[Federal Register Volume 62, Number 144 (Monday, July 28, 1997)]
[Rules and Regulations]
[Pages 40273-40276]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 97-19780]


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DEPARTMENT OF TRANSPORTATION

Coast Guard

33 CFR Part 165

[CGD 05-96-010]
RIN 2115-AE84


Regulated Navigation Area; Delaware Bay and River, Salem River, 
Christina River, and Schuylkill River

AGENCY: Coast Guard, DOT.

ACTION: Final rule.

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SUMMARY: The Coast Guard is amending its regulations governing a 
regulated navigation area on the Delaware Bay and River. The changes 
extend the current regulated navigation area to include the Salem, 
Christina, and Schuylkill Rivers between Trenton, NJ, and the Delaware 
Breakwater. The changes also establish new regulations governing vessel 
movement within the expanded regulated navigation area. Many of these 
requirements were previously imposed on a case-by-case basis through 
issuance of temporary rules and Captain of the Port Orders. The Coast 
Guard believes these changes will increase public awareness and improve 
navigation safety within the regulated navigation area.

EFFECTIVE DATE: This rule is effective on August 27, 1997.

ADDRESSES: The comments and other materials referred to in this 
preamble are available for inspection or copying at the Marine Safety 
Office Philadelphia, PA during normal working hours between 7:30 a.m. 
and 4 p.m., Monday through Friday, except Federal holidays.

FOR FURTHER INFORMATION CONTACT:
Lt Robert Hennessy, Assistant Chief, Port Operations Department 
(ACPOD), at the Marine Safety Office Philadelphia, PA, or by telephone 
at (215) 271-4883.

SUPPLEMENTARY INFORMATION: 

Regulatory History

    On November 7, 1996, the Coast Guard published a notice of proposed 
rulemaking entitled Regulated Navigation Area; Delaware Bay and River, 
Salem River, Christina River, and Schuylkill River in the Federal 
Register (61 FR 57599). The comment period ended February 5, 1997. The 
Coast Guard received two letters commenting on the proposal. No public 
hearing was requested, and none was held.

Background and Purpose

    This rule is adopted as part of an overall safety program 
implemented by the Captain of the Port, Philadelphia, PA to enhance the 
safe transportation of certain dangerous cargoes in the Captain of the 
Port zone.
    Existing 33 CFR 165.510 established a regulated navigation area for 
the waters of the Delaware Bay and Delaware River south of the Delaware 
Memorial Bridge. It prohibits a vessel with a draft of greater than 55 
feet from entering the regulated navigation area. It also prohibits oil 
transfer operations within the regulated navigation area except within 
specified anchorage grounds or with the authorization of the Captain of 
the Port. This rule expands the regulated navigation area, applies it 
when vessels transit with dangerous cargoes, and imposes operational 
restrictions on vessels operating within the regulated navigation area.
    In the past, the Captain of the Port, Philadelphia, established a 
temporary safety zone whenever a vessel carrying a specified dangerous 
cargo transited the area. The temporary safety zone regulations 
routinely prohibited entry into the waters surrounding the vessel and 
facility without specific permission from the Coast Guard. The COTP 
imposed operating restrictions, similar to the measures contained in 
this final rule, as a condition of entry into the safety zone. The 
temporary rules were often issued on short notice and, as a result, may 
not have been timely published in the Federal Register.
    To avoid the need to issue temporary rules and improve the public's 
knowledge of potential restrictions on navigation, the Coast Guard is 
amending 33 CFR 165.510. Definitions routinely included in the 
temporary rules are included in the final rule. The final rule applies 
to all vessels operating in the regulated navigation area, except 
vessels engaged in law enforcement, servicing aids to navigation, or 
surveying, maintaining or improving the waterways (e.g., dredges and 
survey vessels). The 55-foot draft limitation is retained, but a note 
is added indicating that the project depth of the Delaware River is 40 
feet. Vessel to vessel oil transfer operations, excluding bunkering, 
will continue to be prohibited within the regulated navigation area 
except within designated anchorage grounds or with permission of the 
COTP.
    Both vessels carrying dangerous cargoes and vessels operating in 
the vicinity of vessels carrying dangerous cargoes must comply with 
operational requirements and restrictions. The master, owner, or 
operator of a vessel carrying dangerous cargo must give notice to the 
COTP at least 72 hours before entering or departing the regulated 
navigation area and at least 12 hours before any vessel movement within 
the regulated navigation area. The required notice must include a 
report of the vessel's propulsion and machinery status and, for foreign 
flag vessels, the notice must include any outstanding deficiencies 
identified by the flag state or classification society.
    A vessel carrying dangerous cargo is prohibited from transiting 
within the regulated navigation area if visibility is or is expected to 
be less than two nautical miles. Anchoring is permitted only in an 
emergency or upon COTP approval. Unless the vessel has two separate and 
independent steering control systems with duplicate pilot house 
steering gear controls, the master, owner, or operator is required to 
maintain a manned watch within the steering gear compartment during any 
transit within the regulated navigation area. While at anchor, the 
master, owner, or operator is required to have the engines in a 
condition that full power would be available within five minutes 
whenever sustained winds exceeded 25 knots. If sustained winds reach or 
exceed 40 knots, the vessel's main engines must be on line. Each vessel 
is required to have emergency towing gear rigged while underway, at 
anchor, or moored. Transfer of dangerous cargo is also prohibited while 
a vessel is at anchor or bunkering.
    Operational restrictions are also imposed on vessels operating in 
the vicinity of a vessel carrying dangerous cargo. While a vessel 
carrying dangerous cargo is underway, no vessel is permitted within 500 
yards of either side or within 1000 yards of the bow or stern without 
permission of the COTP. No vessel is allowed within 100 yards of a 
moored or anchored vessel carrying dangerous cargo. Commercial vessels 
attending a vessel carrying dangerous cargo are allowed to transit 
within this area with permission from the master of the vessel carrying 
dangerous cargo. If permitted to enter, the vessel is required to 
maintain a continuous radio guard, operate at a ``no wake'' speed or 
the minimum speed to maintain steerage, and to proceed as otherwise 
directed by the COTP. No vessel is permitted to overtake a vessel 
carrying dangerous cargo unless the overtaking can be completed before 
reaching any bends in the channel and the masters or operators of both 
vessels clearly agree on arrangements for the overtaking.
    Specific restrictions also apply to vessels operating above the C&D 
Canal.

[[Page 40274]]

A vessel carrying dangerous cargo is required to have a tug escort, and 
to the maximum extent possible, vessel masters or operators are 
required to avoid meeting situations on river bends.
    This final rule includes a provision that the COTP will announce 
scheduled movements of vessels carrying dangerous cargoes via Broadcast 
Notices to Mariners. These broadcasts will not only alert the maritime 
public that restrictions will be in effect, but they will also allow 
mariners to plan activities to minimize the impact of the restrictions.

Discussion of Comments and Changes

    Two respondents to the Notice of Proposed Rulemaking provided a 
number of specific comments on the proposed rule. One letter was from a 
company that operates barges which carry dangerous cargoes. The other 
letter was from the operator of a launch service.
    One comment noted that the proposed rule, by incorporating the 
definition of dangerous cargoes provided in 33 CFR 160.203, would 
require barges carrying bulk cargoes listed in Table 1 of 46 CFR part 
153 to adhere to the requirements of the NPRM. The Coast Guard's 
intention in this rulemaking was to establish a permanent rule to 
incorporate requirements previously imposed through issuance of 
temporary rules and Captain of the Port Orders. This rulemaking was not 
intended to expand the scope to apply restrictions to all barges 
carrying cargoes that were not previously subject to case-by-case 
restrictions. Therefore, for the purposes of this part, the definition 
of dangerous cargo excludes those substances listed in Table 1 of 46 
CFR part 153 and referred to in Sec. 160.203(d). Additionally, 
paragraph 510(f) of this rule has been changed to expressly not 
incorporate Table 1 of 46 CFR part 153.
    Proposed Sec. 165.510(b) defined COTP as Captain of the Port 
Philadelphia and any Coast Guard commissioned, warrant, or petty 
officer authorized to act on his or her behalf. One comment asked how 
the public would know that a commissioned, warrant or petty officer had 
been authorized to act on behalf of the COTP. Under existing Coast 
Guard policy, a commissioned, warrant, or petty officer is designated 
in writing to act on behalf of the COTP when he or she completes 
qualification requirements for various positions. A commissioned, 
warrant, or petty officer would not be assigned responsibilities 
onscene if he or she had not been delegated the necessary authority. 
However, if a member of the public has concerns about the authority 
behind a specific request or order, he or she should request 
clarification.
    One comment questioned the exemption in proposed Sec. 165.510(c) 
for vessels engaged in law enforcement, servicing aids to navigation, 
dredging, or surveying, maintaining, or improving waterways. The 
commenter disagreed that law enforcement vessels, vessels servicing 
aids to navigation, and survey vessels within the Regulated Navigation 
Area should be exempt from this rule at all times. Although the Coast 
Guard understands this concern, the final rule has not been changed. 
The exemption applies only to a vessel actually engaged in one of the 
specified activities within the Regulated Navigation Area, and not when 
a vessel is merely transiting. Additionally, the Coast Guard does not 
believe that the hazard to navigation created by a vessel conducting 
surveys or engaged in dredging is such that it should always be 
required to discontinue its operations when a vessel carrying dangerous 
cargo is transiting the area. However, the Coast Guard will closely 
monitor this activity on a case-by-case basis, and may require a vessel 
which poses a particular risk to cease operations and maintain an 
appropriate safe distance. The Coast Guard also believes that nothing 
in this rule relieves any master from the general requirement to 
operate his or her vessel in a prudent manner at all times.
    In Sec. 165.510(d) of the NPRM, the Coast Guard proposed a 
requirement that a vessel with a draft greater than 55 feet obtain 
permission of the Captain of the Port prior to transiting the area 
between the southern boundary of the Regulated Navigation Area and the 
southern span of the Delaware Memorial Bridge. The Coast Guard received 
no comments on this paragraph. The Coast Guard believes, however, that 
the wording in the proposed paragraph is unnecessarily confusing, and 
therefore has changed that wording to more clearly state that a vessel 
with a draft greater than 55 feet may not enter the Regulated 
Navigation Area without obtaining permission of the Captain of the 
Port. Also, in Sec. 165.510(d) of the NPRM, the Coast Guard proposed 
adding a Note stating that the project depth of the Delaware River is 
40 feet. The project depth in parts of the Delaware River, such as 
Newbold Channel is less than 40 feet, however. Therefore, the Coast 
Guard has changed the Note to eliminate possible confusion.
    In Sec. 165.510(e) of the NPRM, the Coast Guard proposed a 
requirement to prohibit oil transfer operations between the southern 
boundary of the RNA and the southern span of the Delaware Memorial 
Bridge except as authorized by the COTP or within the anchorage 
designated in 33 CFR 110.157(a)(1). The Coast Guard received no 
comments on this paragraph; however, after further consideration, the 
Coast Guard believes this requirement is unduly restrictive. As 
written, 165.510(e) prohibits oil transfer operations at fixed 
facilities, as well as all bunkering operations. This paragraph does 
not reflect the Coast Guard's intent to codify the current practice 
achieved through issuance of temporary safety zones. Therefore, the 
Coast Guard is amending Sec. 165.510(e) to more precisely state that 
unless authorized by the COTP, no vessel to vessel oil transfer 
operations, excluding bunkering, may be conducted within the area 
between the southern boundary of the RNA and the southern span of the 
Delaware Memorial Bridge except within the anchorage ground designated 
in 33 CFR 110.157(a)(1).
    In Sec. 165.510(f)(6) of the NPRM, the Coast Guard proposed a 
requirement that a vessel carrying dangerous cargo and anchored within 
the regulated area have its main engines on five-minute standby when 
sustained winds are greater than 25 knots but less than 40 knots, and 
on line when sustained winds reached 40 knots or more. One comment 
suggested modifying this provision to require that engines be on five-
minute standby when sustained winds are greater than 25 knots but less 
than 30 knots, on line when sustained winds are forecast to be greater 
than 30 knots but less than 40 knots, and that the vessel also have a 
pilot embarked and tug alongside whenever sustained winds of greater 
than 40 knots are forecast. The Coast Guard has carefully considered 
this comment, but has not changed the requirement in this final rule. 
The Coast Guard developed the proposed requirement after receiving 
input from the Philadelphia Maritime Advisory Committee and the 
Delaware Bay and River Pilots Association. Mariners must monitor 
weather forecasts in order to take the steps necessary to comply with 
this rule. Most vessels are capable of safely maintaining their 
positions at anchor or maneuvering as needed even if winds are 40 knots 
or greater. The Coast Guard will continue to monitor vessel and weather 
status. If a specific vessel poses a particular threat, the COTP may 
issue a COPT order requiring additional protective measures on a case-
by-case basis. The COTP may also establish a temporary safety zone to 
limit vessel movement if severe weather, such as hurricane conditions, 
is forecast.
    Another comment stated that the requirement in proposed 
Sec. 165.510(g)

[[Page 40275]]

that passing vessels remain 500 yards from the sides and 1,000 yards 
from the bow or stern of a vessel carrying dangerous cargo would 
essentially halt all large commercial traffic during any transit of a 
vessel carrying dangerous cargo in most areas of the regulated area. 
The Coast Guard notes that a vessel may approach closer with COTP 
permission. It is not the Coast Guard's intent to stop all traffic 
within the port. The COTP may permit a vessel to enter within 500 yards 
from the sides and 1,000 yards from the bow or stern of a vessel 
carrying dangerous cargo if the masters or pilots of both vessels have 
coordinated safe passing arrangements. Therefore, the Coast Guard has 
not changed this provision in the final rule.
    In Sec. 165.510(g)(2)(ii) of the NPRM, the Coast Guard proposed a 
requirement that a master, owner, or operator of a vessel given 
permission to come or remain near a vessel carrying dangerous cargo 
under paragraph (g)(1) operate at a ``no wake'' speed or the minimum 
speed needed to maintain steerage, whichever is less. Although no 
comments were received on this paragraph, the Coast Guard believes that 
the wording in the proposed paragraph is unnecessarily confusing and 
could create an unsafe situation in the event that the ``no wake'' 
speed is less than the speed necessary to maintain steerage. Therefore, 
the Coast Guard has eliminated the phrase ``whichever is less'' from 
the final rule.
    Section 165.510(h)(2) of the NPRM proposed additional requirements 
for vessels operating above the C&D Canal. The proposed paragraph 
required that a vessel carrying dangerous cargo and an oncoming vessel 
shall not meet at a relative speed greater than prudent under the 
prevailing weather conditions or 20 knots, whichever is less. The Coast 
Guard did not receive comments on this paragraph; however, upon further 
review, the Coast Guard believes that requiring vessels to maintain a 
relative speed of 20 knots or less is unnecessarily restrictive. The 
Coast Guard believes that basic seamanship and the rules of the road 
should dictate the relative speed of oncoming vessels. Therefore, the 
Coast Guard has eliminated the first clause of Sec. 165.510(h)(2) which 
limits the speed of vessels. As amended, Sec. 165.510(h)(2) will merely 
state that meeting situations shall be avoided on river bends to the 
maximum extent possible.
    A comment also noted that many recreational vessels do not monitor 
marine frequencies. Therefore, recreational boaters may not be aware of 
a Broadcast Notice to Mariners concerning scheduled movements of a 
vessel carrying dangerous cargo and the restrictions imposed by this 
rule. The Coast Guard agrees that many vessels do not monitor Broadcast 
Notices or follow other prudent navigation practices. However, failure 
to do so would not excuse a violation of this rule.

Regulatory Evaluation

    This rule 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 been exempted from review by the Office of Management and Budget 
under that order. It is not significant under the regulatory policies 
and procedures of the Department of Transportation (DOT) (44 FR 11040, 
February 26, 1979). The Coast Guard expects the economic impact of this 
rule to be so minimal that a full Regulatory Evaluation under paragraph 
10e of the regulatory policies and procedures of DOT is unnecessary. 
The practice of establishing a safety zone around a vessel loaded with 
certain dangerous cargoes, notably explosives and Liquefied Petroleum 
Gas, has been in effect for many years. Small and large companies with 
vessels operating in Philadelphia are aware of scheduled transits of 
vessels loaded with dangerous cargoes and adjust their vessel movements 
to minimize any economic impact. These restrictions have been 
implemented on a case-by-case basis in the form of Captain of the Port 
Orders or temporary safety zones for each transit. By establishing a 
permanent rule the Coast Guard will achieve economies in manpower and 
administrative time, provide the Port of Philadelphia with the widest 
dissemination of these precautionary measures, and minimize the 
potential dangers of these movements to the port community. Because 
this regulated navigation area is not expected to unduly impede the 
flow of traffic, the impact of this rule is expected to be minimal, and 
the Coast Guard believes that this rule will have only minimal economic 
impact.

Small Entities

    The Coast Guard considered whether this rule would have a 
significant economic impact on a substantial number of small entities. 
``Small entities'' included (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. This rule merely codifies the Captain 
of the Port's past practices of issuing temporary rules and Captain of 
the Port Orders when vessels carrying certain dangerous cargoes are 
transiting. Because those practices were conducted without adverse 
affects to small entities, the impact of this rule is expected to be 
minimal. Therefore, the Coast Guard certifies under section 605(b) of 
the Regulatory Flexibility Act (5 U.S.C. 601 et seq.) that this rule 
will not have a significant economic impact on a substantial number of 
small entities.

Collection of Information

    This rule contains no collection-of-information requirements under 
the Paperwork Reduction Act (44 U.S.C. 3501 et seq.).

Federalism

    This rule has been analyzed in accordance with the principles and 
criteria contained in Executive Order 12612, and it has been determined 
that it does not have sufficient federalism implications to warrant the 
preparation of a Federalism Assessment.

Environment

    The Coast Guard considered the environmental impact of this rule 
and concluded that under section 2.B.2e.(34) of Commandant Instruction 
M16475.1B (as revised by 61 FR 13563, March 27, 1996), this rule is 
categorically excluded from further environmental documentation. A 
Categorical Exclusion Determination Statement has been prepared and 
placed in the rulemaking docket.

List of Subjects in 33 CFR Part 165

    Harbors, Marine Safety, Navigation (water), Reporting and 
recordkeeping requirements, Security measures, Waterways.

    For the reasons set out in the Preamble, the Coast Guard amends 33 
CFR part 165 as follows:

PART 165--REGULATED NAVIGATION AREAS AND LIMITED ACCESS AREAS

    1. The authority citation for part 165 continues to read as 
follows:

    Authority: 33 U.S.C. 1231; 50 U.S.C. 191; 33 CFR 1.05-1(g), 
6.04-6, and 160.5; 49 CFR 1.46.

    2. Section 165.510 is revised to read as follows:


Sec. 165.510  Delaware Bay and River, Salem River, Christina River and 
Schuylkill River-Regulated Navigation Area.

    (a) Regulated Navigation Area. The following is a Regulated 
Navigation Area: The navigable waters of Delaware Bay and River, Salem 
River, Christina River, and Schuylkill River, in an area

[[Page 40276]]

bounded on the south by a line drawn across the entrance to the 
Delaware Bay between Cape May Light and Harbor of Refuge Light and then 
continuing to the northernmost extremity of Cape Henlopen, and bounded 
on the north by a line drawn across the Delaware River between Trenton, 
NJ and Morrisville, PA along the southern side of the U.S. Route 1 
Bridge.
    (b) Definitions. As used in this section:
    COTP means the Captain of the Port, Philadelphia, PA and any Coast 
Guard commissioned, warrant or petty officer who has been authorized by 
the COTP to act on his or her behalf.
    Dangerous Cargo means those cargoes listed in Sec. 160.203 of this 
chapter when carried in bulk, but does not include cargoes listed in 
Table 1 of 46 CFR part 153.
    Underway means that a vessel is not at anchor, made fast to the 
shore, or aground.
    (c) Applicability. This section applies to any vessel operating 
within the Regulated Navigation Area, including a naval or public 
vessel, except a vessel engaged in:
    (1) Law enforcement;
    (2) Servicing aids to navigation; or
    (3) Surveying, maintaining, or improving waters within the 
Regulated Navigation Area.
    (d) Draft limitation. Unless otherwise authorized by the COTP, no 
vessel with a draft greater than 55 feet may enter this regulated 
navigation area.

    Note: The project depth in many areas of the Regulated 
Navigation Area is less than 55 feet.

    (e) Oil transfer operations. Unless otherwise authorized by the 
COTP, no vessel to vessel oil transfer operations, excluding bunkering, 
may be conducted within the area between the southern boundary of this 
regulated navigation area and the southern span of the Delaware 
Memorial Bridge except within the anchorage ground designated in 
110.157(a)(1) of this chapter.
    (f) Requirements for vessels carrying dangerous cargoes. The 
master, owner, or operator of a vessel carrying a dangerous cargo 
shall:
    (1) Notify the COTP at least 72 hours before the vessel enters or 
departs the regulated navigation area and at least 12 hours before the 
vessel moves within the regulated navigation area. The notice must 
include a report of the vessel's propulsion and machinery status and, 
for foreign flag vessels, the notice must include any outstanding 
deficiencies identified by the vessel's flag state or classification 
society;
    (2) Not enter, get or remain underway within the regulated 
navigation area if visibility is or is expected to be less than two (2) 
miles. If during the transit visibility becomes less than two (2) 
miles, the vessel must seek safe anchorage and notify the COTP 
immediately;
    (3) Not anchor in any area within the regulated navigation area 
unless in times of emergency or with COTP permission;
    (4) Not transfer dangerous cargo while the vessel is at anchor or 
bunkering;
    (5) Maintain a manned watch in the steering compartment whenever 
the vessel is underway within the regulated navigation area unless the 
vessel has two separate and independent steering control systems with 
duplicate pilothouse steering gear control systems which meet the 
requirements of 46 CFR 85.25-55;
    (6) When anchored within the regulated navigation area and:
    (i) Sustained winds are greater than 25 knots but less than 40 
knots, ensure the main engines are ready to provide full power in five 
minutes or less; and
    (ii) Sustained winds are 40 knots or over, ensure that the main 
engines are on line to immediately provide propulsion;
    (7) While moored within the regulated navigation area, ensure that 
at least two wire cable mooring lines (firewarps) are rigged and ready 
for use as emergency towing hookups fore and aft on the outboard side 
of the vessel;
    (8) While underway or anchored within the regulated navigation 
area, ensure that at least two wire cable mooring lines (firewarps) are 
rigged and ready for use as emergency towing hookups fore and aft on 
the vessel; and,
    (9) Proceed as directed by the COTP.
    (g) Requirements for vessels operating in the vicinity of a vessel 
carrying dangerous cargoes. (1) Except for a vessel that is attending a 
vessel carrying dangerous cargo with permission from the master of the 
vessel carrying dangerous cargo or a vessel that is anchored or moored 
at a marina, wharf, or pier, and which remains moored or at anchor, no 
vessel may, without the permission of the COTP:
    (i) Come or remain within 500 yards of the port or starboard side 
or within 1,000 yards of the bow or stern of an underway vessel that is 
carrying dangerous cargo; or
    (ii) Come or remain within 100 yards of a moored or anchored vessel 
carrying dangerous cargo.
    (2) The master, owner, or operator of any vessel receiving 
permission under paragraph (g)(1) of this section shall:
    (i) Maintain a continuous radio guard on VHF-FM channels 13 and 16;
    (ii) Operate at ``no wake'' speed or the minimum speed needed to 
maintain steerage; and
    (iii) Proceed as directed by the COTP.
    (3) No vessel may overtake a vessel carrying dangerous cargoes 
unless the overtaking can be completed before reaching any bend in the 
channel. Before any overtaking, the pilots, masters or operators of 
both the overtaking vessel and the vessel being overtaken must clearly 
agree on the circumstances of the overtaking, including vessel speeds, 
time and location of overtaking.
    (h) Additional restrictions above the C&D Canal. When operating on 
the Delaware River above the C&D Canal:
    (1) A vessel carrying dangerous cargo must be escorted by at least 
one commercial tug; and
    (2) Meeting situations shall be avoided on river bends to the 
maximum extent possible.
    (i) The COTP will issue a Broadcast Notice to Mariners to inform 
the marine community of scheduled vessel movements during which the 
restrictions imposed by paragraphs (g) and (h) of this section will be 
in effect.

    Dated: July 8, 1997.
Roger T. Rupe, Jr.,
Vice Admiral, U.S. Coast Guard Commander, Fifth Coast Guard District.
[FR Doc. 97-19780 Filed 7-25-97; 8:45 am]
BILLING CODE 4910-14-M