JULY 2017 • FOGHORN 31 SAFETYMATTERS (a) Endorsements as master and mate of vessels of less than 1,600 GRT are issued in the following tonnage cat- egories: (1) Less than 1,600 GRT. (2) Less than 500 GRT. (3) Between 25 and 200 GRT in 50-ton increments and with appropriate mode of propulsion such as self-pro- pelled, sail, or auxiliary sail. The above regulatory changes corrected a long-standing issue with “100 ton” Masters by aligning the cre- dential endorsement with the defini- tion of Small Passenger Vessel and Passenger Vessel. Small Passenger Vessels by definition, and in the title of Subchapters K and T, are under 100 gross (registered) tons. Passenger Vessels, subject to inspection under Subchapter H, are 100 gross registered tons or more. Regarding 1600 ton and 500 ton endorsements, the change was to align with STCW tonnage limits according to Mr. Luke Harden with the Coast Guard’s Office of Mariner Credentialing. The Impact Before the implementation of these revised regulations, a Master’s licenses would read “Master of Steam or Motor Vessels of Not More than 100 Gross Registered Tons (Domestic Tonnage)…” and provide a designa- tion of what waters the mariner was endorsed to operate upon (Inland, Near Coastal, etc.). Now, as per the above regulatory reference, the same en- dorsement would read “Master of Self Propelled Vessels of not more than 100 Gross Registered Tons…” and include the waters designation. Note that the mode of propulsion is not included anymore and the only additional en- dorsement under propulsion mode would be the inclusion of Auxiliary Sail. So deck officers with national en- dorsements of 1600 gross registered tons or less have effectively lost one gross ton on their Merchant Mariner Credential. But what is the real impact? According to Coast Guard records, there are no 1600 gross registered ton vessels, and I assume there are no 500 or 100 gross registered ton vessels. Designers and naval architects use every tool in the regulatory tonnage arsenal to get under tonnage thresh- olds, especially the 100 ton limit. The difference in construction, arrange- ment, manning and equipment require- ments between a K or T vessel and an H vessel is so dramatic that tonnage mistakes get people fired. That said, if there is a 1600 or 500 gross registered ton vessel out there, the Coast Guard has provisions to grandfather mariners who have operated those vessels under creden- tials with the previous endorsements. The bottom line here is that there was a change, but it has no practical impact, so no need to be concerned. n