 
proposes in substitution.
    A participant in one of the public meetings suggested that the 
OCMI's would need some guidance on what survival equipment could be 
accepted in these situations. Since there is no international 
registration of approved equipment, such guidance would be difficult to 
provide in general form. Each instance would have to be considered on a 
case-by-case basis, but would generally be based on the OCMI's 
determination of whether a particular piece of equipment would be 
equivalent to applicable Coast Guard requirements.
    The rules proposed in this notice do not envision the substitution 
of liferafts approved by other countries for liferafts approved by the 
Coast Guard. Each SOLAS 74/83 signatory country is responsible for the 
quality and performance of lifesaving equipment on its vessels. There 
are no ``SOLAS'' or ``IMO'' approvals. However, one result of the 1983 
SOLAS Amendments has been an ``internationalization'' of liferaft 
design. Some manufacturers produce the same liferaft for the approval 
of many different countries, including the United States, so that 
finding Coast Guard-approved liferafts in foreign ports should become 
easier. These issues may be addressed as part of the Maritime 
Regulatory Reform initiative.

Date of Servicing and Servicing Expiration Date

    Proposed Sec. 160.151-57(m)(3) would require that a sticker be 
affixed to each liferaft container. Information on the sticker would 
include the expiration date. This would replace the system of stamping 
the servicing date on a metal plate on the container. A sticker bearing 
an expiration date should be easier to use and more informative for 
vessel operators and inspectors. This is especially true when the 
required date for servicing is extended because the raft has been 
stored under controlled conditions, as provided for in proposed 
Sec. 160.151-57(n). Section 160.151-57(n) would allow a raft stored for 
up to 6 months from date of manufacture to be placed in service without 
further servicing. The first servicing would be due no later than one 
year from the date of installation on board a vessel. Section 160.151-
57(n) adopts the policy currently provided for in Navigation and Vessel 
Inspection Circular (NVIC) 12-61. Section 160.151-57(n) also proposes 
to allow new liferafts to go for two years before their first 
servicing. The two year servicing extension would not apply to 
liferafts used on vessels with SOLAS 74/83 certificates, since 
Regulation III/19.8.1 of SOLAS 74/83 requires annual liferaft 
servicing.
    The Coast Guard has provided for limited servicing date extensions 
in this proposal. In general, however, the Coast Guard position is that 
annual inspections are required. Raft containers can become laden with 
moisture in a marine environment, accelerating the deterioration of the 
raft and its equipment, even though some of the equipment has a nominal 
storage life of three to five years. Raft containers can be damaged 
during vessel operations or cargo handling and permit water intrusion, 
thereby accelerating deterioration. Temperature and humidity cycles can 
lead to deterioration and corrosion of inflation system components, 
leading to failure of the inflation system. Some manufacturers have 
suggested that vacuum packing of the liferaft in a plastic package 
inside the container can extend servicing time. If proposed by a 
manufacturer, the Coast Guard will consider the data provided and 
decide if the procedure warrants an extension of the servicing 
expiration date.
    Currently, under NVIC 12-61, rafts stored under controlled 
conditions from 6 months to 1 year from the date of manufacture are 
opened by an approved servicing facility in the presence of a marine 
inspector to visually check the condition of the raft, check and weigh 
the CO2 cylinder(s), and replace the flashlight batteries. This 
procedure effectively waives the 2-hour inflation test which would 
otherwise be required during servicing. After checking, the raft is 
repacked by the approved servicing facility and marked as having been 
serviced on the date of this inspection, with regular annual servicing 
due one year from date of the stamp. Rafts in storage longer than one 
year have to undergo the full servicing procedure.
    This policy on storage has been in effect for almost 25 years 
without any evidence that liferafts stored and serviced under this 
procedure have been any less satisfactory than those serviced annually. 
Instead of limiting the procedure to newly produced liferafts held in 
controlled conditions between manufacture and installation on ship, 
these proposed rules would extend it to all liferafts that have been 
fully serviced and then stored under controlled conditions 
(Sec. 160.151-57(n)(3)).
    There have been cases reported where a liferaft that was sent for 
servicing was suspected of not having been inspected and serviced at 
all. Since the liferaft is stored in its container, out of sight of the 
owner, an unscrupulous organization might be tempted to simply mark the 
raft container with the indication that it had been serviced without 
removing the raft from the container. In this way the full servicing 
fee could be collected without the servicing organization having to do 
any work. In order to place the date and identification of the 
servicing facility on the raft itself, the raft would have to be 
unpacked and repacked, guaranteeing that at least that much had been 
done. Any doubt about whether or not a facility had even opened the 
raft could be resolved by examining the raft. Proposed Sec. 160.151-
57(m)(1) would require that the canopy or buoyancy tubes be marked with 
information regarding servicing including the servicing date and 
identification and location of the servicing facility.

Servicing Stickers and Servicing Certificates

    As discussed above, proposed Sec. 160.151-57(m)(3) would require 
the liferaft container or valise to have a servicing sticker affixed to 
it. The use of a standard servicing sticker is intended to discourage 
liferaft servicing by unapproved facilities, and to ease enforcement of 
safety regulations by Coast Guard enforcement personnel. One comment 
stated that such a system, if adopted, would have to be consistent 
between all servicing facilities and manufacturers. The Coast Guard has 
already accepted a standard servicing sticker design prepared by 
industry, for optional use at present. These stickers would meet the 
proposed requirements of this NPRM. The sticker would be required to be 
approximately 4 by 6 inches, with the last digit of the year of 
expiration superimposed over a background color that changes for each 
inspection year. The required color for each inspection year would 
correspond to the colors specified for recreational boat number 
validation stickers in 33 CFR 174.15(c). The sticker would be required 
to be marked with the Coast Guard identifying insignia described in 33 
CFR 23.12(a), which should make it easier to prosecute unapproved 
servicing facilities using the sticker (or copies of it) in violation 
of the terms of its acceptance by the Coast Guard. Any person desiring 
to reproduce the Coast Guard identifying insignia must obtain approval 
from the Commandant in accordance with 33 CFR 23.12(c). Under these 
proposed rules, the sticker would replace the current system of 
stamping the servicing date on a metal plate on the container.
    As discussed earlier, NVIC 12-61 currently allows rafts stored up 
to 6 months from date of manufacture to be placed in service without 
further servicing, with the first servicing due no later than one year 
from the date of installation on board the vessel. In order to help 
identify a raft in this category, the raft manufacturer furnishes the 
master of the vessel with a copy of the bill of sale showing the 
manufacturer's name and address, the serial number of the raft, the 
date of manufacture, and the sale date. In addition, an affidavit is to 
be provided showing the date the raft was installed on the vessel. Both 
the affidavit and bill of sale are to be retained on board the vessel. 
All of this paperwork is unnecessary with the sticker system. Any 
servicing certificate the servicing facility issues could be endorsed 
to indicate that this special inspection procedure was used, and the 
sticker would indicate the expiration of the servicing period.
    If liferaft manufacturers develop other ways to extend servicing 
expiration dates, the servicing sticker will accommodate those 
extensions more easily than if the date of servicing is stamped on the 
metal plate. The servicing facilities would be responsible for 
obtaining the stickers. A servicing facility or a group of servicing 
facilities might print their own, manufacturers may offer stickers to 
facilities that service their rafts, or an industry organization might 
arrange for their printing.
    These rules would not require the sticker to be placed over the 
joint in the liferaft container. The ANPRM discussed this possibility, 
so that the sticker would be broken whenever the raft is opened. This 
would be an immediate indication of unauthorized tampering, should such 
tampering occur. There are several problems with placing the sticker 
over the joint, including difficulty in adhering to the joint gasket 
material, exposed location possibly resulting in inadvertent damage, 
and movement between container parts while the raft is being moved, 
which might break the sticker even though the container has not been 
opened.
    The ANPRM discussed the possibility that the sticker could replace 
the servicing certificate. In that case, servicing facilities could 
continue to issue servicing certificates even if Coast Guard 
regulations did not include such a requirement. The rules proposed in 
this notice would still require the servicing certificate, but comments 
are requested on whether or not the certificate requirement should be 
removed if the servicing sticker is retained in the final rules.

Issuance of Unique Code to Each Approved Servicing Facility

    In 1981, IMCO (the predecessor of the IMO) issued ``MSC Circular 
300'' which recommended the issuance of an identification number to 
each approved servicing facility. In 1992, the Coast Guard assigned 
such numbers to all existing liferaft manufacturers and servicing 
facilities, for optional use on servicing stickers. The purpose of the 
code is to enable quick and positive identification of a servicing 
facility as one that has been approved by the Coast Guard. Proposed 
Sec. 160.151-57(m)(3)(iv) would require that the servicing facility 
mark its approval code on the servicing sticker.

Raft Markings as an Aid to Search and Rescue (SAR)

    Another reason for marking the raft with the identification of the 
servicing facility and date is its potential use in search and rescue.
    When a liferaft is found at sea with no one aboard, SAR forces want 
to know what vessel the raft came from as soon as possible. For this 
reason, the 22nd session of the IMO Lifesaving, Search and Rescue Sub-
Committee in February 1991 prepared a draft Assembly resolution 
(subsequently approved by the 18th IMO Assembly in October 1993 as 
Assembly resolution A.759(18)) recommending that liferafts be fitted 
with a means of identifying the vessel on which a raft is installed. 
Specifically, in recognition of the fact that liferafts are sometimes 
moved from one ship to another outside of the normal servicing cycle, 
the recommendation calls for a means of identification which can be 
easily changed without the necessity of unpacking the raft. An example 
would be a water resistant card inside a waterproof canister with a 
threaded lid, attached to the raft by a cord or webbing and secured to 
the outside of the raft container. This recommendation is incorporated 
in these proposed rules in Sec. 160.151-17(c) as an equipment 
requirement for new rafts, and in Sec. 160.151-57(m)(2) as a servicing 
requirement for existing rafts. If the name of a vessel is not known 
when the raft is serviced, the information could be added when the 
serviced raft is installed on a vessel.

Fifth-Year Inflation Test

    The current special fifth-year inspection requirements for liferaft 
servicing require the liferaft to be inflated with its own inflation 
system. This test is performed by removing the folded raft from its 
container and then operating the fitted gas inflation system. A recent 
problem suggests that this test should be done with the raft still in 
its container with all retaining bands in place.
    The problem concerned a hose coupling that broke when a raft was 
inflated in its container during the sample lot inflation test required 
for new liferafts. The manufacturer also discovered that the hose 
failure did not occur when the raft was inflated in its folded 
condition, but outside of its container. This occurrence indicates that 
the forces on parts of the liferaft can be significantly different when 
the inflating raft breaks out of its storage container.
    This particular occurrence was discussed in the ANPRM. A 
requirement to include the hoses in the annual inflation test has been 
proposed in Sec. 160.151-57(b)(2). However, other parts of the raft may 
also be stressed more severely when the raft breaks out of its 
container, as compared to inflating in the folded condition. For this 
reason, proposed Sec. 160.151-57(g) would require the fifth year 
inflation test to be initiated with the raft inside its storage 
container, with any retaining bands in place.
    After CO2 inflation, these proposed rules would allow the raft 
to be deflated and refilled with air to check the integrity of the 
inflated buoyancy tubes. Air is used to check new liferafts, and raft 
fabrics are somewhat more permeable to CO2 than they are to air. 
Testing with CO2 may therefore result in a false indication of 
raft fabric porosity, if pressure loss slightly exceeds the permissible 
percentage. Such rafts would probably pass an air inflation test, and 
would be perfectly serviceable. This procedure is not specifically 
addressed in the existing regulation.

IMO Recommendations on Servicing of Inflatable Liferafts

    Several revisions to the servicing requirements are proposed in 
order to be consistent with International Maritime Organization (IMO) 
Resolution A.761(18) ``Conditions For The Approval Of Servicing 
Stations For Inflatable Liferafts'' dated July 20, 1993, and IMO 
Maritime Safety Committee (MSC) Circular 300 ``Recommendation On 
Servicing Of Inflatable Liferafts'' dated February 2, 1981. Resolution 
A.761(18) updates, combines, and supersedes the previous IMO 
Recommendations in resolutions A.273(VIII), A.333(IX), and A.693(17).
    Eight comments favored alignment with IMO Recommendations, with one 
adding that it would increase the availability of liferaft servicing 
facilities for U.S. vessels worldwide. One comment stated that 
alignment with IMO Recommendations would not be practical, but did not 
explain why it would not be practical. The Coast Guard's position is 
that most currently approved servicing facilities would meet these 
standards, which include the following:
    1. Servicing would be required to take place in fully enclosed 
spaces (indoors). The space would be required to be ventilated, but 
free of drafts, and smoking would not be permitted (Secs. 160.151-
43(a)(2), (9) and (10)).
    2. Sufficient space would have to be available for the number of 
liferafts expected to be serviced at any one time. The ceiling would 
have to be high enough to hold a fully inflated liferaft of the largest 
size to be serviced (Secs. 160.151-43(a)(3) and (4)). The ANPRM 
discussed a requirement consistent with the previous IMO 
Recommendation, which would have required a ceiling high enough to 
allow overturning of the largest liferaft to be serviced with the 
liferaft inflated. Two comments stated that this was unnecessary. The 
new Recommendation in resolution A.761(18) does not require that the 
ceiling be high enough to overturn the raft, but does require that an 
equally efficient means of facilitating the inspection of bottom seams 
be furnished. This requirement has been incorporated in the NPRM 
(Sec. 160.151-43(a)(4)). For example, the liferaft could be partially 
deflated and overturned to gain access to the bottom of the liferaft. 
Although a lower ceiling height may be an inconvenience for the 
servicing facility, it would not prevent approval of a facility.
    3. The floor would have to be covered or coated with a surface that 
can be cleaned (Sec. 160.151-43(a)(5)). However, carpets would not be 
prohibited as was proposed in the ANPRM. The prohibition on carpets in 
the old IMO Recommendation was intended to protect natural rubber 
coated liferafts from copper oxidation, a destructive process which can 
arise from contact with brass debris from inflation hardware caught in 
the carpet fibers. Such debris can be very difficult to remove 
completely. Two comments pointed out that many servicing facilities do 
not service natural rubber coated liferafts, and therefore, can or 
should use a carpeted service area. The Coast Guard agrees and has not 
included a prohibition on carpet in these proposed rules.
    4. The temperature, and where necessary, the relative humidity in 
the servicing space would have to be sufficiently controlled to ensure 
that servicing can be carried out (Sec. 160.151-43(a)(7)). One comment 
suggested that the rules include a requirement for temperature and 
humidity controlled servicing environments. One comment suggested that 
the temperature be controlled to within 5  deg.F during the test 
period. The proposed regulation would require the ability to maintain 
an even temperature during servicing. The specific suggestion to 
require environmental control to within 5  deg.F was not adopted, since 
it would incorrectly imply that the inspector must verify the operation 
of the heating, ventilating, and air conditioning system. The working 
pressure leakage test procedure does specify that (mathematical) 
compensation must be made for temperature variations during each test, 
but does not limit the range in which the temperature may vary during 
the test. Comments are invited on whether or not a temperature range 
limit should be specified during the working pressure leakage test.
    5. Separate areas would have to be provided for various functions 
to ensure that servicing can be carried out efficiently (Sec. 160.151-
43(b)). The Coast Guard has not included a definition of ``separate 
area'' as suggested by one comment. The separate areas can be separate 
rooms or just designated parts of the same room. As long as servicing 
can be carried out in the space in an orderly manner, the separate 
areas would not have to meet specific standards. Another comment 
suggested that storage of pyrotechnics in accordance with local safety 
codes would be satisfactory as long as they are stored away from the 
servicing area. No special requirement is included for pyrotechnic 
storage, such as a ``safe and secure magazine, in accordance with local 
safety codes'' as discussed in the ANPRM. Such a requirement would be 
related to the safety of the facility and its employees, rather than to 
the quality of liferaft servicing. Servicing facilities will be located 
in many different jurisdictions, all with their own local requirements 
for storage of materials of this type.
    6. The liferaft storage area would have to provide for rafts to be 
stored no more than two high, and not subjected to excessive loads 
(Sec. 160.151-43(a)(8)). The wording of the proposed paragraph is 
intended, as two comments suggested, to make it clear that the two high 
stacking limit refers to stacking rafts on top of each other, and does 
not limit the height of any rack or shelf system.
    7. A source of pressure to inflate the rafts and a vacuum source to 
deflate them would be required (Sec. 160.151-45(g) and (h)).
    8. Facilities that service davit-launched liferafts would be 
required to be equipped with appropriate means for conducting the load 
test (Sec. 160.151-45(p)).
    9. Small raft servicing tools would be required to be stored on a 
tool board that clearly indicates where each tool is to be stowed, or 
an equivalent means to make sure that no tools are left in the liferaft 
when it is repacked (Sec. 160.151-45(r)).
    10. IMO resolution A.761(18) states that ``statistical records 
should be prepared on all liferafts serviced, indicating, in 
particular, defects found, repairs carried out and units condemned and 
withdrawn from service. Such statistics should be available to the 
Administration.'' This information would be used by the Administration 
(the Coast Guard in this case) to determine if any particular type(s) 
or make(s) of liferafts show an unusual or dangerous pattern of 
defects. Proposed Sec. 160.151-57(r) would implement this 
recommendation, requiring that the specified records be forwarded to 
the local OCMI annually. This information would be used to correct the 
problems identified either by requiring the manufacturers to modify 
their equipment or to correct their servicing procedures. Similar 
information on defects is now collected by Coast Guard inspectors as 
they observe the servicing of individual liferafts. The OCMI files an 
``Equipment Failure Report'' with the Commandant when significant 
problems are found.
    Since Coast Guard inspectors would not attend the servicing of 
every liferaft under the procedures proposed in this notice, the report 
on defects by the servicing facility is necessary. Reports on defects 
do not have to be in any particular form to be useful, so the Coast 
Guard does not presently intend to develop a special defect reporting 
form. However, a standard form might be helpful in identifying critical 
areas and repetitive failures, and could reduce the time spent in 
reporting defects to the Coast Guard. Comments concerning the 
desirability of a standard form for reporting defects are solicited. As 
an alternative, manufacturers might wish to include a suggested defect 
report format in their servicing manuals.
    One comment suggested that servicing facilities send a report 
listing discrepancies noted to the servicing facility that previously 
serviced the liferaft. Proposed Sec. 160.151-57(r) requires the 
servicing facility to notify the OCMI immediately of any critical 
defects it finds which may affect other liferafts. The OCMI can then 
take steps to notify the previous servicing facility if this is 
appropriate. The Coast Guard has no objection to servicing facilities 
voluntarily notifying each other of discrepancies. This could be an 
excellent way for the industry to police itself.
    A related requirement is located in proposed Sec. 160.151-57(q). 
The servicing facility would be required to keep a record of each Coast 
Guard-approved inflatable liferaft it services for at least five years. 
This time period is specified in the IMO recommendation on liferaft 
servicing, and would ensure that the special fifth year servicing 
record would be available for every liferaft, if it is needed.

Requirements for Improved Inflatable Liferaft Stability

    The Coast Guard published an ANPRM on inflatable liferaft stability 
in the Federal Register on June 29, 1981 (46 FR 33341) (1981 ANPRM). 
The 1981 ANPRM presented a summary of research efforts, sea trials, and 
yachting casualties from this country and Europe, and invited comments 
on suggested areas of consideration that the Coast Guard saw as 
relevant to regulatory action. A public hearing on the 1981 ANPRM was 
held on September 1, 1981 at U.S. Coast Guard Headquarters in 
Washington, DC.
    The Coast Guard published an NPRM on inflatable liferaft stability 
in the Federal Register on January 11, 1985 (50 FR 1558) (1985 NPRM). 
That 1985 NPRM presented, for the first time, several specific design 
and testing requirements for improving stability that the Coast Guard 
proposed for inclusion in revised approval requirements for inflatable 
liferafts.
    Partly as a result of the comments on the 1985 NPRM, as well as the 
results of further model testing at the Coast Guard Research and 
Development Center in 1989, this NPRM proposes modifications to the 
stability requirements different from the ones proposed in the 1985 
NPRM.
    The Coast Guard received comments on the proposed stability 
regulations from 14 different parties, representing inflatable liferaft 
manufacturers, vessel operators, designers and inventors, another 
Federal agency, and a foreign maritime safety administration. Most of 
the comments agreed that some stability improvement was needed, 
although some had objections to the specifics of the proposal, or made 
alternative proposals. Two comments opposed the proposals on the basis 
that heavily ballasted liferafts were untried and unproven, or that a 
heavy ballast system could result in damage to an inflatable liferaft.
    For the reasons discussed in both the 1981 ANPRM and the 1985 NPRM, 
the Coast Guard's position is that liferaft stability improvement is 
necessary. Heavily ballasted liferafts have been in service for 15 
years or more, and have been successfully used in a number of 
casualties. Tests sponsored by the governments of the United Kingdom 
and Iceland, which were also discussed in the previous rulemakings, 
make it clear that increased water ballast will improve heavy weather 
liferaft stability. The experiences of survivors in heavily ballasted 
liferafts, which were recounted with some of the comments and at the 
public hearing, make it clear that heavily ballasted liferafts can be 
designed so that they are effective and yet can withstand the most 
severe conditions without damage. The Coast Guard has, therefore, 
concluded that stability improvement through the use of heavy ballast 
systems is needed and is practical. The remaining issues which the 
Coast Guard must address are what kind of stability improvements should 
be required, and what kind of design, performance, and test 
requirements should be imposed. The purpose of the heavy ballast 
stability proposals in this notice is to refine the proposals made in 
the 1985 NPRM.
    There are several heavy ballast designs competing to be recognized 
as the most appropriate and effective. The three most common are the 
hemispherical, toroidal, and UK/Icelandic ballast systems. These 
varying designs were illustrated and discussed at some length in both 
the 1981 ANPRM and 1985 NPRM, and will not be repeated here in detail.
    The inventor and manufacturer of the hemispherical ballast system 
and another comment supported the hemispherical system as the most 
effective. One comment was critical of the hemispherical system. 
Another doubted that the hemispherical system could pass the 3 m drop 
test required of inflated davit-launched inflatable liferafts. Three 
comments urged the Coast Guard to adopt the same standards as the 
United Kingdom and Iceland (referred to hereinafter as the UK/Icelandic 
system). This system relies not only on large evenly-distributed water 
pockets, but on an improved sea anchor as well.
    The only conclusive way to determine the best stability system is 
through comparative testing. The best full-scale testing of this type 
was conducted by the United Kingdom and Iceland in 1980 and 1981. This 
test series was discussed fully in the 1981 ANPRM and the 1985 NPRM. 
This testing clearly showed how increased water ballast could improve 
liferaft stability, and formed the basis for the UK/Icelandic stability 
requirements. Unfortunately, as one comment pointed out, the test 
series did not include liferafts with either the hemispherical or 
toroidal stability systems. The UK/Icelandic system uses less water 
ballast than either the hemispherical or toroidal systems, and in 
addition it depends upon an improved sea anchor as an essential part of 
the stability system.
    Several comments addressed the use of sea anchors. Two comments 
suggested that sea anchors were important and that the Coast Guard did 
not place sufficient importance on the contribution of sea anchors to 
liferaft stability.
    The proposed stability requirements in this NPRM do not rely solely 
on sea anchors for stability because, although a sea anchor streams 
upwind of the liferaft, waves may come from different directions in a 
storm. The sea anchor becomes increasingly less effective as the angle 
between wind direction and wave direction increases. At angles of 
90 deg. or more, a sea anchor is virtually ineffective.
    Recent comparative testing in the United States has focused on 
model testing. In 1979, the Coast Guard sponsored rigid model tests in 
a wind tunnel. These tests were discussed in the 1981 ANPRM. In 1989, 
the Coast Guard Research and Development Center (R&D Center) completed 
a series of model tests using a rigid liferaft body with flexible 
stability appendages in a wave tank. The liferafts modeled included a 
conventional liferaft with very small water pockets, a toroidal 
stability system, and a hemispherical stability system. The waves 
generated consistently capsized the conventional liferaft model, but 
rafts with both the hemispherical and toroidal stability system did not 
capsize. Both models appeared to pass through the waves in a similar 
manner. A copy of the R&D Center test report has been placed in the 
docket for inspection and copying, and is available for sale through 
the National Technical Information Service (see ADDRESSES section of 
this NPRM).
    The Coast Guard has decided to base its stability proposals at this 
time on the hemispherical and toroidal stability systems, although 
neither design will be mandated. In spite of the claims and theories 
advanced so far on the merits of the particular systems, there are no 
test results to date that conclusively indicate the superiority of one 
system over the other. The 1985 NPRM proposed several requirements and 
tests to determine liferaft stability. These included a minimum water 
volume for stability appendages, requirements for distribution and 
arrangement of the stability appendages, a lift-out force test, a 
maneuverability test, a helicopter rescue compatibility test, and an 
at-sea test. In this NPRM the Coast Guard proposes all of these 
requirements in a modified form, with the exception of the helicopter 
rescue compatibility test.

Minimum Water Volume for Stability Appendages

    The 1985 NPRM proposed a minimum volume of water-filled appendages 
equal to the volume of the principal buoyancy compartments of the raft 
(0.096 m3 (3.4 ft3) for each person the liferaft is approved 
to accommodate). Section 160.151-17(a)(2)(i) of this NPRM proposes a 
minimum volume of 0.08 m3 (2.85 ft3) times the number of 
persons which the liferaft is approved to accommodate. Although this 
appears to be a reduction in the minimum volume originally proposed, 
the previous NPRM did not take into account the reduction in the 
effective volume created by openings designed to admit water into the 
appendages. The volume is to be calculated using the bottom of the 
lowest opening in the appendage as the height of the appendage, and by 
deducting the volume of any objects inside the appendage. As in the 
1985 NPRM, the minimum volume proposed by this NPRM is intended to be 
consistent with the volume of both the hemispherical and toroidal 
stability systems that are now part of some Coast Guard-approved 
liferafts.
    The UK/Icelandic system uses a minimum stability appendage volume 
of about 0.02 m3 times the number of persons which the liferaft is 
approved to accommodate, although a six-person liferaft must have as 
much as 0.042 m3 per person. This proposal would, therefore, 
require two to four times the volume of water ballast required of the 
UK/Icelandic system.
    The Coast Guard would prefer to use performance requirements 
wherever possible, but since the scientific investigation of liferaft 
stability is not complete, it is not possible to completely define 
liferaft stability systems in terms of performance requirements. The 
requirements for the UK/Icelandic system, specifying the shape, size, 
and number of stability appendages, are even more design restrictive 
than those proposed here.
    The volume selected is intended to incorporate the two heavily 
ballasted designs now approved by the Coast Guard. The hemispherical 
system has a long and admirable record of saving lives, primarily in 
fishing vessel casualties. The toroidal system similarly has a long 
record of effectiveness, and has been used by the Coast Guard for over 
ten years on its search and rescue liferafts. As indicated by some of 
the comments, it is not known if the proposed minimum volume 
requirement represents the optimum in liferaft stability, but further 
revisions to the stability requirements may be proposed as scientific 
investigations into liferaft stability continue. It is known that heavy 
water ballast systems of this size are effective in improving 
stability, and can be made so that they will not damage the liferaft in 
heavy seas.

Requirements for Distribution and Arrangement of the Stability 
Appendages

    Section 160.151-17(a) proposes several requirements for the design 
of the liferaft and the stability appendages. These requirements 
include the following:

--Each liferaft larger than 8-person capacity must have a waterplane of 
circular or elliptical outline; or, alternatively, a hexagonal, 
octagonal, or similar outline approximating a circular or elliptical 
shape.
--The appendages must be securely attached and evenly distributed 
around the periphery of the exterior bottom of the liferaft.
--A stability system must consist of at least two separate parts so 
that damage to one part will permit at least half of the required total 
volume to remain intact.
--The system must provide openings in or between the stability 
appendages to limit the formation of air pockets under the liferaft.

    Larger liferafts with long straight sides are more susceptible to 
wind and wave effects than those rafts which more closely approximate a 
circular shape. This proposal was not part of the previous NPRM, but 
one comment addressed the effects of wind on stability. The Coast Guard 
agrees that wind effects are less significant on round liferafts. This 
proposed requirement is also consistent with generally accepted 
industry practice. Comments are requested on this proposed requirement, 
specifically, whether an alternative requirement would be more 
appropriate, such as requiring a minimum of six or eight sides on a 
polygonal liferaft, and a limitation on the length/width ratio.
    The UK/Icelandic system requires 5 pockets in 4-8 person liferafts, 
7 pockets in 9-16 person liferafts, and 11 pockets in 17-25 person 
liferafts. As discussed above, the proposed requirements in this notice 
are based on the performance of hemispherical and toroidal systems. 
While the toroidal system does use multiple sections, the hemispherical 
system operates successfully with one large chamber and a small 
toroidal section. Consequently these proposed rules do not propose to 
require a specific number of stability appendages.
    This NPRM does not propose to require a continuous skirt around the 
liferaft to deflect wind and waves. To comply with the stability 
performance requirements proposed by this rule, a skirt might be needed 
only if the stability system allowed the liferaft to lift out of the 
water and expose the underside of the liferaft to wind and waves. The 
hemispherical stability system is currently the only one which is 
intended to allow the liferaft to lift out of the water, and the skirt 
is an inherent part of this design.

Lift-Out Force Test

    Proposed Sec. 160.151-29(a) contains a lift-out force test. It 
makes several significant changes to the test proposed in the January 
1985 NPRM. Several months after the close of the comment period on the 
1985 NPRM, the Coast Guard contracted for an experimental lift-out 
force test with a variety of inflatable liferafts. The report of the 
test was not published as a formal document, but copies were 
distributed to liferaft manufacturers. A copy of the report has been 
placed in the docket for examination, and the Coast Guard Survival 
Systems Branch will provide one copy to each person requesting one (see 
ADDRESSES section of this NPRM).
    The procedure published in the 1985 NPRM required the lift-out 
force to be at least equal to the theoretical vertical component of the 
capsizing moment created by hurricane force winds (63 knots). The 
results of the test were that all of the liferafts met the proposed 
criterion, including those with small conventional stability pockets. 
This was a result predicted by two comments. The Coast Guard concluded 
that the proposed lift-out force criterion was not adequate to 
discriminate between conventional and heavy ballast systems. The test 
results indicated that even lightly ballasted rafts could withstand a 
minimum hurricane force condition. This result is consistent with 
reports of heavily ballasted liferafts surviving storm conditions which 
significantly exceeded minimum hurricane force conditions. It was 
clear, however, that liferafts with heavy ballast systems had 
significantly higher lift-out forces than other liferafts.
    The test results showed that the heavily ballasted liferafts 
meeting the volume criterion proposed in this NPRM had a lift-out force 
which increased with the size of the liferaft, but which was not 
linearly proportional to the number of persons the liferaft was 
approved to accommodate. For instance, a heavily ballasted 6-person 
liferaft had a lift-out force of just over 200 N (45 lb) per person, 
while a 20-person liferaft of essentially the same design had a lift-
out force of just over 154 N (35 lb) per person. These test values were 
reduced by 10% to account for the variability inherent in the test 
procedure, and the resulting values used to develop the proposed 
minimum lift-out force criterion in proposed Sec. 160.151-29(a)(7). The 
proposed criterion is 255+140 P-0.7 P2, where P is the number of 
persons for which the inflatable liferaft is to be approved, and the 
force is measured in Newtons (58+32 P-0.16 P2 if the force is 
measured in pounds). This equation is a curve which results in a lift-
out force which increases at a decreasing rate up to liferaft sizes of 
100 persons. A 100-person liferaft is well above the size of any 
inflatable liferaft now contemplated. This criterion approximates the 
results of the testing, but further refinement is possible in the 
future.
    As the Coast Guard gains more experience with the lift-out force 
test and becomes more confident in its results, this may become the 
only test needed to confirm stability characteristics. As a performance 
criterion, it could replace the design-restrictive volume criterion, 
and might make the at-sea test unnecessary. It also tests the 
structural integrity of the liferaft and its ballast system. Because of 
the limited experience with this test at the present time, the Coast 
Guard can not yet conclude that the test is an adequate substitute for 
any of the other tests or requirements. Comments are specifically 
solicited on this point.
    After the Coast Guard's lift-out force test was completed, one 
manufacturer observed that the rafts with the toroidal ballast systems 
offered so much resistance when being pulled out of the water, that 
they buckled in such a way that only the end of the liferaft being 
lifted emerged from the water, with the rest of the raft remaining on 
the water surface. This behavior was compared with that of the 
hemispherically ballasted liferafts, which remained fairly rigid as 
they were lifted from the water. The comment suggested that this 
buckling should be cause for rejection. According to the comment, the 
hemispherical system allows one edge of the liferaft to lift and ride 
over the crests of the waves. A raft with the toroidal system would not 
do this, and would be crushed or buckled as it passed through a wave 
crest, resulting in loss of inflation gas through the pressure relief 
valves. The Coast Guard has not been able to verify this scenario. The 
possibility of loss of gas through the pressure relief valves is 
considered to be small since one of the first actions taken when 
entering a raft is to plug the pressure relief valves. In order to make 
sure that no adverse effects result from any buckling which does occur, 
proposed Sec. 160.151-29(a)(7) includes a requirement that when the 
liferaft has been dropped back to the surface of the water after the 
lift-out force test, it must assume its design shape, and must show no 
evidence of damage or leakage.
    A comment on the 1985 NPRM suggested that only the hemispherical 
system would prevent capsizing, and that other liferafts, even with 
heavy ballast, would be capsized by wind as their flatter bottom 
surfaces were exposed to the wind. It is unlikely that wind or waves 
would cause any liferaft with a heavy ballast system to rise out of the 
water and expose a bottom surface to the wind. This behavior appears to 
have been confirmed during the Coast Guard's recent model tests which 
showed that all of the heavy ballasted raft models rode similarly 
through the crests of the waves, rather than having an edge lifted 
above the water at the top of a crest. In addition, the Coast Guard has 
used toroidal system liferafts in several rescue situations, and no 
adverse performance of this type has been reported.

Maneuverability Test

    The 1985 NPRM contained a paddled maneuvering test requiring the 
liferaft to be paddled 25 m in 2.5 minutes using the paddles provided 
in the emergency equipment pack. These proposed rules would require the 
liferaft to pass the maneuverability test in IMO Resolution A.689(17), 
paragraph 1/5.10, which also requires the liferaft to be paddled a 
distance of 25 m. However, in order to be consistent with the 
international requirement, the test proposed in this notice has no time 
limit for the 25 m test, and is intended only to demonstrate the 
maneuverability of the raft.

Helicopter Rescue Compatibility Test

    The 1985 NPRM proposed a helicopter rescue compatibility test to 
determine whether a liferaft would be likely to be capsized by the 
surface winds generated by a helicopter in a rescue scenario. The Coast 
Guard HH-3 helicopter was proposed as the standard, but it would have 
been the responsibility of the manufacturer or test laboratory to find 
and pay for the helicopter. Although one comment acknowledged the 
importance of stability in wind conditions, four opposed the test for 
various reasons, including high cost, and lack of data indicating that 
winds generated by helicopters represent a credible capsizing risk for 
liferafts.
    Tests conducted at the Coast Guard's Elizabeth City Air Station in 
1977, in addition to similar independent tests reported by the 
governments of the United Kingdom and Japan, indicate that virtually 
any of the larger ballast system designs will prevent capsizing of 
liferafts in winds generated by helicopters. For this reason, the Coast 
Guard has decided that the helicopter rescue compatibility test 
represents an unnecessary expense for any liferaft with a ballast 
system which meets the volume criterion and lift-out force test 
proposed in this notice. Consequently, since all rafts approved under 
these proposed rules would meet the proposed volume criterion and would 
have successfully completed the lift-out force test, no such test is 
proposed in this NPRM.

At-Sea Test

    Proposed Sec. 160.151-29(b) contains a six-hour at-sea test, 
similar to the one proposed in the 1985 NPRM, but with several 
revisions and clarifications. The test would have to be completed by 
one of the manufacturer's largest capacity inflatable liferafts for 
which approval is sought, for each different stability appendage design 
for which the manufacturer seeks approval. Until the test is completed, 
SOLAS A and SOLAS B liferafts incorporating the stability appendage 
design would be approved only up to and including 10-person capacity, 
if all of the other required tests have been successfully completed. 
The purposes of the at-sea test are to determine if the stability 
appendage design is adequate to prevent capsizing in the weather and 
sea conditions prescribed, and if the raft structure will withstand the 
forces of these conditions without damage. Since larger rafts have 
larger stability systems, these rafts would be expected to be subjected 
to greater stresses at sea.
    Some comments were concerned with the requirement for and 
measurement of a ``sea state 6'' on the Douglas Scale of State of Sea, 
as proposed in the preceding NPRM. An alternative proposed in one 
comment was ``Beaufort 9.'' Two other comments stated that measuring 
the sea state was too subjective, and that careful data collection was 
required. Determination of sea state is based on a visual observation 
of the sea. Sea state 6 is described as a ``high sea'', with wave 
heights of 12 to 20 feet. The Beaufort Scale is a wind scale. Beaufort 
9 corresponds to a wind speed of 41 to 47 knots. In a ``fully arisen'' 
sea, Beaufort 9 roughly corresponds to sea state 6.
    The criticisms of the sea state 6 criterion are valid, in that it 
relies on the subjective judgment of the observer. Wave heights of 12 
to 20 feet can represent significantly different conditions. Therefore, 
in this NPRM, the Coast Guard is prescribing the minimum wave heights 
and wind speed directly, rather than rely on a sea state or wind scale. 
The proposed procedure in this NPRM would require minimum wave heights 
of at least 4.5 m (15 ft.) throughout the six-hour test period, and 
winds averaging at least 40 knots. Observations would be required to be 
made at least every 30 minutes during the test in order for the test 
conditions to be deemed suitable. If the required wind or wave height 
conditions cannot be observed or do not meet the minimum requirements 
during any 30-minute period, the test period may be extended until the 
accumulated time under the required conditions reaches six hours. 
During the six hours afloat, the liferaft could not capsize and could 
not sustain structural damage or show evidence of leakage. It would be 
required to retain or return to its design shape after any bending in 
waves and at the completion of the test.

Other Stability System Issues

    One of the functions of the ballast system should be to prevent the 
liferaft from being blown away when it is first launched and inflates. 
The lift-out force test procedure proposed in this notice is intended 
to make sure stability appendages will deploy properly. The test does 
not permit the stability appendages to be pulled into place manually, 
but it does allow the raft to be agitated if necessary to cause the 
stability appendages to fill. This should adequately simulate wave 
action. If the stability appendages will not deploy on their own, the 
manufacturer would have to incorporate weights, or materials that have 
the effect of springs to make them deploy.
    The Coast Guard has not proposed a specific time for the appendages 
to deploy because of the somewhat arbitrary nature of a filling time 
requirement, as well as the difficulty in determining when the 
appendage is full. The UK/Icelandic system, for example, requires that 
the pockets fill to approximately 60% of the capacity within 15-25 
seconds of deployment. While understandable as a design objective, it 
is very difficult to actually determine in a test, and the UK/Icelandic 
system does not specify a test procedure.
    The SOLAS 74/83 test requirements in resolution A.689(17) include a 
towing test at 3 knots. The test, which is virtually identical to the 
one proposed in the 1985 NPRM for heavily ballasted rafts, is included 
in this NPRM.
    The Coast Guard has not proposed any self-righting requirement in 
this NPRM. The liferaft is required by SOLAS 74/83 to be capable of 
being righted by one person if it inflates in the inverted position. 
This becomes increasingly difficult for one person to accomplish as 
liferafts get larger. Larger liferafts may have to incorporate a canopy 
design which is self-righting or partially self-righting in order to 
meet the requirement. The Coast Guard is not requiring self-righting 
canopies because of the additional weight and increased sail area of a 
larger canopy. A requirement for self-righting after capsizing is not 
proposed in this NPRM since a liferaft which meets the proposed 
stability system requirements would be unlikely to capsize. The lift-
out force test demonstrates that extremely high forces are required to 
lift the liferaft out of the water, which is a necessary requirement 
for capsizing. The buoyancy of a fully-inflated liferaft should ensure 
that it is not dragged under water and tumbled inside an ocean wave. An 
exception to this might occur in a large curl wave, such as may occur 
under some conditions at a beach. However, such waves generally do not 
occur in the open ocean. Further comments on self-righting are invited.
    The 1985 NPRM contained a discussion on the merits of requiring 
canopy entrances to be either open or closed. Open entrances allow 
rapid boarding by survivors, but closed entrances can help limit the 
entrance of water into the canopy if the raft inflates in an inverted 
position. This may make righting easier, and rapid boarding may still 
be possible if the canopy is arranged so that it can be rapidly opened 
by someone trying to get aboard. One comment supported open entrances 
and another supported closed entrances. Neither SOLAS 74/83 nor this 
NPRM contain a requirement for rafts to be packed with entrances either 
open or closed. Therefore, this is left up to the manufacturer of the 
liferaft. However, the righting approval test specified in section 1/
5.17.2 of resolution A.689(17) (proposed Sec. 160.151-27(a)) would 
require entrances to be open to make sure that the test is conducted 
under the most stringent conditions. The requirement to perform the 
righting test with the canopy full of water is included in resolution 
A.689(17), which is proposed to be incorporated by reference in this 
NPRM (Sec. 160.151-27(a)).

Coastal Service Inflatable Liferaft and Inflatable Buoyant 
Apparatus

    This NPRM proposes requirements for two new inflatable liferafts 
which are intended for less severe conditions than the SOLAS 74/83 
liferafts. The first is the ``Coastal Service'' inflatable liferaft. It 
is intended primarily for use on fishing vessels operating in warm 
waters or relatively near shore. The specific conditions for which the 
Coastal Service liferaft is suitable are defined in the Commercial 
Fishing Industry Vessel regulations at 46 CFR 28.120. The second new 
category of raft is the ``Inflatable Buoyant Apparatus.'' Unlike the 
other approved liferafts, it has no canopy, so it is suitable for use 
only in waters close to shore, or where large numbers of persons would 
have to board quickly. Specific conditions for use of the Inflatable 
Buoyant Apparatus are defined in the Commercial Fishing Industry Vessel 
regulations at 46 CFR 28.120, and their use on certain passenger 
vessels was proposed in NPRM's published on January 30, 1989 (54 FR 
4412) and April 21, 1989 (54 FR 16198), and an SNPRM published on 
January 13, 1994 (59 FR 1994).

Coastal Service Inflatable Liferaft

    The Coastal Service inflatable liferaft is intended to be simpler, 
lighter, and less expensive than the SOLAS A and SOLAS B liferafts. The 
purpose is to provide for an approved basic survival platform, 
primarily for commercial fishing vessels which do not venture far 
offshore or operate in cold waters. These liferafts would be 
constructed by the same methods and with the same materials as other 
approved inflatable liferafts, so that a good quality product is 
expected. However, it does not contain equipment for long term 
survival, distress signals, and design features for heavy seas or cold 
weather. Therefore, its use should be limited to those vessels which 
will not operate in severe weather, or far from shore.
    The requirements for the Coastal Service inflatable liferaft are 
derived from those for SOLAS 74/83 liferafts, and are described in 
proposed subpart 160.151 of this NPRM as exceptions to the basic SOLAS 
74/83 inflatable liferaft requirements. The proposed requirements are 
intended to be consistent with the ``coastal'' liferaft designs already 
offered by several manufacturers as unapproved liferafts for optional 
use on fishing vessels and by offshore sailors.
    The special design features of the Coastal Service inflatable 
liferaft are described in proposed Sec. 160.151-19 of this NPRM, and 
include:
    1. A canopy which may be of a type which is furled when the 
inflatable liferaft inflates, and which may be of an uninsulated, 
single ply design.
    2. No requirement for a rain water collection device.
    3. A minimum carrying capacity of four persons.
    4. A floor which may be of an uninsulated design.
    5. No requirement for boarding ramps if the combined cross-section 
diameter of the buoyancy chambers is 500 mm (19.5 in) or less.
    6. Smaller stability pockets than the SOLAS 74/83 liferafts (and no 
requirement for stability-related tests).
    7. No lamp required inside of the liferaft.
    The limited Coastal Service equipment pack is described in proposed 
Sec. 160.151-23 of this NPRM, and includes:
    1. A quoit and heaving line.
    2. A knife of a type designed to minimize the chance of damage to 
the inflatable liferaft, secured with a lanyard.
    3. A bailer.
    4. A sponge.
    5. A sea anchor.
    6. Two paddles, which would not have to be as large as those 
provided in a SOLAS liferaft.
    7. A whistle.
    8. A flashlight with spare batteries.
    9. A signalling mirror.
    10. Survival and immediate action instructions.
    11. A set of sealing clamps or plugs.
    12. A pump or bellows.
    The approval testing for the Coastal Service liferaft would be 
similar to that required for SOLAS 74/83 liferafts, except that 
proposed Sec. 160.151-27(c)(1) would permit a drop test from a lesser 
height, if that height is the maximum stowage height marked on the 
liferaft container. Under proposed Sec. 160.151-27(c)(4), the loaded 
freeboard would be required to be only 200 mm (8 in.). Under proposed 
Sec. 160.151-27(c)(5), a canopy closure test would not be required for 
Coastal Service Liferafts.
    This NPRM proposes that a Coastal Service liferaft be subjected to 
the same cold inflation test at -30 deg.C as required for SOLAS 
liferafts in resolution A.689(17), section 1/5.17.5. Some other 
countries approve liferafts for equivalent service on the basis of a 
similar test at only -18 deg.C (0 deg.F), and some manufacturers have 
suggested that the Coast Guard should do the same. Comments are 
specifically requested on whether the Coast Guard should adopt the less 
stringent test for Coastal Service liferafts.

Inflatable Buoyant Apparatus

    The Inflatable Buoyant Apparatus (IBA) is essentially a coastal 
service liferaft without a canopy. It also is not required to be fitted 
with stability pockets, and may be reversible. Like the Coastal Service 
liferaft, it does not contain equipment for long term survival, 
distress signals, or design features for heavy seas or cold weather. 
Also, as was done with the Coastal Service liferaft, the IBA is 
described in terms of modified SOLAS liferaft requirements. In this 
case, these requirements would be in a new Sec. 160.010-3 in the 
subpart which also contains the approval requirements for rigid buoyant 
apparatuses. This was done because inflatable buoyant apparatuses are 
now being approved as substitutes for rigid buoyant apparatuses and 
life floats. They represent an improvement over rigid buoyant 
apparatuses and life floats because they keep survivors out of the 
water.
    The special design features of the inflatable buoyant apparatuses 
would include:
    1. No canopy.
    2. Reversibility, except that buoyant apparatuses with a capacity 
for 12 or fewer persons could be one-sided if they can be readily 
righted.
    3. A yellow color would be accepted in addition to orange, either 
as the basic color of the device, or on colored panels visible from 
above. Yellow is considered somewhat less desirable than orange for 
visual sighting of lifesaving equipment, but it is better than most 
other colors and would be satisfactory for these devices.
    4. No requirement for boarding ramps if the combined cross-section 
diameter of the buoyancy chambers is 500 mm (19.5 in) or less.
    5. Position indicating lights would be required on the uppermost 
surface of the inflatable buoyant apparatus, or each uppermost surface 
for a reversible apparatus.
    6. Stability pockets would not be required, but could be provided 
at the manufacturer's option. They might also be needed to pass the 
boarding or stability tests in IMO Resolution A.689(17).
    7. Since the open reversible design of inflatable buoyant apparatus 
can cause the larger sizes to take on a large amount of water when they 
first inflate, self-bailing floor drains would be required on 
inflatable buoyant apparatus of 25 persons capacity or larger.
    8. Equipment would be limited to heaving lines and rescue quoits, 
safety knives, bailers (unless self-bailing drains are provided), 
sponges, paddles, a flashlight with spare batteries, sealing clamps or 
plugs, and a pump or bellows.
    The swamp test would differ from that used for inflatable liferafts 
by requiring the inflatable buoyant apparatus to be loaded with persons 
equal to 150% of its rated capacity. The Coast Guard anticipates that 
these devices may be accepted for ``overloads'' of up to 50% over the 
rated capacity when they are used on certain protected waters. This 
might require some people to sit on the laps of others, but in a short-
term survival situation, this could be acceptable and perhaps even have 
some hypothermia benefits. Tests conducted in Canada have shown that 
inflatable buoyant apparatus can be safely overloaded to this extent 
under moderate wave conditions. Comments are welcome concerning the 
feasibility and desirability of testing and using inflatable buoyant 
apparatus in an overloaded condition.

Other Revisions

    Title 46 CFR, part 159, subpart 159.005 contains the general 
approval procedures for Coast Guard-approved equipment. Section 
159.005-7(a)(1) indicates that approval tests and inspections may be 
performed for equipment and materials which are equivalent to those 
specified in the various subparts of 46 CFR subchapter Q. No further 
discussion of equivalents appears in part 159, subpart 159.005. This 
notice proposes revisions to Sec. 159.005-7 and Sec. 159.005-13 to 
include specific provisions for approval of equivalent equipment and 
materials.

Incorporation by Reference

    The following material would be incorporated by reference in 
Sec. 160.151-1:

American Society for Testing and Materials
    ASTM F1014, Standard Specification for Flashlights on Vessels, 1986
International Maritime Organization (IMO)
    Resolution A.689(17), ``Testing of Life-saving Appliances''
    Resolution A.657(16), ``Instructions for Action in Survival Craft''
    Resolution A.658(16), ``Use and Fitting of Retro-Reflective 
Materials on Life-saving Appliances''
National Institute of Standards and Technology (formerly National 
Bureau of Standards)
    NBS Special Publication 440 (Order No. PB265225),
    ``Color: Universal Language and Dictionary of Names''
Naval Forms and Publications Center
    MIL-C-17415E (Ships)--Cloth, Coated, and Webbing, InflatableBoat 
and Miscellaneous Use

    Copies of the material are available for inspection where indicated 
under ADDRESSES. Copies of the material are also available at the 
addresses in Sec. 160.151-1.
    Before publishing a final rule, the Coast Guard will submit this 
material to the Director of the Federal Register for approval of the 
incorporation by reference.

Regulatory Evaluation

    This proposal is not a significant regulatory action under section 
3(f) of Executive Order 12866 and does not require an assessment of 
potential costs and benefits under section 6(a)(3) of that order. It 
has not been reviewed by the Office of Management and Budget under that 
order. It is not significant under the DOT regulatory policies and 
procedures (44 FR 11034; February 26, 1979). A draft Regulatory 
Evaluation is available in the docket for inspection or copying where 
indicated under ADDRESSES.
    The draft evaluation estimates a total one-time cost of $710,000 to 
liferaft manufacturers to comply with the proposed rules. This includes 
about $560,000 for all of the manufacturers to complete separate at-sea 
tests for stability. Manufacturers may find several ways to 
significantly reduce this cost. Assuming that the one-time costs would 
be passed through to liferaft purchasers and amortized over a five-year 
period, the cost of an average liferaft, now about $4000, would be 
increased by about $284 on the basis of one-time costs alone.
    A net recurring annual cost of about $156,000 would result from the 
changes proposed in this notice. An annual reduction of almost $500,000 
in servicing costs is possible as a result of the revisions to the 
servicing procedures proposed in this notice. Some of the savings are 
offset, however, by an increase of $218,000 in the annual cost of new 
SOLAS 74/83 equipment which will have to be replaced during annual 
servicings. New liferafts will be affected by an annual increase of 
$214,000 needed to comply with the new SOLAS 74/83 requirements, 
$200,000 for stability appendages, and $22,000 in fees for independent 
laboratory inspection services. All of these increases, totalling 
$436,000 or about $872 per new SOLAS 74/83 liferaft, would be borne by 
manufacturers and presumably passed through to purchasers. Taking both 
one-time and recurring costs into account, the acquisition cost of a 
new SOLAS 74/83 liferaft would be increased by about $1156. The average 
cost of annual servicing would be reduced by about $62 per year per 
liferaft.
    The draft evaluation uses a discounting method to determine future 
costs. On the basis of this analysis, the evaluation estimates that the 
regulations would cost approximately $1,460,114 over a ten-year period. 
Economic research indicates that $2.5 million per statistical life 
saved is a reasonable estimate of people's willingness to pay for 
safety. Therefore, it is estimated that the rule would be cost 
effective even if only one life was saved as a result. Casualty 
investigations such as for the MARINE ELECTRIC in 1983, where several 
lives were lost due to difficulty in boarding the liferaft, strongly 
suggest that liferaft improvements such as the boarding ramps mandated 
by SOLAS 74/83 will result in the saving of lives in marine casualties.
    The draft evaluation also discusses other benefits in addition to 
the saving of lives. First, Coast Guard-approved liferafts would meet 
the requirements of SOLAS 74/83. This would ensure that U.S. registered 
vessels are not being penalized or delayed in foreign ports because of 
non-compliance. Additionally, as a signatory to the SOLAS Convention, 
the United States is obligated to make sure its vessels comply.
    These regulations would also improve the lifesaving potential and 
operational efficiency of inflatable liferafts by making them easier to 
board from the water, by improving their stability in heavy seas, and 
by various other improvements required by the 1983 SOLAS amendments.
    Comments are invited on the draft evaluation. In particular, 
comments are invited on the assumptions made in the evaluation. Changes 
could significantly affect the cost-benefit analysis. The proposals in 
this notice are intended to meet the objectives of improving inflatable 
liferafts in the most cost-effective way. Comments are specifically 
invited on ways to further reduce the cost of these regulations.

Small Entities

    Under the Regulatory Flexibility Act (5 U.S.C. 601 et seq.), the 
Coast Guard must consider whether this proposal will have a significant 
economic impact on a substantial number of small entities. ``Small 
entities'' may include (1) small businesses and not-for-profit 
organizations that are independently owned and operated and are not 
dominant in their fields and (2) governmental jurisdictions with 
populations of less than 50,000.
    All of the U.S. manufacturers of inflatable liferafts and all U.S. 
inflatable liferaft servicing facilities qualify as small entities. 
Foreign manufacturers and servicing facilities are not considered small 
entities for the purposes of this analysis. These regulations would 
affect all manufacturers and servicing facilities to approximately the 
same degree. U.S. firms (the small entities) may have a small cost 
advantage over their foreign counterparts in that the Coast Guard does 
not require reimbursement for travel and subsistence expenses to 
conduct inspections at their facilities. It is anticipated that any 
additional costs incurred as a result of these proposed rules would be 
passed through to the consumer, resulting in a negligible economic 
impact to manufacturers and servicing facilities.
    It is assumed that most consumers of liferafts will be small 
entities as well. As discussed above, the acquisition cost of a new 
SOLAS inflatable liferaft would be anticipated to increase by 
approximately 25 per cent under the rules proposed in this NPRM. This 
increase in the initial acquisition or replacement cost is not 
anticipated to create a substantial hardship for most consumers. In 
fact, liferaft manufacturers have been producing and selling liferafts 
in compliance with SOLAS 74/83 since approximately 1987, and the Coast 
Guard is unaware of any significant adverse effects of any price 
increases associated with SOLAS compliance. In addition, as noted 
above, liferaft servicing costs would be expected to be reduced by a 
similar dollar amount over the life of the raft, resulting in a 
negligible difference in lifetime cost. Therefore, the Coast Guard 
certifies under 5 U.S.C. 605(b) that this proposal, if adopted, will 
not have a significant economic impact on a substantial number of small 
entities. If, however, you think that your business qualifies as a 
small entity and that this proposal will have a significant economic 
impact on your business, please submit a comment (see ADDRESSES) 
explaining why you think your business qualifies and in what way and to 
what degree this proposal will economically affect your business.

Collection of Information

    Under the Paperwork Reduction Act (44 U.S.C. 3501 et seq.), the 
Office of Management and Budget (OMB) reviews each proposed rule which 
contains a collection of information requirement to determine whether 
the practical value of the information is worth the burden imposed by 
its collection. Collection-of-information requirements include 
reporting, recordkeeping, notification, and other similar requirements.
    This proposed rulemaking contains collection-of-information 
requirements. Some are minor revisions, with no impact on burden hours, 
of existing requirements which have already been reviewed and approved 
by OMB. The section numbers of those provisions are as follows:
    a. Sec. 160.151-13(b)
    b. Sec. 160.151-13(f)
    c. Sec. 160.151-13(g)
    d. Sec. 160.151-31(b)
    e. Sec. 160.151-57(q)
    Other information collection requirements are either new or have 
not yet been approved by OMB. The section numbers of those sections are 
as follows:
    a. Sec. 160.151-21(n)
    b. Sec. 160.151-21(u)
    c. Sec. 160.151-21(y)(4)
    d. Sec. 160.151-33
    e. Sec. 160.151-39(c)
    f. Sec. 160.151-41(b)
    g. Sec. 160.151-45
    h. Sec. 160.151-53
    i. Sec. 160.151-57(m)
    j. Sec. 160.151-57(p)
    k. Sec. 160.151-57(r)
    k. Sec. 160.151-59
    These requirements are being submitted to OMB for approval in 
accordance with 44 U.S.C. chapter 35. The following particulars apply:
    DOT No.: 2115.
    OMB Control No.: 0141.
    Administration: U.S. Coast Guard.
    Title: Inflatable Liferafts.
    Need for Information: These information collection requirements 
consist of product markings to provide users of approved equipment with 
essential use and maintenance information, and occasional reports which 
are specifically required by international convention. Provision of the 
information would be a condition of obtaining Coast Guard approval of a 
liferaft or a liferaft servicing facility.
    Proposed Use: The proposed markings would provide users of 
inflatable liferafts and Coast Guard enforcement personnel with 
important use instructions and information concerning the operational 
condition of an approved liferaft. The proposed reporting requirements 
would enable the Coast Guard to identify significant deficiencies in 
approved liferafts, and in liferaft servicing performed at approved 
facilities.
    Frequency: On specified occasions, such as manufacture (one time), 
servicing, and approval of liferafts. (See discussion below.)
    Burden Estimate: 500 hours annually.
    Respondents: Approximately 200 potential respondents, consisting of 
liferaft manufacturers, liferaft servicing facilities, and 
manufacturers of required liferaft equipment which would be required to 
be marked with instructions and expiration dates.
    Form(s): None.
    Average Burden Hours Per Respondent: Estimated preparation time for 
each report of deficiencies in approved liferafts and liferaft 
servicing facilities is 30 minutes. The burden associated with each 
marking requirement under proposed Secs. 160.151-21(u) and 160.151-33 
is estimated at 5 minutes per liferaft manufactured or serviced. The 
burden associated with the expiration date marking requirements for 
liferaft equipment in proposed Secs. 160.151-21(u) and -21(y)(4) is 
estimated at 5 minutes per occurrence, which would normally be once 
every several years for each liferaft.
    The marking requirements proposed here generally represent minor 
changes or additions to markings already required by existing 
regulations, and have been in general use for several years in 
liferafts approved to the SOLAS 74/83 requirements.

Federalism

    The Coast Guard has analyzed this proposal in accordance with the 
principles and criteria contained in Executive Order 12612 and has 
determined that this proposal does not have sufficient federalism 
implications to warrant the preparation of a Federalism Assessment. The 
authority to establish standards for the approval of lifesaving 
equipment to be carried on board vessels has been committed to the 
Coast Guard by Federal statutes. Further, liferafts are distributed in 
a national marketplace and divergent requirements regarding their 
manufacture would lead to confusion, added expense, and reduced safety. 
Therefore, the Coast Guard intends to preempt state and local 
regulations on the same subject matter that are inconsistent with this 
rule.

Environment

    The requirements proposed in this rulemaking would affect the 
design and servicing of inflatable liferafts. These rules would have a 
positive impact on safety, and would clearly have no environmental 
impacts. Consequently, the Coast Guard has concluded that under section 
2.B.2 of Commandant Instruction M16475.1B, this proposal is 
categorically excluded from further environmental documentation. A 
Categorical Exclusion Determination is available in the docket for 
inspection and copying where indicated under ADDRESSES.

List of Subjects

46 CFR Part 159

    Business and industry, Laboratories, Marine safety, Reporting and 
recordkeeping requirements.

46 CFR Part 160

    Marine safety, Reporting and recordkeeping requirements, 
Incorporation by reference.

    For the reasons set out in the preamble, the Coast Guard proposes 
to amend 46 CFR parts 159 and 160 as follows:

PART 159--APPROVAL OF EQUIPMENT AND MATERIALS

    1. The authority citation for Part 159 is revised to read as 
follows:

    Authority: 46 U.S.C. 2103, 3306, 3703; 49 CFR 1.46; Section 
159.001-9 also issued under the authority of 44 U.S.C. 3507.

    2. In Sec. 159.005-5, add paragraph (a)(4) to read as follows:


Sec. 159.005-5  Preapproval review: Contents of application.

    (a) * * *
    (4) If the material submitted under paragraph (a)(2) of this 
section contains confidential commercial information that could cause 
substantial competitive harm if released to the public, a statement to 
the effect that the material is considered privileged and confidential 
under exemption (b)(4) of the Freedom of Information Act (5 U.S.C. 
552), and that it should not be released to anyone other than the 
original submitter.
* * * * *
    3. In Sec. 159.005-7, add paragraph (c) to read as follows:


Sec. 159.005-7  Preapproval review: Coast Guard action.

* * * * *
    (c) An item of equipment or material that does not meet all of the 
design or performance requirements of this subchapter may be approved 
by the Commandant if it has equivalent performance characteristics. The 
item has equivalent performance characteristics if the application and 
any approval tests prescribed by the Commandant in place of or in 
addition to the approval tests required by this subchapter, demonstrate 
to the satisfaction of the Commandant that the equipment or material is 
at least as effective as that specified by the requirements of this 
subchapter.
    4. In Sec. 159.005-13, the introductory text of paragraph (a) is 
revised to read as follows:


Sec. 159.005-13  Equipment or material: Approval.

    (a) If from analysis of the material and data required to be 
submitted under this subpart, the Commandant determines that the 
equipment or material meets the applicable subpart or has equivalent 
performance characteristics in accordance with 159.005-7(c), the 
Commandant--* * *
* * * * *
    5. In Sec. 159.007-9, add paragraph (d) to read as follows:


Sec. 159.007-9  Production inspections and tests.

* * * * *
    (d) The manufacturer shall admit a Coast Guard inspector to any 
place where approved equipment is manufactured, for the purpose of 
verifying that the equipment is being manufactured in accordance with 
the approved plans and the requirements of this subchapter.

PART 160--LIFESAVING EQUIPMENT

    6. The authority citation for part 160 is revised to read as 
follows:

    Authority: 46 U.S.C. 2103, 3306, 3703, and 4302; E.O. 12234, 45 
FR 58801, 3 CFR, 1980 Comp., p. 277; 49 CFR 1.46.

    7. In Sec. 160.010-2, remove the paragraph designations (a) through 
(d) and add the following definition in alphabetical order to read as 
follows:


Sec. 160.010-2  Definitions.

* * * * *
    Inflatable buoyant apparatus. An inflatable buoyant apparatus is 
flotation equipment which depends on inflated compartments for 
buoyancy, and is designed to support a specified number of persons 
completely out of the water. An inflatable buoyant apparatus is similar 
to a coastal service inflatable liferaft, except that it may be 
reversible and is not required to have a canopy.
* * * * *
    8. Sections 160.010-3 and 160.010-4 are redesignated, as 
Secs. 160.010-4 and 160.010-5 respectively, and new Sec. 160.010-3 is 
added to read as follows:


Sec. 160.010-3  Inflatable buoyant apparatus.

    (a) Design, performance, and approval testing. An inflatable 
buoyant apparatus must meet the design and performance requirements of 
Sec. 160.151-19 for Coastal Service inflatable liferafts and be tested 
for approval in accordance with the testing requirements for those 
rafts in Sec. 160.151-27, with the following exceptions:
    (1) A canopy is not required.
    (2) An inflatable buoyant apparatus with a capacity of 13 or more 
persons must be reversible, with the floor arranged between the 
buoyancy chambers so that the inflatable buoyant apparatus can, 
floating either side up, accommodate the number of persons for which it 
is approved. An inflatable buoyant apparatus with a capacity of 12 or 
fewer persons must either be reversible in the same manner, or designed 
so that it can be readily righted by one person.
    (3) An inflatable buoyant apparatus with a capacity of 25 or more 
persons must be provided with self-bailing floor drains. If the floor 
of a reversible inflatable buoyant apparatus includes one or more 
drains, each drain must be arranged to completely drain the floor of 
water when the device is fully loaded, and must prevent water from 
flowing back onto the floor.
    (4) Arrangements for righting a reversible inflatable buoyant 
apparatus are not required.
    (5) If the buoyancy tubes are not vivid reddish orange, yellow, or 
a fluorescent color of a similar hue, panels of such color must be 
secured to the buoyancy chambers so that a minimum of 1 m\2\ (11 ft\2\) 
is visible from above the inflatable buoyant apparatus when it is 
floating either side up.
    (6) Boarding ramps meeting the requirements of Sec. 160.151-17(b) 
are required if the combined cross-section diameter of the buoyancy 
chambers is more than 500 mm (19.5 in). On an inflatable buoyant 
apparatus required to have boarding ramps--
    (i) With a capacity of less than 25 persons, at least one boarding 
ramp must be provided;
    (ii) With a capacity of 25 or more persons, at least two boarding 
ramps must be provided; and
    (iii) The boarding ramps required by this paragraph must allow 
persons to board with either side of a reversible inflatable buoyant 
apparatus floating up, or the required number of ramps must be 
installed on each side.
    (7) Boarding ladders must be provided on each inflatable buoyant 
apparatus as follows:
    (i) One boarding ladder must be provided on each inflatable buoyant 
apparatus with a capacity of less than 25 persons, except that for an 
inflatable buoyant apparatus with a capacity of 13 or more persons 
which is not equipped with a boarding ramp, two boarding ladders must 
be provided.
    (ii) Two boarding ladders must be provided on each inflatable 
buoyant apparatus with a capacity of 25 or more persons.
    (iii) The ladders required by this paragraph must allow persons to 
board with either side of a reversible inflatable buoyant apparatus 
floating up, or the required number of ladders must be installed on 
each side.
    (8) One or more exterior liferaft canopy lamps meeting the 
requirements of Sec. 160.151-15(m) must be provided such that--
    (i) On a non-reversible inflatable buoyant apparatus, one lamp is 
mounted so that it is on the uppermost surface; and
    (ii) On a reversible inflatable buoyant apparatus, two lamps are 
mounted on opposite sides of the main buoyancy compartments. The lamps 
must be arranged so that a lamp is on the uppermost surface of the 
inflatable buoyant apparatus, whichever side is floating up.
    (9) Stability pockets are not required.
    (10) All equipment required by this paragraph must be either packed 
in a container accessible to the occupants, or otherwise secured to the 
apparatus. Duplicate equipment must be provided for each side of a 
reversible inflatable buoyant apparatus if it is not accessible from 
both sides. Each inflatable buoyant apparatus must be provided with--
    (i) One buoyant heaving line and rescue quoit on each inflatable 
buoyant apparatus with a capacity of less than 25 persons; or two on 
each inflatable buoyant apparatus for a capacity of 25 or more persons. 
The heaving line(s) must be mounted adjacent to a boarding ramp (or 
boarding ladder if no ramps are installed), and ready for immediate 
use;
    (ii) Two buoyant safety knives ready for use near the painter 
attachment;
    (iii) One bailer on each inflatable buoyant apparatus with a 
capacity of less than 25 persons; or two bailers on each inflatable 
buoyant apparatus with a capacity of 25 or more persons, except that 
bailers are not required if both sides of the floor of a reversible 
inflatable buoyant apparatus are equipped with drains;
    (iv) One sponge on each inflatable buoyant apparatus with a 
capacity of less than 25 persons, or two sponges on each inflatable 
buoyant apparatus with a capacity of 25 or more persons;
    (v) Two paddles on each inflatable buoyant apparatus with a 
capacity of less than 25 persons, or four paddles on each inflatable 
buoyant apparatus with a capacity of 25 or more persons capacity;
    (vi) One flashlight with spare batteries;
    (vii) One signalling mirror;
    (viii) One set of sealing clamps or plugs as described in 
Sec. 160.151-21(y)(1) of this part; and
    (ix) One pump or bellows.
    (11) The swamp test required under section 1/5.11 of IMO resolution 
A.689(17) and Sec. 160.151-27(a) must be conducted with the inflatable 
buoyant apparatus loaded with persons equal to 150% of its rated 
capacity.
    (b) Production inspections and tests. Production inspections and 
tests for inflatable buoyant apparatus must be performed in accordance 
with the applicable portions of Sec. 160.151-31.
    (c) Marking and labeling. Marking and labeling of inflatable 
buoyant apparatus must be in accordance with Sec. 160.151-33, except 
that the device must be identified as an ``INFLATABLE BUOYANT 
APPARATUS'', and no ``SOLAS'' markings shall be placed on the 
inflatable buoyant apparatus' container.
    (d) Servicing. Inflatable buoyant apparatus must be serviced 
periodically at approved servicing facilities in accordance with the 
applicable requirements of Sec. 160.151-35 through Sec. 160.151-57.
    (e) Instruction placard. An instruction placard meeting the 
requirements of Sec. 160.151-59(c), giving simple procedures and 
illustrations for inflating, launching, and boarding the inflatable 
buoyant apparatus, must be made available to the operator or master of 
each vessel on which the inflatable buoyant apparatus is to be carried.

Subpart 160.051 (Secs. 160.051-0--160.051-9)--[Removed]

    9. Subpart 160.051 consisting of Secs. 160.051-D through 160.051-9, 
is removed.
    10. Subpart 160.151, consisting of Secs. 160.151-1 through 160.151-
59, is added to read as follows:

Subpart 160.151--Inflatable Liferafts

Sec.
160.151-1  Incorporation by reference.
160.151-3  Definitions.
160.151-5  Scope.
160.151-7  Construction of inflatable liferafts.
160.151-9  Independent laboratory.
160.151-11  Approval procedure.
160.151-13  Fabrication of prototype liferafts for approval.
160.151-15  Design and performance of inflatable liferafts.
160.151-17  Design and performance of SOLAS A and SOLAS B inflatable 
liferafts.
160.151-19  Design and performance of coastal service inflatable 
liferafts.
160.151-21  Equipment required for SOLAS A and SOLAS B inflatable 
liferafts.
160.151-23  Equipment required for coastal service inflatable 
liferafts.
160.151-25  Additional equipment for inflatable liferafts.
160.151-27  Approval inspections and tests for all inflatable 
liferafts.
160.151-29  Additional approval tests for SOLAS A and SOLAS B 
inflatable liferafts.
160.151-31  Production inspections and tests for inflatable 
liferafts.
160.151-33  Marking and labeling.
160.151-35  Servicing.
160.151-37  Servicing manual.
160.151-39  Training of servicing technicians.
160.151-41  Approval of servicing facilities.
160.151-43  Servicing facility conditions.
160.151-45  Required equipment for servicing facilities.
160.151-47  Servicing facility owner or operator requirements.
160.151-49  Approval of servicing facilities at remote locations.
160.151-51  Approval notification.
160.151-53  OCMI notification of servicing.
160.151-55  Withdrawal of approval.
160.151-57  Servicing procedure.
160.151-59  Training and maintenance instructions.

Subpart 160.151--Inflatable Liferafts


Sec. 160.151-1  Incorporation by reference.

    (a) Certain material is incorporated by reference into this subpart 
with the approval of the Director of the Federal Register in accordance 
with 5 U.S.C. 552(a) and 1 CFR part 51. To enforce any edition other 
than that specified in paragraph (b) of this section, the Coast Guard 
must publish notice of change in the Federal Register and make the 
material available to the public. All approved material is on file at 
the Office of the Federal Register, 800 North Capitol Street NW., Suite 
700, Washington, DC, and at the U.S. Coast Guard, Merchant Vessel 
Inspection and Documentation Division (G-MVI), 2100 Second Street SW., 
Washington, DC 20593-0001, and is available from the sources indicated 
in paragraph (b) of this section.
    (b) The material approved for incorporation by reference in this 
subpart and the sections affected are as follows:

American Society for Testing and Materials (ASTM)

    1916 Race St., Philadelphia, PA 19103
    ASTM F1014, Standard Specification for Flashlights on Vessels, 
1986--160.151-21

International Maritime Organization (IMO)

    Publications Section, 4 Albert Embankment, London SE1 7SR, England
    Resolution A.689(17), ``Recommendation on Testing of Life-saving 
Appliances'', 27 November 1991. 160.151-21; 160.151-27; 160.151-31; 
160.151-57.
    Resolution A.657(16), ``Instructions for Action in Survival 
Craft'', October 1989--160.151-21
    Resolution A.658(16), ``Use and Fitting of Retroreflective 
Materials on Life-saving Appliances'', October 1989--160.151-15; 
160.151-57.

National Institute of Standards and Technology (formerly National 
Bureau of Standards)

    c/o National Technical Information Service, Springfield, VA 22161
    NBS Special Publication 440 (Order No. PB265225), Color: Universal 
Language and Dictionary of Names, 1976--160.151-15

Naval Forms and Publications Center

    Customer Service, Code 1052, 5801 Tabor Ave., Philadelphia, PA 
19120
    MIL-C-17415E (Ships)--Cloth, Coated, and Webbing, Inflatable Boat 
and Miscellaneous Use--160.151-15


Sec. 160.151-3  Definitions.

    The following terms are defined as used in this subpart:
    Coastal service liferaft means a liferaft which does not meet the 
requirements prescribed in this subpart for inflatable liferafts 
complying with SOLAS 74/83, but which is suitable for use on certain 
uninspected vessels under subchapter C of this chapter.
    Commandant means the Commandant (G-MVI), United States Coast Guard, 
2100 Second Street, SW., Washington, DC, 20593-0001.
    Servicing means periodic inspection, necessary repair, and 
repacking by a Coast Guard-approved servicing facility. Requirements 
for periodic inspection and repair of Coast Guard-approved inflatable 
liferafts are described in Secs. 160.151-37 through 160.151-57.
    SOLAS 74/83 means the International Convention for the Safety of 
Life at Sea, 1974, as amended by the International Maritime 
Organization through Resolution MSC.6(48), dated 17 June 1983 (SOLAS 
74/83).
    SOLAS A Liferaft means a liferaft which meets the requirements of 
this subpart for an inflatable liferaft complying with SOLAS 74/83, and 
equipped with a SOLAS A equipment pack.
    SOLAS B Liferaft means a liferaft which meets the requirements of 
this subpart for an inflatable liferaft complying with SOLAS 74/83, and 
equipped with a SOLAS B equipment pack.


Sec. 160.151-5  Scope.

    This subpart prescribes standards, tests, and procedures for 
approval by the Coast Guard of inflatable liferafts, including SOLAS A, 
SOLAS B, and coastal service liferafts, and for their periodic 
inspection and repair at approved facilities (``servicing''). Certain 
requirements of this subpart also apply to inflatable buoyant apparatus 
as specified in Sec. 160.010-3.


Sec. 160.151-7  Construction of inflatable liferafts.

    Except as specified in this subpart, each inflatable liferaft must 
meet the requirements of Chapter III of SOLAS 74/83. In order to be 
approved under this subpart, inflatable liferafts must be constructed 
in accordance with the following SOLAS 74/83 provisions:
    (a) Chapter III, Regulation 30, paragraph 2 (III/30.2), General 
requirements for life-saving appliances.
    (b) Chapter III, regulation 38 (III/38) General requirements for 
liferafts.
    (c) Chapter III, regulation 39 (III/39) Inflatable liferafts.
    (d) Chapter III, regulation 51 (III/51) Training manual.
    (e) Chapter III, regulation 52 (III/52) Instructions for on-board 
maintenance.


Sec. 160.151-9  Independent laboratory.

    Tests and inspections required by this subpart to be conducted by 
an independent laboratory must be conducted by an independent 
laboratory accepted by the Coast Guard under subpart 159.010 of part 
159 of this chapter to perform such tests and inspections. A list of 
accepted laboratories may be obtained by writing the Commandant.


Sec. 160.151-11  Approval Procedure.

    (a) A manufacturer seeking approval of an inflatable liferaft must 
comply with the procedures of subpart 159.005 of part 159 of this 
chapter and this section.
    (b) A manufacturer seeking approval of an inflatable liferaft must 
submit an application meeting the requirements of Sec. 159.005-5 of 
this chapter for preapproval review. To meet the requirements of 
Sec. 159.005-5(a)(2) of this chapter, manufacturers shall submit--
    (1) General arrangement drawing including principal dimensions;
    (2) Seating arrangement plan;
    (3) Plans for subassemblies;
    (4) Plans for equipment carried and stowage details;
    (5) Plans for the inflation system;
    (6) Plans for the outer container;
    (7) Plans for any lifting shackle or ring, including diameter in 
cross-section, used for connecting the suspension tackle of a davit-
launched inflatable liferaft to the automatic disengaging device used 
for its hoisting and lowering;
    (8) Other drawing(s) necessary to show that the inflatable liferaft 
complies with the requirements of this subpart;
    (9) Description of methods of seam and joint construction;
    (10) Samples and identification of each material used in the 
buoyancy chambers, floor, and canopy; including the identity of their 
manufacturers, and segments of each type of seam made from such 
materials; and
    (11) Complete data pertinent to the installation and use of the 
proposed inflatable liferaft, including the maximum proposed height of 
its installation above the water, and the maximum length of the sea 
painter installed in the inflatable liferaft.


Sec. 160.151-13  Fabrication of prototype liferafts for approval.

    If the manufacturer is notified that the information submitted in 
accordance with Sec. 160.151-11 is satisfactory to the Commandant, 
fabrication of a prototype liferaft must proceed in the following 
sequence:
    (a) The manufacturer shall arrange for an independent laboratory to 
inspect the prototype inflatable liferaft during its fabrication and 
prepare an inspection report meeting the requirements of Sec. 159.005-
11 of this chapter. The independent laboratory shall conduct at least 
one inspection during layup of the buoyancy tubes of the prototype 
inflatable liferaft, at least one inspection of the finished prototype 
inflatable liferaft when fully inflated, and as many other inspections 
as are necessary to determine that the prototype inflatable liferaft--
    (1) Is constructed by the methods and with the materials specified 
in the plans;
    (2) Passes the applicable inspections and tests required by 
Sec. 160.151-31; and
    (3) Conforms with the manufacturer's plans.
    (b) The manufacturer shall submit the independent laboratory's 
inspection report to the Commandant for review.
    (c) If, after review of the inspection report of the independent 
laboratory, the Commandant notifies the manufacturer that the prototype 
inflatable liferaft is in compliance with the requirements of this 
subpart, the manufacturer may proceed with the approval tests required 
under Secs. 160.151-27 and 160.151-29.
    (d) The manufacturer shall notify the cognizant OCMI of where the 
approval tests required under Secs. 160.151-27 and 160.151-29 will take 
place and arrange a testing schedule with the OCMI that allows for a 
Coast Guard inspector to travel to the site where the testing is to be 
performed.
    (e) The manufacturer shall admit the Coast Guard inspector to any 
place where work or testing is performed on inflatable liferafts or 
their component parts and materials for the purpose of--
    (1) Assuring that the quality assurance program of the manufacturer 
is satisfactory;
    (2) Witnessing tests; and
    (3) Taking samples of parts or materials for additional inspections 
or tests.
    (f) The manufacturer shall make available to the Coast Guard 
inspector the affidavits or invoices from the suppliers of all 
essential materials used in the production of inflatable liferafts, 
together with records identifying the lot numbers of the inflatable 
liferafts comprised of such materials.
    (g) On conclusion of the approval testing, the manufacturer shall 
comply with the requirements of Sec. 159.005-9(a)(5) of this chapter by 
submitting the following to the Commandant:
    (1) The report of the prototype testing prepared by the 
manufacturer. The report must include a signed statement by the Coast 
Guard inspector who witnessed the testing, indicating that the report 
accurately describes the testing and its results.
    (2) The final plans of the inflatable liferaft as built. The plans 
must include--
    (i) The servicing manual described in Sec. 160.151-37;
    (ii) The training and maintenance instructions described in 
Sec. 160.151-59;
    (iii) The final version of the plans required under Sec. 160.151-
11(b) including--
    (A) Each correction, change, or addition made during prototype 
construction and approval testing;
    (B) Sufficient detail to determine that each requirement of this 
subpart is met;
    (C) Fabrication details for the inflatable liferaft, including 
details of the method of making seams and joints; and
    (D) Full details of the inflation system.
    (h) A description of the quality control procedures that will apply 
to the production of the inflatable liferaft. The procedures must 
include--
    (1) The system for checking material certifications received from 
suppliers;
    (2) The method for controlling the inventory of materials;
    (3) The method for checking quality of seams and joints; and
    (4) The inspection checklists used during various stages of 
fabrication to assure that the approved inflatable liferaft complies 
with the approved plans and the requirements of this subpart.


Sec. 160.151-15  Design and performance of inflatable liferafts.

    To satisfy the requirements of the regulations of SOLAS 74/83 
indicated in Sec. 160.151-7, each inflatable liferaft must meet the 
following requirements of this section:
    (a) Workmanship and materials (Regulation III/30.2.1). Each 
inflatable liferaft must be constructed of the following types of 
materials meeting MIL-C-17415E, or materials accepted by the Commandant 
as equivalent or superior--
    (1) Type 2, Class B for the canopy;
    (2) Type 8 for tape;
    (3) Type 11 for the inflatable floor; and
    (4) Type 16, Class AA for all other inflatable compartments and 
structural components.
    (b) Seams (Regulation III/30.2.1). Each seam must be at least as 
strong as the weakest of the materials joined by the seam. Each seam 
must be covered with tape where necessary to prevent lifting of and 
damage to fabric edges.
    (c) Liners (Regulation III/30.2.1). A protective liner or baffling 
arrangement must be provided inside each inflatable compartment at the 
inflation gas inlet to protect the compartment fabric from the damaging 
effects of cold inflation gas.
    (d) Compatibility of dissimilar materials (Regulation III/30.2.4). 
Where dissimilar materials are combined in the construction of an 
inflatable liferaft, provisions must be made to prevent loosening or 
tightening due to differences in thermal expansion, freezing, buckling, 
galvanic corrosion, or other incompatibilities.
    (e) Color (Regulation III/30.2.6). The primary color of the 
exterior of the canopy must be vivid reddish orange (color number 34 of 
NBS Special Publication 440), or a fluorescent color of a similar hue.
    (f) Retroreflective material (Regulation III/30.2.7). Each 
inflatable liferaft must be marked with Type I retroreflective material 
approved under subpart 164.018 of part 164 of this chapter. The 
arrangement of the retroreflective material must comply with IMO 
Resolution A.658(16).
    (g) Towing connections (Regulation III/38.1.4.) The towing 
connections must be provided at opposite ends of the inflatable 
liferaft, attached by reinforcements suitable to withstand the towing 
strain, and marked to indicate their function.
    (h) Weight (Regulation III/38.2.2). The weight of the liferaft 
including its container and equipment may not exceed 185 kg (407.8 lb), 
unless it is intended for launching into the water directly from its 
stowed position using an inclined or hand-tilted rack, or is served by 
a launching appliance approved by the Commandant as meeting the 
requirements of Regulation III/48.6.
    (i) Lifelines (Regulation III/38.3.1). Each lifeline must be made 
of 14 mm (\9/16\-inch) minimum diameter nylon tubular webbing, or 10 mm 
(\3/8\-inch) minimum diameter rope, or equivalent. Each lifeline 
attachment patch must have a minimum breaking strength of 1.5 kN (350 
lb) pull exerted in a direction perpendicular to the base of the patch. 
Each exterior lifeline bight must be long enough to allow the lifeline 
to reach to the waterline of the inflatable liferaft when it is afloat.
    (j) Painter system (Regulation III/38.6.1). The painter protruding 
from the liferaft container must be inherently resistant or treated to 
be resistant to deterioration from sunlight and salt spray, and 
resistant to absorption and wicking of water.
    (k) Inflation cylinders (Regulation III/39.2.3). Each compressed 
gas inflation cylinder within the inflatable liferaft must meet the 
requirements of Sec. 147.60 of this chapter, and be installed so that--
    (1) Slings and reinforcements of sufficient strength retain the 
inflation cylinders in place when the inflatable liferaft is dropped 
into the water from its stowage height and during inflation; and
    (2) The painter and inflation cylinders of the liferaft are linked 
to start inflation when the painter is pulled by one person exerting a 
force not exceeding 150 N (34 lb).
    (l) Boarding ladders (Regulation III/39.4.2). The steps of the 
boarding ladder must be of rigid or semi-rigid tubing and secured 
against rotation to provide a suitable foothold.
    (m) Canopy lamps (Regulation III/39.6.2). The exterior liferaft 
canopy lamp must be approved by the Commandant as meeting the 
requirements of Regulation III/39.6.2.
    (n) Packing (Regulation III/39.7.1). Containers for packing 
liferafts--
    (1) Must include a telltale made with a seal-and-wire, or 
equivalent method for indicating if the inflatable liferaft has been 
tampered with or used since packing;
    (2) Must be designed so that the liferaft breaks free of the 
container when inflation is initiated, without the need to manually 
open or remove any closing arrangement;
    (3) Must have an interior surface smooth and free from splinters, 
barbs, or rough projections;
    (4) Must be of rigid construction where the liferaft is intended 
for float-free launching or for exposed stowage on deck;
    (5) If rigid, must be designed to facilitate securing the 
inflatable liferaft to a vessel to permit quick release for manual 
launching;
    (6) If constructed of fibrous-glass-reinforced plastic, must be 
provided with a means to prevent abrasion of the liferaft fabric, such 
as by using a gel coated interior finish of the container, enclosing 
the inflatable liferaft in an envelope of plastic film, or equivalent 
means; and
    (7) Except as provided in paragraph (n)(2) of this section, may be 
of fabric construction. Each container of fabric construction must be 
made of coated cloth, include carrying handles and drain holes, and be 
adaptable to stowage and expeditious removal from lockers and deck-
mounted enclosures adjacent to inflatable liferaft launching stations. 
The weight of a liferaft in a fabric container including its container 
and equipment must not exceed 100 kg (220 lb).


Sec. 160.151-17  Design and performance of SOLAS A and SOLAS B 
inflatable liferafts.

    To satisfy the requirements of the indicated regulations of SOLAS 
74/83, each SOLAS A and SOLAS B inflatable liferaft must be manufacured 
in accordance with Secs. 160.151-7, 160.151-15, and the following 
requirements of this section:
    (a) Stability (Regulation III/39.5.1). (1) Each inflatable liferaft 
with a capacity of more than 8 persons must have a waterplane of 
circular or elliptical outline. A hexagonal, octagonal, or similar 
outline approximating a circular or elliptical shape is acceptable.
    (2) Each inflatable liferaft manufactured under this subpart must 
have water-containing stability appendages on its underside to resist 
capsizing from wind and wave forces. These appendages must meet the 
following requirements:
    (i) The total volume of the appendages must not be less than 0.08 
m\3\ (2.85 ft\3\) times the number of persons which the liferaft is 
approved to accommodate. The volume is calculated using the bottom of 
the lowest opening in an appendage as the height of the appendage, and 
by deducting the volume of any objects inside the appendage. Any 
opening designed to close as water is forced out of an appendage is not 
considered an opening for the purpose of this calculation.
    (ii) The appendages must be securely attached and evenly 
distributed around the periphery of the exterior bottom of the 
liferaft. The appendages may be omitted at the locations of inflation 
cylinders.
    (iii) The system of stability appendages must consist of at least 
two separate parts so that damage to one part will permit at least half 
of the required total volume (0.04 m\3\ (1.425 ft\3\) times the number 
of persons capacity) to remain intact.
    (iv) Openings in or between the stability appendages must be 
provided to limit the formation of air pockets under the inflatable 
liferaft.
    (v) The appendages must be designed to deploy underwater when the 
liferaft inflates. If weights are used for this purpose, they must be 
of noncorrodible material.
    (b) Boarding ramp (Regulation III/39.4.1). The boarding ramp must 
have sufficient size and buoyancy to support one person weighing 100 kg 
(220 lb) in a sitting or kneeling position without holding on to any 
other part of the inflatable liferaft.
    (c) Marking (Regulation III/39.8). Means must be provided for 
identifying the liferaft with the name and port of registry of the ship 
to which it is to be fitted, in such a manner that the identification 
can be changed without opening the liferaft container.


Sec. 160.151-19  Design and performance of coastal service inflatable 
liferafts.

    To obtain Coast Guard approval, each coastal service inflatable 
liferaft must comply with the requirements for SOLAS A and SOLAS B 
liferafts in Sec. 160.151-17, with the following exceptions:
    (a) Canopy requirements (Regulation III/38.1.5). The canopy--
    (1) May be of a type which is furled when the inflatable liferaft 
inflates, and which can be set in place by the occupants. A furled 
canopy must be secured to the buoyancy tubes over 50% or more of the 
inflatable liferaft's circumference;
    (2) May be of an uninsulated, single-ply design; and
    (3) The interior of the canopy may be any color.
    (b) Viewing port. The viewing port described in Regulation III/
38.1.5.5 is not required.
    (c) Rainwater collection (Regulation III/38.1.5.6). The means of 
rainwater collection described in Regulation III/38.1.5.6 is not 
required.
    (d) Capacity (Regulation III/38.2.1). The carrying capacity must be 
not less than four persons.
    (e) Floor insulation (Regulation III/39.2.2). The floor may be 
uninsulated.
    (f) Boarding ramps (Regulation III/39.4.1). The boarding ramps 
described in Regulation III/39.4.1 are not required if the combined 
diameter of the buoyancy chambers is 500 mm (19.5 in) or less.
    (g) Stability (Regulation III/39.5.1). Each coastal service 
inflatable liferaft must either meet the stability criteria in 
Sec. 160.151-17(a) or must have water-containing stability pockets on 
its underside to resist capsizing. These pockets must meet the 
following requirements:
    (1) The total volume of the pockets must not be less than 25% of 
the minimum required volume of the principal buoyancy compartments of 
the inflatable liferaft.
    (2) The pockets must be securely attached and evenly distributed 
around the periphery of the exterior bottom of the liferaft. The 
pockets may be omitted at the locations of inflation cylinders.
    (3) The pockets must be designed to deploy underwater when the 
liferaft inflates. If weights are used for this purpose, they must be 
of noncorrodible material.
    (h) Lamp (Regulation III/39.6.3). The manually controlled interior 
lamp described in Regulation III/39.6.3 is not required.
    (i) Fabric valise (Regulation III/39.7.1.1). The raft may be packed 
in a fabric valise suitable for dropping into the water from its marked 
maximum stowage height.
    (j) Markings (Regulations III/39.7.3.4 and III/39.7.3.5). The words 
``COASTAL SERVICE'' must appear on the container. No ``SOLAS'' markings 
shall be placed on the coastal service inflatable liferaft's container.


Sec. 160.151-21  Equipment required for SOLAS A and SOLAS B inflatable 
liferafts.

    To obtain Coast Guard approval, the equipment in each SOLAS A and 
SOLAS B inflatable liferaft pack must meet the following specific 
requirements in complying with the indicated regulations of SOLAS 74/
83:
    (a) Heaving line (Regulation III/38.5.1.1). The buoyant heaving 
line described by Regulation III/38.5.1.1 must have a breaking strength 
of not less than 1.1 kN (250 lb), and must be attached to the 
inflatable liferaft near the entrance furthest from the painter 
attachment.
    (b) Jackknife (Regulation III/38.5.1.2). Each folding knife carried 
as permitted by Regulation III/38.5.1.2 must be a jackknife approved by 
the Commandant as meeting subpart 160.043 of this part.
    (c) Bailer (Regulation III/38.5.1.3). Each bailer described by 
Regulation III/38.5.1.3 must have a volume of at least 2 L (125 in\3\).
    (d) Sponge (Regulation III/38.5.1.4). Each sponge described by 
Regulation III/38.5.1.4 must have a volume of at least 750 cm\3\ (48 
in\3\) when saturated with water.
    (e) Sea anchors (Regulation III/38.5.1.5). Sea anchors without the 
swivels described by Regulation III/38.5.1.5 may be used if, during the 
towing test, their design is demonstrated to be of a type that does not 
rotate when streamed. The sea anchors are not required to have the 
tripping lines described by Regulation III/38.5.1.5 if, during the 
towing test, their design is demonstrated to be of a type that can be 
hauled in by one person.
    (f) Paddles (Regulation III/38.5.1.6). The paddles must be at least 
1.2 m (4 ft) long and must be of the same size and type as used to pass 
the maneuverability test in paragraph 1/5.10 of IMO resolution 
A.689(17).
    (g) Tin-opener (Regulation III/38.5.1.7). Each sharp part of a tin-
opener described by Regulation III/38.5.1.7 must have a guard.
    (h) First-aid kit (Regulation III/38.5.1.8). Each first-aid kit 
described by Regulation III/38.5.1.8 must be approved by the Commandant 
as meeting subpart 160.054 of this part.
    (i) Whistle (Regulation III/38.5.1.9). The whistle described by 
Regulation III/38.5.1.9 must be a ball-type or multi-tone whistle of 
corrosion-resistant construction.
    (j) Rocket parachute flare (Regulation III/38.5.1.10). Each rocket 
parachute flare described by Regulation III/38.5.1.10 must be approved 
by the Commandant as meeting subpart 160.036 of this part and the 
requirements of Regulations III/30.2 and III/35 of SOLAS 74/83.
    (k) Hand flare (Regulation III/38.5.1.11). Each hand flare 
described by Regulation III/38.5.1.11 must be approved by the 
Commandant as meeting Subpart 160.021 of this part and the requirements 
of Regulations III/30.2 and III/36 of SOLAS 74/83.
    (l) Orange smoke signal (Regulation III/38.5.1.12). Each orange 
smoke signal described by Regulation III/38.5.1.12 must be of the 
floating type approved by the Commandant as meeting subpart 160.022 of 
this part and the requirements of Regulations III/30.2 and III/37 of 
SOLAS 74/83.
    (m) Electric torch (Regulation III/38.5.1.13). The waterproof 
electric torch described by Regulation III/38.5.1.13 must be a Type I 
or Type III flashlight constructed and marked in accordance with ASTM 
F1014. Three-cell size flashlights bearing Coast Guard approval numbers 
in the 161.008 series may continue to be used as long as they are in a 
serviceable condition.
    (n) Radar reflector (Regulation III/38.5.1.14). The radar reflector 
may be omitted if the outside of the container of the inflatable 
liferaft includes a notice near the ``SOLAS A'' or ``SOLAS B'' marking 
indicating that a radar reflector is not included.
    (o) Signalling mirror (Regulation III/38.5.1.15). Each signalling 
mirror described by Regulation III/38.5.1.15 must be approved by the 
Commandant.
    (p) Lifesaving signals (Regulation III/38.5.1.16). If not provided 
on a waterproof card or sealed in a transparent waterproof container as 
described in Regulation III/38.5.1.16, the table of lifesaving signals 
may be provided as part of the instruction manual.
    (q) Fishing tackle (Regulation III/38.5.1.17). The fishing tackle 
must be in a kit approved by the Commandant as meeting subpart 160.061 
of this part.
    (r) Food rations (Regulation III/38.5.1.18.) The food rations must 
be approved by the Commandant.
    (s) Drinking water (Regulation III/38.5.1.19). The fresh water 
required by Regulation III/38.5.1.19 must be ``emergency drinking 
water'' approved by the Commandant as meeting subpart 160.026 of this 
part. The desalting apparatus described in Regulation III/38.5.1.19 
must be approved by the Commandant as meeting subpart 160.058 of this 
part.
    (t) Drinking cup (Regulation III/38.5.1.20). The drinking cup 
described in Regulation III/38.5.1.20 must be graduated in ounces or 
milliliters or both.
    (u) Anti-seasickness medication (Regulation III/38.5.1.21). The 
anti-seasickness medication required by Regulation III/38.5.1.21 must 
include instructions for use and be marked with an expiration date. The 
medication must be either--
    (1) A combination of 25 mg of promethazine hydrochloride and 25 mg 
of ephedrine sulfate, comprising each single dose, to be taken at six-
hour intervals; or
    (2) A transdermal patch containing scopolamine suitable for at 
least 2 days use, with each patch counted as six doses.
    (v) Survival instructions (Regulation III/38.5.1.22). The 
instructions required by Regulation III/38.5.1.22 on how to survive in 
a liferaft must--
    (1) Be waterproof;
    (2) Be in English;
    (3) Meet the guidelines in IMO Resolution A.657(16); and
    (4) Be suspended in a clear film envelope from one of the canopy 
arch tubes.
    (w) Immediate action instructions (Regulation III/38.5.1.23). The 
instructions for immediate action must--
    (1) Be waterproof;
    (2) Be in English;
    (3) Follow the guidelines in IMO Resolution A.657(16);
    (4) Explain both the noise accompanying the operation of any 
provided pressure relief valves, and the need to render them inoperable 
after they complete venting; and
    (5) Be suspended from the inside canopy, so they are immediately 
visible by survivors on entering the inflatable liferaft. They may be 
contained in the same envelope with the instructions on how to survive 
if the instructions for immediate action are visible from both faces of 
the envelope.
    (x) Thermal protective aid (Regulation III/38.5.1.24). Each thermal 
protective aid described by Regulation III/38.5.1.24 must be approved 
by the Commandant as meeting subpart 160.174 of this part.
    (y) Repair outfit (Regulation III/39.10.1.1). The repair outfit 
required by Regulation III/39.10.1.1 must include--
    (1) Six or more sealing clamps or serrated conical plastic plugs;
    (2) Five or more tube patches at least 50 mm (2 in) diameter;
    (3) A roughing tool; and
    (4) A container of cement compatible with the inflatable liferaft 
fabric and the patches, marked with instructions for use and an 
expiration date.
    (z) Pump or bellows (Regulation III/39.10.1.2). The pump or bellows 
required by Regulation III/39.10.1.2 must be manually operated and 
arranged to be capable of inflating any part of the inflatable 
structure of the liferaft.
    (aa) Pressure relief valve plugs. Plugs for rendering pressure 
relief valves inoperable must be provided in any liferaft fitted with 
pressure relief valves, unless the pressure relief valves are of a type 
which can be rendered inoperable without separate plugs. If provided, 
pressure relief valve plugs must be usable with immersion suit gloved 
hands, and must either float or be secured to the liferaft by a 
lanyard.


Sec. 160.151-23  Equipment required for Coastal Service inflatable 
liferafts.

    The following equipment must be provided with a coastal service 
inflatable liferaft:
    (a) Rescue quoit and heaving line. One rescue quoit and a heaving 
line as described in Sec. 160.151-21(a).
    (b) Knife. One knife, of a type designed to minimize the chance of 
damage to the inflatable liferaft and secured with a lanyard.
    (c) Bailer. One bailer as described in Sec. 160.151-21(c).
    (d) Sponge. One sponge as described in Sec. 160.151-21(d).
    (e) Sea anchor. One sea anchor as described in Sec. 160.151-21(e).
    (f) Paddles. Two paddles of the same size and type as used to pass 
the maneuverability test in paragraph 1/5.10 of IMO Resolution 
A.689(17).
    (g) Whistle. One whistle as described in Sec. 160.151-21(i).
    (h) Flashlight. One flashlight with spare batteries as described in 
Sec. 160.151-21(m).
    (i) Signalling mirror. One signalling mirror as described in 
Sec. 160.151-21(o).
    (j) Survival instructions. Instructions on how to survive as 
described in Sec. 160.151-21(v).
    (k) Immediate action instructions. Instructions for immediate 
action as described in Sec. 160.151-21(w).
    (l) Repair outfit. One set of sealing clamps or plugs as described 
in Sec. 160.151-21(y)(1).
    (m) Pump or bellows. One pump or bellows as described in 
Sec. 160.151-21(z).
    (n) Pressure relief valve plugs. Pressure relief valve plugs as 
described in Sec. 160.151-21(aa).


Sec. 160.151-25  Additional equipment for inflatable liferafts.

    The manufacturer may specify additional equipment to be carried in 
inflatable liferafts if the equipment is identified in the 
manufacturer's approved drawings and the inspection of the equipment is 
covered in the servicing manual. The following requirements must be met 
if the specified additional equipment is provided:
    (a) Each Class S Emergency Position Indicating Radiobeacon (EPIRB) 
must meet the Federal Communications Commission (FCC) regulations at 47 
CFR 80.1059.
    (b) Each Category 2 406 MHz Satellite EPIRB must meet the FCC 
regulations at 47 CFR 80.1061.
    (c) Each Search and Rescue Transponder (SART) must meet the FCC 
regulations at 47 CFR 80.1101(c)(6).


Sec. 160.151-27  Approval inspections and tests for inflatable 
liferafts.

    (a) Except as provided in paragraph (b) of this section, to satisfy 
the testing requirements of IMO Resolution A.689(17), Part 1, 
paragraphs 5.1 through 5.15 inclusive, paragraph 5.16 for a davit-
launched inflatable liferaft, and paragraph 5.17, a prototype 
inflatable liferaft of each design submitted for Coast Guard approval 
must meet the the additional specific requirements and tests specified 
in paragraphs (c) and (d) of this section.
    (b) The Commandant may waive certain tests for an inflatable 
liferaft which is identical in construction to another inflatable 
liferaft which has successfully completed the tests, if the inflatable 
liferafts differ only in size and are of essentially the same design.
    (c) Tests must be conducted in accordance with the indicated 
paragraphs of IMO Resolution A.689(17), except:
    (1) Drop test (Part 1, paragraph 5.1 (Paragraph 1/5.1)). The drop 
test for a coastal service inflatable liferaft may be from a lesser 
height, if that height is the maximum stowage height marked on the 
liferaft container.
    (2) Jump test (Paragraph 1/5.2). One-half of the jumps must be with 
the canopy erect and the remainder with the canopy furled or deflated. 
If a ``suitable and equivalent mass'' is used, it must be equipped with 
the shoes described in paragraph 1/5.2.1 of Resolution A.689(17), with 
the shoes arranged to strike the inflatable liferaft first.
    (3) Mooring out test (Paragraph 1/5.5). Initial inflation may be 
with compressed air.
    (4) Loading and seating test (Paragraph 1/5.7). For an inflatable 
liferaft which is not intended for use with a launching or embarkation 
appliance, the persons used to determine seating capacity shall wear 
insulated buoyant immersion suits rather than lifejackets. The loaded 
freeboard of a coastal service inflatable liferaft must not be less 
than 200 mm (8 in.).
    (5) Canopy closure test (Paragraph 1/5.12). This test is required 
only for SOLAS A and SOLAS B inflatable liferafts. For a davit launched 
liferaft, any opening in the area of the lifting eye should be sealed 
during the test to prevent the ingress of water. The water accumulated 
within the inflatable liferaft at the end of the testing must not 
exceed 4 liters (1 gallon).
    (6) Detailed inspection (Paragraph 1/5.14). The independent 
laboratory's inspection of the prototype liferaft under Sec. 160.151-
13(a) of this subpart satisfies the requirements of paragraph 1/5.14.
    (7) Davit launched liferafts--strength test (Paragraph 1/5.16.1). 
The calculation of combined strength of the lifting components must be 
based on the lesser of--
    (i) The lowest breaking strength obtained for each item; or
    (ii) The component manufacturer's ultimate strength rating.
    (d) The boarding ramp on each liferaft equipped with a boarding 
ramp must be demonstrated to be capable of supporting a sitting or 
kneeling person weighing 100 kg without holding on to any other part of 
the liferaft.


Sec. 160.151-29  Additional approval tests for SOLAS A and SOLAS B 
inflatable liferafts.

    In order to verify compliance with the requirements of Regulation 
III/39.5.1, the following tests must be conducted for SOLAS A and SOLAS 
B inflatable liferafts in addition to those required by Sec. 160.151-27 
and IMO Resolution A.689(17):
    (a) Lift-out force test. The liferaft must be subjected to a lift-
out force test as follows:
    (1) The test must be conducted in a pool or body of water where the 
wind is less than 8 knots and current is less than 1 knot. The 
inflatable liferaft must be tested in its ``light condition,'' which 
includes the weight of the lightest equipment pack to be approved for 
its intended service, but no personnel.
    (2) The liferaft must be inflated and placed in the water at the 
test site. Each pressure relief valve must be made inoperative. The 
stability appendages must be allowed to deploy. If the stability 
appendages do not deploy on their own, the inflatable liferaft may be 
agitated until the appendages deploy. The stability appendages may not 
be manually pulled open or arranged for this test.
    (3) The inflatable liferaft must be subjected to an upward vertical 
force applied at the outer edge of one of the main buoyancy chambers by 
means of a lifting bridle. The lifting bridle may incorporate existing 
towing, lifeline, or other attachments, or may be specially constructed 
for this test.
    (4) If the liferaft has a waterplane which is a circle or other 
symmetrical shape, the lifting bridle must be located at the point 
where the resisting moment created by the inflation cylinders and 
equipment packs is minimized.
    (5) If the liferaft has a waterplane with a shape other than 
circular or symmetrical, it must be lifted at each of two locations; 
once at one end of the major axis of the waterplane, and once at one 
end of the minor axis of the waterplane. The end of the axis selected 
for attachment of the lifting bridle must be the end where the 
resisting moment created by the inflation cylinders and equipment packs 
is minimized.
    (6) The vertical force must be applied so that the lifting bridle 
rises at a speed of 1.67 x B (m/min.) (+5%), where ``B'' is the length 
in meters of the axis on which the towing bridle is placed (5.5 x B 
(ft/min) if ``B'' is measured in feet). The lifting bridle must be 
lifted a distance of at least B x sin 20 deg.. The force applied to the 
lifting bridle must be continuously measured as the edge of the 
inflatable liferaft is lifted. Once the lifting bridle has been raised 
the required distance, the inflatable liferaft may be dropped back to 
the surface of the water.
    (7) The peak force measured during the lifting of the liferaft must 
be at least 255+140 P-0.7 P2, where ``P'' is the number of persons 
for which the inflatable liferaft is to be approved, and the force is 
measured in Newtons (58+32 P-0.16 P2 if the force is measured in 
pounds). The procedure may be repeated up to a total of three runs at 
the required lifting rate if the minimum lift-out force is not observed 
on a particular trial. Test results at lifting rates which are not 
within the limits of the required lifting rate must be disregarded.
    (8) After the inflatable liferaft has been dropped back to the 
surface of the water, it must assume its design shape, and must show no 
evidence of damage or leakage.
    (b) At-sea. The at-sea test described in this paragraph must be 
successfully completed by one of the manufacturer's largest capacity 
inflatable liferafts for which approval is sought, for each different 
stability appendage design for which the manufacturer seeks approval. 
Until the test is completed, SOLAS A and SOLAS B liferafts 
incorporating the stability appendage design will be approved only up 
to and including 10 persons capacity, provided that all of the other 
required tests have been successfully completed. The test must be 
conducted as follows:
    (1) The inflated liferaft must be set afloat at sea for at least 
six hours, with wave heights of at least 4.5 m (15 ft.) throughout the 
test period, and winds averaging at least 40 knots. The liferaft must 
be empty, have its relief valves made inoperative, and not be equipped 
with a sea anchor or any other tethering device. The liferaft must be 
kept under observation during the test. At the end of the six hours, 
the liferaft must be recovered and examined for damage.
    (2) Wave height and wind speed must be observed and recorded at 
least every 30 minutes during the test for the test conditions to be 
deemed suitable. If the wind or wave height conditions are not observed 
or do not meet the minimum requirements during any 30-minute period, 
the test period may be extended until the accumulated time under the 
required conditions reaches 6 hours.
    (3) During the six hour test period, the liferaft must--
    (i) Not capsize;
    (ii) Retain or return to its design shape after any bending in 
waves and at the completion of the test;
    (iii) Show no evidence of leakage; and
    (iv) Not sustain structural damage such as separation of seams or 
joints in the body of the inflatable liferaft, its floor, its canopy, 
or its stability appendages.


Sec. 160.151-31  Production inspections and tests for inflatable 
liferafts.

    (a) Production inspections and tests of inflatable liferafts must 
be carried out in accordance with the procedures for independent 
laboratory inspection in subpart 159.007 of part 159 of this chapter 
and this section.
    (b) Each Coast Guard-approved inflatable liferaft must be 
identified with unique lot and serial numbers as follows:
    (1) Each lot must consist of not more than 50 inflatable liferafts 
of the same design and carrying capacity.
    (2) A new lot must be started whenever the inflatable liferafts 
undergo changes of design, material, production method, or source of 
supply for any essential component.
    (3) The manufacturer may use a running lot system, whereby the 
fabrication of the individual inflatable liferafts of a lot occurs over 
an extended interval under an irregular schedule. Each running lot must 
be comprised of not more than 10 inflatable liferafts of the same 
design and carrying capacity. Each running lot system must be in 
accordance with a procedure proposed by the manufacturer and approved 
by the Commandant.
    (4) Unless a lot is a running lot, each lot must consist of 
inflatable liferafts produced under a continuous production process.
    (c) As part of the records required by Sec. 159.007-13 of this 
chapter, the manufacturer must retain affidavits or invoices from the 
suppliers identifying all essential materials used in the production of 
approved inflatable liferafts, together with an identification of the 
lot numbers of the inflatable liferafts constructed with those 
materials.
    (d) Each approved inflatable liferaft must pass each of the 
inspections and tests described in IMO Resolution A.689(17), part 2, 
paragraphs 5.1.3 through 5.1.6 inclusive and as provided in paragraphs 
(e) through (g) of this section. In the case of a davit-launched 
inflatable liferaft, these tests must be preceded by the test described 
in IMO Resolution A.689(17), part 2, paragraph 5.2.
    (e) The test described in Paragraph 2/5.1.5 of IMO Resolution 
A.689(17) must be conducted under the following conditions:
    (1) The testing period must be 1 hour, with a maximum allowable 
pressure drop of 5% after compensation for ambient temperature and 
barometric pressure changes.
    (2) For each degree Celsius rise in temperature, 0.385 kPa must be 
subtracted from the final pressure reading (0.031 psig per degree 
Fahrenheit). For each degree Celsius drop in temperature, 0.385 kPa 
must be added to the final pressure reading (0.031 psig per degree 
Fahrenheit).
    (3) For each mm of mercury rise in barometric pressure, 0.133 kPa 
must be added to the final temperature-corrected pressure reading 
(0.049 psig per 0.1 inch of mercury). For each mm of mercury drop in 
barometric pressure, 0.133 kPa must be subtracted from the final 
temperature-corrected pressure reading (0.049 psig per 0.1 inch of 
mercury). Corrections for changes in ambient barometric pressure are 
only required if a measuring instrument open to the atmosphere, such as 
a manometer, is used.
    (f) One inflatable liferaft from each lot of less than 30 
liferafts, and two from each lot of 30 to 50 liferafts, must pass the 
test described in IMO Resolution A.689(17), part 2, paragraphs 5.1.1 
and 5.1.2. If any inflatable liferaft fails this test--
    (1) The reason for the failure must be determined;
    (2) Each inflatable liferaft in the lot must be examined for the 
defect and repaired if necessary, or be scrapped if unrepairable; and
    (3) The lot test must be repeated, including random selection of 
the inflatable liferaft or liferafts to be tested. If any inflatable 
liferafts from the lot have left the place of manufacture, they must 
either be recalled for examination, repair, and testing as necessary; 
or else the required actions must take place at an approved servicing 
facility.
    (g) The manufacturer shall arrange for inspections by an accepted 
independent laboratory at least once in each calendar quarter in which 
production of Coast Guard-approved inflatable liferafts takes place. 
The time and date of each inspection must be selected by the 
independent laboratory to occur when completed inflatable liferafts are 
in the manufacturing facility and others are under construction. The 
manufacturer shall ensure that the independent laboratory inspector--
    (1) Witnesses the tests and conducts the inspection required by 
paragraph (f) of this section, and conducts a visual inspection to 
verify that the liferafts are being made in accordance with the 
approved plans and the requirements of this subpart;
    (2) Examines the production inspection and test records for 
inflatable liferafts produced subsequent to the previous independent 
laboratory inspection to verify that each required inspection and test 
has been carried out satisfactorily;
    (3) Conducts a design audit on at least one Coast Guard-approved 
inflatable liferaft each year. If possible, different model liferafts 
must be examined in the design audit from year to year. To retain Coast 
Guard approval, the manufacturer shall demonstrate to the inspector 
during each design audit that--
    (i) Each approved drawing matches the part(s) used in the liferaft;
    (ii) Each part and subassembly are of the materials and components 
indicated on the plan or its bill of materials; and
    (iii) Each critical dimension of the liferaft is correct as shown 
by measurement or proper fit and function in the next higher assembly.


Sec. 160.151-33  Marking and labeling.

    (a) The markings required on each inflatable liferaft and its 
container must be in English.
    (b) The markings required on the inflatable liferaft container 
under Regulation III/39.7.3 of SOLAS 74/83 must be on a plate or label 
sufficiently durable to withstand continuous exposure to environmental 
conditions at sea for the life of the liferaft. In addition, the 
container must be marked with the--
    (1) Manufacturer's model identification; and
    (2) U.S. Coast Guard approval number.
    (c) In addition to the markings required on the inflatable liferaft 
under Regulation III/39.8 of SOLAS 74/83, the liferaft must be marked 
with the--
    (1) Manufacturer's model identification;
    (2) Lot number; and
    (3) U.S. Coast Guard approval number.


Sec. 160.151-35  Servicing.

    (a) Inspection and repair. Inflatable liferafts carried under the 
regulations in this chapter, and in chapter I of title 33 CFR, must be 
inspected periodically by a Coast Guard-approved servicing facility, 
repaired as necessary, and repacked. Requirements for periodic 
inspection and repair of Coast Guard-approved inflatable liferafts are 
described in Secs. 160.151-37 through 160.151-57.
    (b) Manufacturer requirements. To retain Coast Guard approval of 
inflatable liferafts, the manufacturer must:
    (1) Prepare a servicing manual or manuals complying with 
Sec. 160.151-37 covering each model and size of inflatable liferaft 
which the manufacturer produces. The servicing manual must be submitted 
to the Commandant for approval.
    (2) At least once each year, issue a list of servicing manual 
revisions and bulletins in effect.
    (3) Make available the servicing manual, servicing manual 
revisions, service bulletins, liferaft plans, and any unique parts and 
or tools which may be required to service the liferaft to each 
technician who has successfully completed the manufacturer's training 
described in Sec. 160.151-39(a) or (b) within the periods specified in 
Sec. 160.151-41(e). The liferaft plans made available to servicing 
technicians may be either the manufacturing drawings, or special plans 
prepared especially for servicing technicians. The liferaft plans may 
be incorporated as part of the servicing manual.
    (4) Have a servicing training program complying with Sec. 160.151-
39 for the certification of servicing technicians.
    (5) Notify the OCMI for the zone in which the servicing facility is 
located whenever the manufacturer becomes aware of servicing at 
approved facilities that is not in accordance with the requirements of 
this subpart, or falsification by an approved servicing facility of 
servicing records required by this subpart.
    (c) A manufacturer of inflatable liferafts which are not Coast 
Guard-approved may establish Coast Guard-approved servicing facilities 
for such liferafts in the United States if the manufacturer meets the 
requirements of paragraph (b) of this section.


Sec. 160.151-37  Servicing manual.

    (a) The servicing manual must provide instructions on performing 
the following tasks:
    (1) Removing the liferaft from the container for testing without 
damaging the liferaft or its contents.
    (2) Examining the liferaft and its container for damage and wear 
including deteriorated structural joints and seams.
    (3) Determining the need for repairs.
    (4) Performing each repair which can be made by a servicing 
facility.
    (5) Identifying repairs which must be made by the manufacturer.
    (6) Determining when inflatable liferaft equipment must be 
replaced.
    (7) Conducting tests required by Sec. 160.151-57.
    (8) Repacking the liferaft.
    (9) Changing the maximum stowage height of the liferaft by changing 
the length of the painter.
    (10) Special equipment limitations or packing instructions, if any, 
required to qualify the liferaft for a particular stowage height.
    (11) Changing the service of the liferaft by changing the contents 
of the equipment pack.
    (12) Proper marking of the liferaft container, including approval 
number, persons capacity, maximum stowage height, service (equipment 
pack), and servicing expiration date.
    (13) A list of parts for--
    (i) Survival equipment;
    (ii) Compressed gas cylinders;
    (iii) Inflation valves;
    (iv) Relief valves; and
    (v) Repair equipment.
    (14) The required pressures for each approved liferaft size for 
conducting the ``Necessary Additional Pressure'' test required by 
Sec. 160.151-57(k).
    (b) Each servicing manual revision and service bulletin which would 
authorize the modification of a liferaft, or which could affect its 
operational performance, must be submitted to and approved by the 
Commandant. Coast Guard approval is not required for other revisions 
and service bulletins, but a copy of each must be sent to the 
Commandant when it is issued.
    (c) Each manual provided under this section must bear the original 
signature of a representative of the manufacturer attesting to the fact 
that it is a true copy of the manual approved by the Commandant.


Sec. 160.151-39  Training of servicing technicians.

    (a) The servicing training program for certification of servicing 
technicians must include--
    (1) Training and practice in packing an inflatable liferaft, 
repairing buoyancy tubes, repairing inflation system valves, and other 
inspections and operations described in the servicing manual;
    (2) An evaluation at the end of the training to determine whether 
or not each trainee has successfully completed the training; and
    (3) Issuance of a certificate of competence to each technician who 
successfully completes the training.
    (b) The manufacturer must conduct a refresher training program for 
recertification of previously trained servicing technicians. The 
refresher training must include--
    (1) Checking the performance of the technicians in the inspections 
and operations described in the approved servicing manual;
    (2) Retraining of the technicians in inspections and operations for 
which they are deficient;
    (3) Training and practice in new inspections and operations;
    (4) An evaluation at the end of the training to determine whether 
or not each trainee has successfully completed the training; and
    (5) Issuance of a certificate of competence to each technician who 
successfully completes the training.
    (c) Each time the manufacturer holds a course for servicing 
technicians who will service Coast Guard-approved inflatable liferafts, 
the manufacturer shall arrange a course schedule with the cognizant 
OCMI that allows for a Coast Guard inspector or inspectors to travel to 
the site where the training is to be performed.


Sec. 160.151-41  Approval of servicing facilities.

    (a) To obtain and maintain Coast Guard approval as an ``approved 
servicing facility'' for a particular manufacturer's liferafts, the 
facility must meet the requirements, and follow the procedures, of this 
section.
    (b) The owner or operator of a servicing facility desiring Coast 
Guard approval must apply to the OCMI responsible for the geographic 
area where the servicing facility is located. The application must 
include--
    (1) The name and address of the servicing facility;
    (2) The name(s) of its competent servicing technicians;
    (3) Identification of the manufacturer(s) of the liferafts the 
facility will service; and
    (4) Any limitations or special conditions which should apply to the 
approval of the facility.
    (c) The owner or operator of the servicing facility must arrange 
for an inspection with the OCMI to whom the application required by 
paragraph (b) of this section is made. The complete servicing of each 
type and manufacture of liferaft for which approval as a servicing 
facility is sought must be successfully demonstrated in the presence of 
a Coast Guard inspector or a third party inspector accepted by the 
OCMI. The demonstration must include:
    (1) Removing the liferaft from the container for testing without 
damaging the liferaft or its contents;
    (2) Examining the liferaft and its container for damage and wear;
    (3) Determining the need for repairs;
    (4) Determining if equipment must be replaced;
    (5) Conducting the tests required by Sec. 160.151-57;
    (6) Repacking the liferaft;
    (7) Inflating the fully packed liferaft using its inflation 
mechanism; and
    (8) Repairing a leak in a main buoyancy chamber, and subjecting the 
repaired chamber to the inflation test described in IMO Resolution 
A.689(17), paragraph 2/5.1.5. This demonstration may be done on a 
liferaft which actually requires the repair, on a liferaft which has 
been condemned, or on an inflatable chamber fabricated of liferaft 
material specifically for this purpose. An otherwise serviceable 
liferaft should not be damaged for the purposes of this demonstration.
    (d) Whenever servicing of inflatable liferafts takes place, each 
servicing facility must allow Coast Guard inspectors or third party 
inspectors accepted by the OCMI access to the place where the servicing 
is performed.
    (e) Each servicing facility must employ at least one servicing 
technician who has successfully completed the manufacturer's training 
described in Sec. 160.151-39 (a) or (b), including training in the 
servicing of davit-launched liferafts if the facility will service 
davit-launched liferafts. The training must have been completed within 
the preceding--
    (1) 12 months in order for the servicing facility to obtain its 
initial approval to service the liferafts of a particular manufacturer; 
or
    (2) 36 months in order for the servicing facility to retain an 
approval to service the liferafts of a particular manufacturer.


Sec. 160.151-43  Servicing facility conditions.

    (a) Each facility must maintain a room to service inflatable 
liferafts that--
    (1) Is clean;
    (2) Is fully enclosed;
    (3) Has enough space to service the number of liferafts expected to 
be serviced at one time;
    (4) Has a ceiling high enough to hold and allow overturning of a 
fully inflated liferaft of the largest size to be serviced, or is 
furnished with an equally efficient means to facilitate the inspection 
of bottom seams;
    (5) Has a smooth floor which will not damage an inflatable 
liferaft, can be easily cleaned, and is kept clean and free from oil, 
grease, and abrasive material;
    (6) Is well lit, but free from direct sunlight;
    (7) Is arranged to maintain an even temperature and low humidity in 
each area where liferafts are pressure tested, including mechanical air 
conditioning equipment in climates where it is necessary;
    (8) Is arranged so that stored liferafts are not subjected to 
excessive loads and, if stacked one liferaft directly on top of 
another, are not stacked more than two liferafts high;
    (9) Is efficiently ventilated, but free of drafts; and
    (10) Is a designated no-smoking area.
    (b) In addition to the room required by paragraph (a) of this 
section, each facility must maintain areas or rooms for storage of 
liferafts awaiting servicing, repair, or delivery; for repair and 
painting of reinforced plastic containers; for storage of pyrotechnics 
and other materials, such as spare parts and required equipment; and 
for administrative purposes.


Sec. 160.151-45  Required equipment for servicing facilities.

    Each Coast Guard-approved servicing facility must maintain 
equipment to carry out the operations described in the manufacturer's 
servicing manual approved in accordance with Sec. 160.151-35(b)(1), 
including--
    (a) A complete set of the manufacturer's plans for each inflatable 
liferaft to be serviced;
    (b) A current copy of this subpart;
    (c) A current copy of the manufacturer's servicing manual approved 
in accordance with Sec. 160.151-35(b)(1), including all servicing 
bulletins and manual revisions in effect as indicated on the annual 
list issued in accordance with Sec. 160.151-35(b)(2);
    (d) Hot presses (if applicable);
    (e) Safety-type glue pots or equivalents;
    (f) Abrasive devices;
    (g) A source of clean, dry, pressurized air, hoses, and attachments 
for inflating liferafts;
    (h) A source of vacuum, hoses, and attachments for deflating 
liferafts;
    (i) Mercury manometer, water manometer, or other pressure 
measurement device of equivalent accuracy and sensitivity;
    (j) Thermometer;
    (k) Barometer, aneroid or mercury;
    (l) Calibrated torque-wrench for assembling the inflation system;
    (m) Accurate weighing scale;
    (n) Repair materials, spare parts, and repair equipment as 
specified in the applicable approved servicing manual(s), except that 
limited ``shelf life'' items need not be stocked if they are readily 
available;
    (o) A complete stock of the survival equipment required to be 
stowed in the inflatable liferafts, except for items of equipment that 
are readily available;
    (p) A means for load testing davit-launched liferafts, unless the 
facility services only non-davit-launched liferafts;
    (q) A supply of parts for all inflation components and valves 
specified in the applicable approved servicing manual(s); and
    (r) A tool board that clearly indicates where each small tool is 
stored, or has an equivalent means to make sure that no tools are left 
in the liferaft when repacked.


Sec. 160.151-47  Servicing facility owner or operator requirements.

    To maintain Coast Guard approval, the owner or operator of each 
Coast Guard-approved servicing facility must--
    (a) Ensure that servicing technicians have received sufficient 
information and training to follow instructions for changes and new 
techniques related to the liferafts serviced by the facility, and have 
available at least one copy of each approved servicing manual revision 
and bulletin;
    (b) Calibrate each pressure gauge, weighing scale, and 
mechanically-operated barometer at intervals of not more than one year, 
or in accordance with the equipment manufacturer's requirements;
    (c) Ensure that each inflatable liferaft serviced under the 
facility's Coast Guard approval is serviced by or under the direct 
supervision of a servicing technician who has completed the 
requirements of either Sec. 160.151-39(a) or (b);
    (d) Ensure that each inflatable liferaft serviced under its Coast 
Guard approval is serviced in accordance with the manufacturer's 
servicing manual;
    (e) Specify which makes of liferafts the facility is approved to 
service when representing that the facility is approved by the U.S. 
Coast Guard; and
    (f) Ensure that the facility does not service any liferaft for a 
U.S. inspected vessel or any other U.S. flag vessel required to carry 
approved liferafts, unless the facility is approved by the U.S. Coast 
Guard to service the liferafts of that manufacturer.


Sec. 160.151-49  Approval of servicing facilities at remote sites.

    A servicing facility may be approved for servicing liferafts at 
remote sites, provided that appropriate arrangements have been made to 
ensure that each remote servicing site meets the requirements of 
Secs. 160.151-41(e), 160.151-43 and 160.151-45. The servicing facility 
must have a portable assortment of test equipment, spare parts, and 
replacement survival equipment to accompany the individual doing the 
servicing. However, if repair of liferafts will not be attempted at a 
remote site, equipment needed for such repairs does not need to be 
available at that site. A servicing facility must be specifically 
authorized in its letter of approval to conduct servicing at remote 
sites.


Sec. 160.151-51  Approval notification.

    If the OCMI determines that the servicing facility meets the 
applicable requirements of Secs. 160.151-39 through 160.151-47, the 
OCMI notifies the Commandant. The Commandant issues an approval letter 
to the servicing facility with copies to the OCMI and to the 
manufacturer(s) whose liferafts the facility is approved to service. 
The approval letter will specify any limitations on the approval, and 
will assign the facility's approval code for use on the inspection 
sticker required by Sec. 160.151-57(m)(3). The Commandant will maintain 
a current listing of approved facilities.


Sec. 160.151-53  OCMI notification of servicing.

    (a) Before servicing an inflatable liferaft under the facility's 
Coast Guard approval, the servicing facility owner or operator must 
provide the following information to the cognizant OCMI for each 
liferaft to be serviced:
    (1) The make and size of the liferaft;
    (2) The age of the liferaft; and
    (3) Whether the liferaft is due for a five-year inflation test.
    (b) The OCMI will inform the servicing facility whether or not the 
servicing of the liferaft must be witnessed by an inspector.
    (c) If the OCMI requires the servicing of the liferaft to be 
witnessed by an inspector:
    (1) The servicing facility must arrange a servicing schedule with 
the cognizant OCMI that will allow for a Coast Guard inspector to 
travel to the site where the servicing is to be performed.
    (2) The owner or operator of the servicing facility, upon the 
authorization of the OCMI, may arrange for the servicing procedure to 
be witnessed instead by a third party inspector accepted by the OCMI if 
a Coast Guard marine inspector is not available in a timely manner.
    (3) The servicing facility must not begin servicing the liferaft 
until the inspector arrives at the servicing site.
    (d) No deviation from servicing manual procedures may be made 
without first obtaining the approval of the OCMI. To request the 
approval of a deviation, the owner or operator of the servicing 
facility must notify the OCMI of the proposed deviation from the 
servicing manual procedures, and must provide the OCMI with an 
explanation of the need for the deviation.


Sec. 160.151-55  Withdrawal of approval.

    (a) The OCMI may withdraw the approval of the servicing facility, 
or may suspend its approval pending correction of deficiencies, if the 
Coast Guard inspector or accepted third party inspector finds that--
    (1) The servicing site does not meet the requirements of 
Sec. 160.151-41 through Sec. 160.151-47, or
    (2) Liferaft servicing is not performed in accordance with 
Sec. 160.151-57.
    (b) A withdrawal of approval may be appealed in accordance with 
subpart 1.03 of part 1 this chapter.
    (c) The OCMI may remove a suspension pending correction of 
deficiencies if the servicing facility demonstrates that the 
deficiencies have been corrected.


Sec. 160.151-57  Servicing procedure.

    (a) Each liferaft serviced by a Coast Guard-approved servicing 
facility must be inspected and tested in accordance with paragraphs (b) 
through (r) of this section, and the manufacturer's servicing manual 
approved in accordance with Sec. 160.151-35(b)(1).
    (b) The following procedures must be carried out at each servicing:
    (1) The test described in IMO Resolution A.689(17), paragraph 2/
5.1.5 must be conducted.
    (2) Inflation hoses must be pressurized and checked for damage and 
leakage as part of the working pressure leakage test, or in a separate 
test.
    (3) An inflatable floor must be pressurized until it is firm, 
allowed to stand for one hour, and must still be firm at the end of the 
two hour period.
    (4) The seams connecting the floor to the buoyancy tube must be 
checked for slippage or edge lifting.
    (5) Each item of survival equipment must be examined, and--
    (i) Repaired or replaced if damaged or unserviceable; and
    (ii) Replaced if its expiration date has passed.
    (6) Each battery must be replaced with a fresh one if--
    (i) Its expiration date has passed;
    (ii) It has no expiration date; or
    (iii) After measuring the voltage of each battery which is to be 
returned to service in an item of survival equipment, its measured 
voltage is less than its rated voltage.
    (7) Each power cell for the top and inside canopy lights must be 
inspected and tested if it is not a battery serviced in accordance with 
paragraph (b)(6) of this section. Each cell tested and found 
satisfactory may be reinstalled. Each cell which is outdated, not 
tested, or fails the test must be replaced.
    (8) If the liferaft is equipped with an Emergency Position 
Indicating Radio Beacon (EPIRB) or Search and Rescue Transponder 
(SART), the EPIRB or SART must be inspected and tested in accordance 
with the manufacturer's instructions. An EPIRB must be tested using the 
integrated test circuit and output indicator to determine that it is 
operative. Each EPIRB or SART which does not operate properly must be 
repaired or replaced.
    (9) The manual inflation pump must be tested for proper operation.
    (10) Each damaged, faded, or incorrect instruction label or 
identification label on the liferaft or its container must be replaced.
    (11) Each inflatable liferaft must be examined to ensure it is 
properly marked with retroreflective material. The arrangement of the 
retroreflective material must meet the requirements of IMO Resolution 
A.658(16). Damaged or missing retroreflective material must be replaced 
with Type I material approved under Part 164, Subpart 164.018 of this 
subchapter.
    (12) Each inflation cylinder must be weighed. If its weight loss 
exceeds five percent of the weight of the charge, the cylinder must be 
recharged.
    (c) When an inflation cylinder is recharged for any reason, the 
following inflation head components must be renewed:
    (1) The poppet pin assembly, if any.
    (2) Each plastic or elastomeric seal, and each other part which 
deteriorates with age.
    (d) Each recharged inflation cylinder must stand for at least two 
weeks and be checked for leakage by weighing before being installed in 
an inflatable liferaft. An alternate mechanical or chemical test for 
fast detection of cylinder leaks may be used if in the servicing manual 
approved by the Commandant in accordance with Sec. 160.151-35(b)(1).
    (e) Each inflation cylinder which requires hydrostatic testing 
under 49 CFR 173.34 must be tested and marked in accordance with those 
regulations.
    (f) At every other servicing of a davit-launched liferaft, the 
launching load test in paragraph 2/5.2 of IMO resolution A.689(17) must 
be conducted.
    (g) At every fifth annual servicing, prior to conducting the tests 
and inspections required in paragraphs (b) through (f) of this section, 
each inflatable liferaft must be inflated, while still secured in its 
container, by the operation of its inflation system.
    (h) Each liferaft showing minor leaks during the test conducted in 
accordance with paragraph (g) of this section, may be repaired.
    (i) Each liferaft ten or more years past its date of manufacture 
which leaks extensively during the test conducted in accordance with 
paragraph (g) of this section, or shows fabric damage after this 
inflation, must be condemned.
    (j) After the test conducted in accordance with paragraph (g) of 
this section is completed, the liferaft may be evacuated and refilled 
with air to conduct the tests in paragraphs (b) through (f) of this 
section.
    (k) At each annual servicing of a liferaft ten or more years past 
its date of manufacture during which the gas inflation test in 
paragraph (g) of this section is not performed, a ``Necessary 
Additional Pressure'' (NAP) test must be conducted. The NAP test must 
be completed before the tests and inspections required in paragraphs 
(b) through (f) of this section are conducted, using the following 
procedure:
    (1) Plug or otherwise disable the pressure relief valves.
    (2) Gradually raise the pressure to the lesser of 2 times the 
design working pressure, or that specified in the manufacturer's 
servicing manual as sufficient to impose a tensile load on the tube 
fabric of 20% of its minimum required tensile strength.
    (3) After 5 minutes, there should not be seam slippage, cracking, 
other defects, or a pressure drop greater than 5 percent. If cracking 
in the buoyancy tubes is audible, accompanied by pressure loss, the 
liferaft should be condemned. If no cracking is heard, the pressure in 
all buoyancy chambers should be reduced simultaneously by enabling the 
pressure relief valves.
    (l) At each annual servicing of a liferaft ten or more years past 
its date of manufacture, the integrity of the seams connecting the 
floor to the buoyancy tube must be checked by the following procedure, 
or an equivalent procedure specified in the liferaft manufacturer's 
approved servicing manual:
    (1) With the buoyancy tube supported a sufficient distance above 
the servicing facility floor to maintain clearance during the test, a 
person weighing not less than 75 kg (165 lb) must walk or crawl around 
the entire perimeter of the liferaft floor.
    (2) The seams connecting the floor to the buoyancy tube must then 
be checked for rupture, slippage, or edge lifting.
    (m) The servicing facility must complete the following for each 
inflatable liferaft which passes the servicing inspections and tests:
    (1) Permanently mark the liferaft on its outside canopy, or on a 
servicing record panel on an interior portion of one of its buoyancy 
tubes near an entrance, with--
    (i) The date of the servicing;
    (ii) The identification and location of the servicing facility; and
    (iii) An indication that the special fifth-year servicing was 
performed, if applicable.
    (2) If known, permanently and legibly mark the name of the vessel 
on which the raft will be installed or the name of the vessel owner on 
the identification device provided in accordance with Sec. 160.151-
17(c) or on the outside canopy of the liferaft.
    (3) Affix an inspection sticker to the liferaft container or 
valise. The sticker must be of a type that will remain legible for at 
least two years when exposed to a marine environment, and that cannot 
be removed without being destroyed. The sticker must be approximately 4 
by 6 inches, with the last digit of the year of expiration superimposed 
over a background color that corresponds to the colors specified for 
recreational boat number validation stickers in 33 CFR 174.15(c), and 
be marked with the Coast Guard identifying insignia in accordance with 
the requirements of 33 CFR 23.12. The sticker must also contain the 
following:
    (i) The name of the manufacturer of the liferaft.
    (ii) The year and month of expiration determined in accordance with 
paragraph (n) of this section.
    (iii) Identification of the servicing facility, printed on the 
sticker or indicated on the sticker by punch using an approval code 
issued by the Commandant.
    (n) The servicing date expires 12 months after the date the 
liferaft was repacked, except that:
    (1) The expiration date for a new liferaft may be not more than two 
years after the date the liferaft was first packed, if--
    (i) Dated survival equipment in the liferaft will not expire before 
the next servicing due date; and
    (ii) The liferaft will not be installed on a vessel certificated 
under SOLAS 74/83.
    (2) For a liferaft stored indoors, under controlled temperature 
conditions (between 0  deg.C (32  deg.F) and 45  deg.C (113  deg.F)), 
for not more than 6 months from the date it was serviced or first 
packed, the expiration date may be extended up to the length of time 
the liferaft remained in storage.
    (3) For a liferaft stored indoors, under controlled temperature 
conditions (between 0  deg.C (32  deg.F) and 45  deg.C (113  deg.F)), 
for not more than 12 months from date it was serviced or first packed, 
the expiration date may be extended up to the length of time the 
liferaft remained in storage, if the liferaft is opened, inspected, and 
repacked in a servicing facility approved in accordance with 
Secs. 160.151-49 and 160.151-51. When the liferaft is opened--
    (i) The condition of the inflatable liferaft must be visually 
checked and found to be satisfactory;
    (ii) The inflation cylinders must be checked and weighed in 
accordance with in paragraph (b)(12) of this section;
    (iii) All expired dated survival equipment in the liferaft must be 
replaced; and
    (iv) All undated batteries must be replaced.
    (o) The servicing facility must remove and destroy the Coast Guard 
approval marking on each inflatable liferaft condemned in the course of 
any servicing test or inspection.
    (p) The servicing facility must issue a certificate to the liferaft 
owner or owner's agent for each inflatable liferaft it services. The 
certificate must include--
    (1) The name of the manufacturer of the liferaft;
    (2) The serial number of the liferaft;
    (3) The date of servicing and repacking;
    (4) A record of the fifth-year gas inflation required in paragraph 
(g) of this section, whenever that test is performed;
    (5) A record of the hydrostatic test of each inflation cylinder 
required in paragraph (e) of this section, whenever that test is 
performed;
    (6) A record of any deviation from the procedures of the 
manufacturer's servicing manual authorized by the OCMI in accordance 
with Sec. 160-151-53(d);
    (7) The identification of the servicing facility, including its 
name, address, and the approval code assigned by the Commandant in 
accordance with Sec. 160.151-51;
    (8) The name of the vessel or vessel owner receiving the liferaft, 
if known; and
    (9) The date the liferaft is returned to the owner or owner's 
agent.
    (q) The servicing facility must keep a record of each Coast Guard-
approved inflatable liferaft it services for at least five years, and 
must make those records available to the Coast Guard upon request. The 
servicing records must include--
    (1) The serial number of the liferaft;
    (2) The date of servicing and repacking;
    (3) The identification of any U.S. Coast Guard or third party 
inspector present;
    (4) The name of the vessel or vessel owner receiving the liferaft, 
if known; and
    (5) The date the liferaft is returned to the owner or owner's 
agent.
    (r) The servicing facility must prepare and transmit to the OCMI, 
at least annually, statistics showing the nature and extent of damage 
to and defects found in liferafts during servicing and repair work. The 
servicing facility must notify the OCMI immediately of any critical 
defects it finds which may affect other liferafts.


Sec. 160.151-59  Training and maintenance instructions.

    (a) The manufacturer shall make the training material and 
maintenance instructions available in English, to purchasers of Coast 
Guard-approved inflatable liferafts, to enable vessel operators to meet 
Regulations III/18.2, 19.3, 51, and 52 of SOLAS 74/83.
    (b) The training material required by paragraph (a) of this section 
may be combined with training material for hydrostatic releases or 
launching equipment, and must explain--
    (1) Release of the inflatable liferaft from its stowage position;
    (2) Launching the inflatable liferaft;
    (3) Survival procedures, including instructions for use of 
inflatable liferaft survival equipment; and
    (4) Shipboard installations of the inflatable liferaft.
    (c) In addition to the requirements of paragraphs (a) and (b) of 
this section, training material must also be made available in the form 
of an instruction placard. The instruction placard must be of a size 
not greater than 36 cm (14 in.) by 51 cm (20 in.), made of durable 
material and suitable for display in the vicinity of liferaft 
installations on vessels, providing simple procedures and illustrations 
for launching, inflating, and boarding the liferaft.
    (d) Maintenance instructions must include--
    (1) A checklist for use in monthly external visual inspections of 
the packed liferaft;
    (2) An explanation of the requirements for periodic servicing of 
the liferaft by an approved servicing facility; and
    (3) A log for maintaining records of inspections and maintenance.

    Dated: October 7, 1994.
J.C. Card,
Rear Admiral, U.S. Coast Guard, Chief, Office of Marine Safety, 
Security and Environmental Protection.
[FR Doc. 94-25413 Filed 10-17-94; 8:45 am]
BILLING CODE 4910-14-P