[Federal Register Volume 61, Number 166 (Monday, August 26, 1996)]
[Notices]
[Pages 43804-43807]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 96-21735]
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DEPARTMENT OF TRANSPORTATION
[CGD 95-015]
Limited Service Domestic Voyage Load Lines for Certain River
Barges on Lake Michigan
AGENCY: Coast Guard, DOT.
ACTION: Notice.
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SUMMARY: The Coast Guard is amending its policy regarding the limited
service domestic voyage load line routes for unmanned, river-service,
dry-cargo barges operating on Lake Michigan between Chicago (Calumet
Harbor), Illinois and Milwaukee, Wisconsin, and between Chicago and St.
Joseph, Michigan. This notice also extends the Chicago/St. Joseph route
further north to Muskegon, Michigan. Public comments on this action are
solicited.
DATES: The exemption is effective August 26, 1996. Comments must be
received on or before November 25, 1996.
ADDRESSES: Comments may be mailed to the Executive Secretary, Marine
Safety Council (G-LRA/3406) (CGD 95-015), 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 9:30 a.m. and 2
p.m., Monday through Friday, except Federal holidays. The telephone
number is (202) 267-1477.
The Executive Secretary maintains the public docket for this notice
(CGD 95-015). Comments will become part of this docket and will be
available for inspection or copying at room 3406, U.S. Coast Guard
Headquarters, between 9:30 a.m. and 2 p.m. Monday through Friday,
except Federal holidays.
FOR FURTHER INFORMATION CONTACT:
Mr. Thomas Jordan, Office of Marine Safety and Environmental Protection
(G-MSE-2), U.S. Coast Guard Headquarters, Room 1308. The telephone
number is (202) 267-2988.
SUPPLEMENTARY INFORMATION:
Background
Prior to the establishment of limited service domestic voyage load
line routes on Lake Michigan, cargoes originating at inland river ports
and destined for Lake Michigan ports had to be either transported
overland or, if transported
[[Page 43805]]
by water, had to be transshipped at Chicago (Calumet Harbor) from river
barges to larger vessels with Great Lakes load lines.
In January, 1991, the Port of Milwaukee approached the Coast Guard
to explore the feasibility of establishing a relaxed domestic load line
that would allow river barges to operate along the western shore of
Lake Michigan between Chicago and Milwaukee. Later that year, a barge
company made similar request for an eastern Lake Michigan route between
Chicago and Muskegon, MI. The motivation for these route requests was
economic: river barges offer relatively low coasts per ton-mile to move
cargo. These routes would not only allow cargoes to be delivered to the
Lake ports less expensively, but could also stimulate more economic
activity in the port regions.
However, because river barges are not designed to operate in the
severe weather conditions experienced on the Great Lakes, it was
recognized that such barges could only operate on Lake Michigan during
fair weather periods and only on carefully-selected routes. This
entailed a study of weather conditions and available ports of refuge
along the proposed routes. The American Bureau of Shipping (ABS), the
Coast Guard, and industry worked together on this issue to determine
the appropriate operational restrictions and other requirements that
would allow river barges to safely venture onto Lake Michigan.
On September 21, 1992, the Coast Guard published a notice in the
Federal Register (57 FR 43479) that established a limited service
domestic load line route on western Lake Michigan between Chicago, IL
(Calumet Harbor) and Milwaukee, WI. River barges operating on the route
must have a limited service domestic voyage load line assignment and
comply with certain operating restrictions and conditions. Among the
restrictions are:
--Only dry, non-hazardous cargoes may be carried;
--Minimum barge freeboards are stipulated;
--The tow is limited to no more than three barges;
--The towing vessel must have adequate power for the tow, but not less
than 1,000 horsepower;
--The tow must be within five miles of shore; and
--The voyage can not be undertaken (or must be broken off) if specified
weather conditions are exceeded.
The Coast Guard's safety concerns were satisfied in three ways:
(1) the barges are required to have a load line assignment, which
subjects them to periodic surveys by ABS. This ensures that they are
structurally inspected and maintained in proper condition;
(2) along the route are several ports of refuge where that tow can
quickly reach shelter if weather conditions on the Lake should
deteriorate; and
(3) the barges can only carry dry, non-hazardous cargoes. This
substantially reduces the risk of environmental damage in the event a
barge is lost.
On March 31, 1995, the Coast Guard published a second related
notice in the Federal Register (60 FR 16693), announcing establishment
of another limited service route, this one along the eastern side of
Lake Michigan between Chicago (Calumet Harbor) and St. Joseph, MI
(Benton Harbor). Because of the prevailing weather patterns on that
side of Lake Michigan, the limiting wind conditions for the new eastern
route are different from the western (Chicago/Milwaukee) route;
otherwise, the requirements are the same for both routes. In addition
to establishing the new eastern route, the second notice also imposed a
new requirement for both routes: that the lead barge in the tow must be
rake-ended (as opposed to box-ended). The notice also allows the
initial load line survey of barges less than 10 years old to be
conducted afloat, and prohibits cargo movements between ports on the
two different routes without first entering the river system at Calumet
Harbor.
On September 28, 1995, the Coast Guard published a third related
notice in the Federal Register (60 FR 50234) which revoked the rake-
ended barge requirement that had been imposed by the second notice.
Extension of the Chicago/St. Joseph Route to Muskegon, MI
Extending the route from St. Joseph to Muskegon required some
special considerations, principally because the ports of refuge are
further apart. The Coast Guard, ABS and local barge industry
representatives have satisfactorily worked out some additional
operational requirements to resolve this problem. These are discussed
as follows:
Propulsion power requirements: the towing vessel must have a
minimum horsepower of 1,500 HP (compared to the 1,000 HP minimum for
the other routes). This extra horsepower will provide a margin of speed
and barge-handling capability.
Equipment requirements: the towing vessel must be equipped with two
communication systems (such as radio and cellular phone). It also must
be equipped with emergency towline cutting equipment.
Operational plan: an operational plan must be carried aboard the
towing vessel for ready reference by the master. The operational plan
must include the operational requirements and restrictions of this
notice, the pre-departure inspection and verification requirements, the
names and phone numbers of docking/mooring facilities in the ports of
refuge, and the names and phone numbers of towing companies that can
render assistance to the tow if needed.
Annual Review
The Coast Guard's principal concerns when establishing these
special routes have been for the safety of crew and vessel, and
protections of the environment. In 3\1/2\ years of operation to date,
there have been no casualties.
To ensure a continuing safety record, each year the Coast Guard
will review the program with the towing industry and ABS to determine
if any revisions are necessary.
The Coast Guard may also, at any time, modify, suspend, or even
terminate the exemption provisions if warranted by unusual or
unexpected circumstances.
Environmental Protection
Protection of the Great Lakes environment from the consequences of
a lost barge or its cargo has been an important consideration of the
Coast Guard from the beginning of this program. For that reason,
cargoes on these barges are limited to dry, non-hazardous materials.
Liquid cargoes, even in drums, are not permitted. Therefore, the risk
of environmental damage in the event of a lost barge or cargo is
substantially reduced.
Comments to Previous Notices
Most comments in response to the previous notices on this action
were supportive, principally because of its economic benefits. Several
comments also discussed various safety aspects of river barges
operating on the Great Lakes (structural adequacy, surveys, effects or
cargo shifting, weather conditions, operating in ice conditions, make
up of tow, and ports of refuge) and protection of the environment.
These comments contributed substantially in shaping the final
requirements for the limited service routes.
Changes in this Notice From Previous Notices
In general, this notice incorporates the same requirements
established by the earlier notices. Previously, however,
[[Page 43806]]
requirements applicable to ABS were mixed in with requirements
applicable to towing vessel masters. In this notice, the requirements
have been rearranged into more-appropriate groupings. For example,
requirements that are specifically applicable to ABS are grouped in
Section 2, ``Conditions of Assignment,'' and requirements that are
specifically applicable to towing vessel masters are in Section 3,
``General Operating Requirements'' and Section 4, ``Additional
Requirements for Tows Between St. Joseph, MI, and Muskegon, MI.''
Also, in some instances language has been added to make certain
requirements explicitly clear. For example, the previous notices did
not specifically state that the towing vessel master was responsible
for compliance with the operational restrictions and requirements.
Similarly, the previous notices did not state that the term of the load
line certificate is five years, even though this has been the practice
all along.
Section 4 presents the new requirements associated with the
extended route to Muskegon. These requirements were developed jointly
by the Coast Guard, ABS, and towing industry.
Comment Period
The Coast Guard is allowing 90 days for public comment on this
present notice, and may amend this exemption based on comments
received.
The Coast Guard ultimately plans for these limited service domestic
voyage load line routes to be incorporated in 46 CFR part 45, subpart E
(after existing Sec. 45.177) once sufficient experience has been
gained. To support this future rulemaking action, specific comments are
solicited concerning the environmental and economic aspects of these
limited service routes.
For the reasons set out above the Coast Guard, under 46 U.S.C.
chapter 51 and 46 CFR part 45, amends the exemption announced in the
Federal Register notice of March 31, 1995 (60 FR 16693), as amended by
the notice of September 28, 1995 (60 FR 50234) as follows:
Notice of Exemption: Limited Service Domestic Voyage Load Line Routes
on Lake Michigan; Chicago, IL, to Milwaukee, WI, and Chicago, IL, to
Muskegon, MI
Section 1. General
(a) An unmanned river service dry cargo barge operating on certain
Lake Michigan routes may be exempted from the Great Lakes load line
requirements of 46 CFR part 45 provided instead that it is issued a
limited service domestic voyage load line certificate in accordance
with the requirements of this notice of exemption.
(b) This notice of exemption supersedes the notice published in the
Federal Register on March 31, 1995 (60 FR 16693), as amended by the
notice of September 28, 1995 (60 FR 50234).
(c) The American Bureau of Shipping (ABS Americas) is hereby
authorized to issue limited service domestic load line certificates to
barges meeting the requirements of this notice.
(d) Towing vessel masters are responsible for complying with the
operational restrictions and requirements of this notice.
(e) Load line certificates issued under this notice are valid for
both the Chicago/Milwaukee and the Chicago/Muskegon routes described
herein. Certificates issued under previous notices which only list the
Milwaukee and/or St. Joseph route(s) may be amended upon written
request to ABS Americas.
Section 2. Conditions of Assignment
A barge that meets the following requirements may be issued a
Limited Service Domestic Voyage Load Line Certificate by the American
Bureau of Shipping (ABS):
(a) Only unmanned, river service, dry cargo barges may be issued
this certificate.
(b) The barge must be built and maintained to the minimum
scantlings of the ABS River Rules in effect at the time of
construction. ABS must be provided with evidence of compliance with the
River Rules.
(c) The certificate must limit barge operations to two routes on
Lake Michigan: between Calumet Harbor (Chicago), Illinois and
Milwaukee, Wisconsin; and between Calumet Harbor and Muskegon,
Michigan.
(d) Except in accordance with paragraph (i)(6) below, the term of
the certificate is five years.
(e) The operational restrictions and requirements per Sections 2
and 3 of this notice must appear on the certificate.
(f) The barge length-to-depth ratio cannot exceed 22.
(g) The freeboard assigned to the barge must be at least 24 inches
(610 millimeters). For an open hopper barge, the freeboard combined
with the height of the cargo box coamings must be at least 54 inches
(1,372 millimeters).
(h) An initial load line survey under 46 CFR 42.09-25, and
subsequent annual surveys under 46 CFR 42.09-40, are required.
(i) At the request of the barge owner, the initial load line survey
may be conducted with the barge afloat if the following conditions are
met:
(1) The barge is less than 10 years old.
(2) The draft during the survey does not exceed 15 inches (380
millimeters).
(3) The barge is empty and thoroughly cleaned of all debris,
excessive rust, scale, mud, and liquids.
(4) Gaugings are taken to the extent necessary to verify that the
scantlings are in accordance with approved drawings.
(5) The bottom and side shell plating below the light waterline are
closely examined internally. If the surveyor determines that sufficient
cause exists, the surveyor may require that the barge be drydocked or
hauled out and further external examination conducted.
(6) When the barge reaches 10 years of age or upon the expiration
of its initial load line certificate, whichever occurs first, the barge
must be drydocked or hauled out and examined externally.
Section 3. General Operating Requirements
The following operational restrictions and requirements apply to
all river barge tows on limited domestic service load line routes on
Lake Michigan:
(a) The barges can only be operated on the routes specified on
their load line certificates.
(b) Barges may make cargo stops at intermediate ports along a
route; however, they may not carry cargo directly from a Lake Michigan
port on one route to a Lake Michigan port on the other route without
first entering the river system at Calumet Harbor.
(c) Barges cannot be manned.
(d) Only dry cargoes may be carried (no liquid cargoes, not even in
drums).
(e) Hazardous materials, as defined in 46 CFR part 148 and 49 CFR
chapter 1, subchapter C, may not be carried as cargo.
(f) The maximum number of barges in a tow is three.
(g) The towing vessel must have adequate horsepower to handle the
size of the tow, with a minimum of 1,000 HP for tows to Milwaukee and
St. Joseph (Benton Harbor), and a minimum of 1,500 HP for tows between
St. Joseph and Muskegon.
(h) Pre-Departure Inspection: Before beginning each voyage, the
towing vessel master shall ensure that each barge of the tow meets the
following requirements:
(1) A valid load line certificate is on board.
(2) The barge is not loaded deeper than its load line marks.
[[Page 43807]]
(3) The deck and side shell plating are free of visible holes,
fractures, or serious indentations, as well as damage that would be
considered in excess of normal wear.
(4) The cargo box side and end coamings are watertight.
(5) All manholes are covered and secured watertight.
(6) Precautions have been taken to prevent shifting of cargo.
(i) Weather limitations
(1) Prior to departure, the towing vessel master shall determine
the weather forecast along the planned route (the Marine Weather
Forecast (MAFORS), Lake Weather Broadcasts (LAWEB), or NOAA Weather
Radio), and continue to monitor the forecast during the voyage.
(2) If the wind speed and wave heights are expected to exceed the
limits below at any time during the planned voyage, then the tow may
not leave harbor.
(3) When operating between Chicago and Milwaukee, the limiting
conditions are as follows:
------------------------------------------------------------------------
Continuous
Wind direction velocity Wave height
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NE, E, SE..................... 15 knots......... 4 feet (1.2 m).
N, NW, W, SW, S............... 20 knots......... 4 feet (1.2 m).
------------------------------------------------------------------------
(4) When operating between Chicago and Muskegon, the limiting
conditions are as follows:
------------------------------------------------------------------------
Continuous
Wind direction velocity Wave height
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N, NW, W, SW.................. 15 knots......... 4 feet (1.2 m).
NE, E, SE, S.................. 20 knots......... 4 feet (1.2 m).
------------------------------------------------------------------------
(5) While underway, if the wind speed and wave height exceed the
limits above, then the tow must proceed immediately to the nearest
harbor of safe refuge.
(j) The distance from shore during the course of a voyage may not
exceed 5 nautical miles.
(k) Towing is permitted only if ice conditions are such that
operation of the vessel is not imperiled.
(l) The operational requirements in this section are in addition to
other applicable requirements for operation on the Great Lakes.
Section 4. Additional Requirements for Tows Between St. Joseph, MI, and
Muskegon, MI
This section presents additional operational restrictions and
requirements that apply to towing vessels moving limited service load
line barges on eastern Lake Michigan between St. Joseph and Muskegon.
(a) Operational Plan: Aboard the towing vessel must be an
operational plan that is available for ready reference by the master.
The plan must include the following:
(1) The operational restrictions and requirements per sections 3
and 4 of this notice.
(2) A list of mooring/docking facilities (with phone numbers) in
St. Joseph, Holland, Grand Haven, and Muskegon that can accommodate the
tow.
(3) A list of towing firms (with phone numbers) that have the
capability to render assistance with the tow, if required.
(b) Towing Vessel Requirements: The towing vessel must have power
and equipment as follows:
(1) Sufficient power to handle the tow, but not less than 1,500 HP.
(2) Two independent voice communication systems in operable
condition, such as VHF radio, radiotelephone, cellular phone, etc. At
least two persons aboard the vessel must be capable of using the
communication systems.
(3) Cutting gear that can quickly cut the towline at the towing
vessel, should it became necessary to do so. The cutting gear must be
in operable condition, and appropriate for the type of towline being
used (wire, poly, nylon, etc.). At least two persons aboard the vessel
must be capable of using the cutting gear.
(c) Pre-Departure Verifications
(1) Prior to departing port at Chicago on northbound voyages
destined for ports beyond St. Joseph, the towing vessel master must
contact a mooring/docking facility in St. Joseph, Holland, Grand Rapid,
and Muskegon to verify that sufficient space is available to
accommodate the tow. Similar confirmation must be made for southbound
voyages. The tow cannot venture onto Lake Michigan without confirmed
space available.
(2) The towing vessel master must also contact the dock operator at
the destination port to get an update on local weather conditions.
(d) Log Entries: Prior to getting underway, the towing vessel
master must note in the log book the pre-departure barge inspections,
verification of mooring/docking space availability, and weather
forecast checks were performed.
(e) Training and Planning: This plan should form the basis for
special training for towing vessel masters and crew, particularly barge
handling under adverse weather conditions, use of the towline cutting
gear and communications system, and other emergency precedures.
Dated: August 16, 1996.
J.C. Card,
Rear Admiral, U.S. Coast Guard, Chief, Marine Safety and Environmental
Protection.
[FR Doc. 96-21735 Filed 8-23-96; 8:45 am]
BILLING CODE 4910-14-M