[Federal Register Volume 63, Number 233 (Friday, December 4, 1998)]
[Notices]
[Pages 67166-67167]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 98-32223]



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DEPARTMENT OF TRANSPORTATION

Coast Guard
[USCG-1998-4819]


Vessel and Port Control Measures to Address Year 2000 (Y2K)-
Related Problems

AGENCY: Coast Guard, DOT.

ACTION: Request for comments.

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SUMMARY: The Coast Guard requests comments on possible actions and 
control measures to minimize the occurrence and effect of potential 
Year 2000 (Y2K)-related equipment and system malfunctions aboard 
vessels, at port facilities, and at Marine Terminals. Malfunctions and 
failures of date sensitive automation and computer processes can 
potentially halt critical domestic and international maritime 
operations. Possible measures to address this risk include rigorous 
equipment and systems testing on vessels and at facilities, Y2K 
assessments and certification, and closing or restricting access to 
U.S. ports.

DATES: Comments must reach the Docket Management Facility on or before 
March 4, 1999.

ADDRESSES: You may mail your comments to the Docket Management 
Facility, (USCG-1998-4819), U.S. Department of Transportation, room PL-
401, 400 Seventh Street SW., Washington DC 20590-0001, or deliver them 
to room PL-401 on the Plaza level of the Nassif Building at the same 
address between 9 a.m. and 5 p.m., Monday through Friday, except 
Federal holidays. The telephone number is 202-366-9329.
    The Docket Management Facility maintains the public docket for this 
notice. Comments, and documents as indicated in this preamble, will 
become part of this docket and will be available for inspection or 
copying at room PL-401 on the Plaza level of the Nassif Building at the 
same address between 9 a.m. and 5 p.m., Monday through Friday, except 
Federal holidays. You may also access this docket on the Internet at 
http://dms.dot.gov.

FOR FURTHER INFORMATION CONTACT: For questions on this notice, please 
contact Mr. John Hannon, Project Manager, Office of Compliance, 
Commandant (G-MOC-2), U.S. Coast Guard Headquarters, telephone 202-267-
1464. For questions on viewing material in the docket, contact Dorothy 
Walker, Chief, Documentary Services, Department of Transportation, 
telephone 202-366-9329. For questions on Y2K issues, contact the Coast 
Guard at 1-800-368-5647.

SUPPLEMENTARY INFORMATION:

Request for Comments

    The Coast Guard encourages interested persons to respond to this 
notice by submitting written data, views, or arguments. Persons 
submitting comments should include their names and addresses, identify 
the docket number (USCG-1998-4819) and the specific section of this 
notice to which each comment applies, and give the reason for each 
comment. Please submit all comments and attachments in an unbound 
format, no larger than 8\1/2\ by 11 inches, suitable for copying and 
electronic filing to the Docket Management Facility at the address 
under ADDRESSES. If you want acknowledgment of receipt of your 
comments, enclose a stamped, self-addressed postcard or envelope.
    The Coast Guard will open a 90-day comment period for response to 
this notice. To ensure widest dissemination of this notice, the Coast 
Guard will publish a summary article in our Marine Safety Newsletter, 
and post it on our Marine Safety Regulations web site at http://
www.uscg.mil/hq/g-m/regs/current.html.
    The Coast Guard does not plan public meeting(s) concerning this 
notice. You may request a public meeting by writing to the Docket 
Management Facility at the address under ADDRESSES. The request should 
include the reasons why a meeting would be beneficial. If we determine 
that the opportunity for oral presentations will be helpful, we will 
hold a public meeting at a time and place announced by a later notice 
in the Federal Register.

Background and Purpose

    Our society's dependence on automation and computer technology is 
increasing exponentially. The maritime industry incorporates automation 
and computer technology into almost every aspect of its business 
operations. Automation is used for many shipboard systems such as main 
propulsion, boilers, auxiliary systems, power generation, position 
fixing navigation systems, communications, radar, steering systems, 
cargo systems, and bilge/ballast controls. Automation is also used at 
facilities in cranes, on shoreside equipment, and in loading or 
unloading operations. Despite current regulations for equipment and 
systems testing, the potential technological malfunctions associated 
with the year 2000 (Y2K) problem could disrupt maritime operations. To 
counter this potential problem, the Coast Guard is considering using 
existing authority to implement more restrictive control measures to 
ensure port, vessel, facility and environmental safety.
    What is the ``Y2K problem''? The Y2K problem is based on the 
widespread computer industry practice of using 2 digits instead of 4 to 
represent the year in databases, software applications, and hardware 
microchips. Certain systems will face difficulty in the year 2000 when 
that year is represented as ``00.'' Unable to differentiate ``00'' from 
the year 1900, computer programs and systems aboard ships and at port 
facilities could malfunction or completely shut down.
    How could the Y2K problem potentially affect the maritime industry? 
Computer programs for engine automation systems that monitor the time 
between required engine maintenance are a good example of the Y2K 
problem. If these programs misread ``00'' as the year 1900 instead of 
2000, they may interpret that 100 years has passed since the last 
engine maintenance was performed and respond by shutting down systems 
to avert damage to the engine. Temporary loss of main engine operation 
at sea on a calm day with no other ships in sight may only prove 
inconvenient. However, the unexpected loss of a ship's propulsion in a 
narrow or crowded waterway could result in a serious casualty. 
Facilities and marine terminals are also at risk from Y2K-related 
problems. Systems that use time as a function of measurement such as 
fire detection systems, cargo tracking software, process flow controls 
(oil, gas, and chemical), temperature controls and alarms are most 
vulnerable. For example, system sensors could cause an automatic 
shutdown response that could in turn trigger some other fail-safe 
response down stream. In such a case, a release of hazardous materials 
could occur when overpressure safeguards react to the sudden closure of 
a valve against the flow of gas or liquid.
    How will the Coast Guard address potential Y2K-related problems? 
Existing Coast Guard regulations include requirements for commercial 
vessel operators to conduct periodic equipment and systems tests, as 
well as inspections of safety, navigation and pollution prevention 
equipment and systems. For example, Title 33 Code of Federal 
Regulations (CFR) part 164 requires certain vessels to conduct arrival 
and departure tests to ensure the proper operation of vital navigation 
equipment and systems. Title 33 CFR 156.170(c)(5) requires similar 
testing for facilities to ensure operating or indicating equipment 
properly perform their intended functions. Such tests help detect 
malfunctions or failures of

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equipment and systems regardless of the cause.
    Other existing regulations give the Coast Guard broad authority to 
control operations in the event of hazardous circumstances. For 
example, 33 CFR part 160, subpart B, allows District Commanders and 
Captains of the Port to control vessel and waterfront facility 
operations to ensure safety and environmental protection.
    We do not plan to address Y2K issues through new regulations. 
Rather, our goal is to use existing authority to respond to Y2K risks 
with a sufficient level of control to prevent casualties.
    Y2K problems are unique and harder to detect than mechanical 
failures. Rigorous testing and inspections are critical elements to 
help detect problems. However, rigorous testing may not disclose all 
problems. Recent experience with Y2K testing indicates that tests 
conducted without manually advancing internal clocks in systems to the 
year 2000 are ineffective. From now until June 2000, it is critically 
important that vessel and facility operators conduct thorough 
operational tests and inspections. Officers in Charge of Marine 
Inspection (OCMIs) and Captains of the Port (COTPs) will ensure 
compliance with existing testing and inspection requirements during 
boardings and inspections.
    OCMIs and COTPs may also take all necessary action as authorized 
under 33 CFR part 160, subpart B, to restrict or control the movement 
of vessels and operation of waterfront facilities experiencing 
equipment or system malfunctions or failures posing safety or 
environmental hazards. This reactive approach is consistent with 
current Coast Guard policy. However, as part of contingency planning 
efforts, we are considering implementing more restrictive vessel and 
facility operating controls during peak Y2K risk periods. For example, 
a COTP could require vessel movement controls such as tug escorts for 
certain vessels, prohibit loading and unloading operations, or close or 
restrict access to a port for a period of time. We are very interested 
in your feedback regarding what level of control we should exert over 
vessels and port facilities to minimize or eliminate Y2K-related 
casualties.
    What are maritime organizations and agencies doing to address the 
Y2K problem? The International Maritime Organization (IMO) published 
two Circulars that address Y2K issues: Marine Safety Committee (MSC) 
Circular 804 entitled ``Impact of the Year 2000 on Software Systems,'' 
and MSC circular 868 entitled ``Addressing the Year 2000 Problem.'' 
These circulars are available for inspection in the docket (USCG-1998-
4819) at the address under ADDRESSES or on the Internet at http://
dms.dot.gov. Both circulars contain advisory information to increase 
awareness of the potential programming malfunctions associated with 
date sensitivity and the possible effects on shipboard computers, 
automation and system controls. The IMO circulars also invite member 
governments to bring the Y2K problem to the attention of the maritime 
community.
    In keeping with IMO's initiative, we are taking active steps to 
increase Y2K awareness in the maritime industry. The goal is to 
encourage owners and operators to evaluate each ship and facility to 
ensure that shipboard systems and system applications function properly 
in the year 2000.
    The Coast Guard's outreach and coordination efforts include:
    1. Distributing an informational brochure on maritime-related Y2K 
issues during vessel boardings and facility inspections;
    2. Maintaining a toll free number (1-800-368-5647) for questions on 
the Y2K problem;
    3. Maintaining and continually updating the Marine Safety Program's 
Y2K web site (www.uscg.mil/hq/g-m/Y2k.htm) with current Y2K 
information;
    4. Sponsoring and attending industry gatherings to explain our Y2K 
concerns and listening to industry responses; and
    5. Publishing the Coast Guard's Y2K enforcement policy in a later 
notice in the Federal Register.
    What can the maritime industry do to help? Industry members are 
encouraged to assess applicable programs and systems as soon as 
possible to identify and correct any potential Y2K problems. Conducting 
assessments now may prevent casualties and potential operational 
shutdowns later.
    You can also help by providing any information and supporting data 
that would help us evaluate the magnitude of the Y2K threat and the 
associated risk of malfunction for individual systems, vessels, 
waterfront facilities, and other maritime areas. In addition, it is 
extremely important to share relevant Y2K information with other ports, 
owners, and operators.
    Finally, we need your help in answering the following questions, 
although comments on other issues addressed in this document are also 
welcome. In responding to a question, please explain your reasons for 
each answer, and follow the instructions under Request for Comments 
above.
    1. Can the equipment and systems tests required under current 
regulations detect Y2K-related problems? Will aggressive application 
and enforcement of these regulations sufficiently minimize or eliminate 
Y2K-related problems?
    2. What specific standards or requirements should industry use for 
Y2K assessments? Are these standards reliable?
    3. Should the Coast Guard exempt vessels and facilities that can 
provide evidence of correcting any Y2K problems from any Y2K-related 
port movement or operational controls?
    4. Should the Coast Guard accept Y2K compliance certification from 
a third party such as a class society, insurance company, government, 
or technology company as proof of having corrected Y2K problems? If so, 
who?
    5. Given the diverse characteristics of individual ports, should 
the local Captain of the Port or District Commander determine the level 
of Y2K controls to impose in the port area, if any? Will having 
different requirements in each port create confusion? Should the Coast 
Guard implement a uniform national program? Should there be national 
Y2K control standards supplemented with some limited local authority?
    6. Who should the Coast Guard coordinate with at the local level in 
developing Y2K contingency measures? Local governments? Citizen groups? 
Industry?
    7. Should the Coast Guard consider suspending all port operations 
for a period of time? If so, for how long?
    8. If the Coast Guard does impose Y2K-related port and vessel 
controls, short of a port shutdown, what additional safety measures 
should we require? For example, we could require tug escorts, 
additional manning, emergency steering and anchoring teams on watch, 
manual backups for all critical automated systems, and crew drills.
    9. Should vessels required to comply with the International Safety 
Management (ISM) Code include Y2K contingencies in their Safety 
Management System?
    10. Are there any other potential Y2K-related issues that could 
affect maritime operations (such as potential problems with 
communications systems)?

    Dated: November 27, 1998.
Joseph J. Angelo,
Acting Assistant Commandant for Marine Safety and Environmental 
Protection.
[FR Doc. 98-32223 Filed 12-3-98; 8:45 am]
BILLING CODE 4910-15-U