[Federal Register Volume 64, Number 116 (Thursday, June 17, 1999)]
[Proposed Rules]
[Pages 32451-32457]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 99-15139]
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DEPARTMENT OF TRANSPORTATION
Coast Guard
33 CFR Part 167
[USCG-1999-5700]
RIN 2115-AF84
Traffic Separation Schemes: Off San Francisco, in the Santa
Barbara Channel, in the Approaches to Los Angeles-Long Beach,
California
AGENCY: Coast Guard, DOT.
ACTION: Notice of proposed rulemaking.
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SUMMARY: The Coast Guard proposes amending the existing Traffic
Separation Scheme (TSS) off San Francisco and the TSS in the Santa
Barbara Channel. The proposed amendments are adopted by the
International Maritime Organization and have been validated by several
recent vessel routing studies. Once implemented, the amended TSSs would
route commercial vessels farther offshore, providing an extra margin of
safety and environmental protection in the Monterey Bay National Marine
Sanctuary and adjacent waters. Additionally, this proposed rulemaking
would incorporate descriptions of these TSSs, as well as a description
of the existing TSS in the approaches to Los Angeles-Long Beach, into
the Code of Federal Regulations.
DATES: Comments and related materials must reach the Docket Management
Facility on or before August 16, 1999.
ADDRESSES: To make sure your comments and related material are not
entered more than once in the docket, please submit them by only one of
the following means:
(1) By mail to the Docket Management Facility, (USCG-1999-5700),
U.S. Department of Transportation, room PL-401, 400 Seventh Street SW.,
Washington, DC 20590-0001.
(2) By hand delivery to room PL-401 on the Plaza level of the
Nassif Building, 400 Seventh Street SW., Washington, DC, between 9 a.m.
and 5 p.m., Monday through Friday, except Federal holidays. The
telephone number is 202-366-9329.
[[Page 32452]]
(3) By fax to Docket Management Facility at 202-493-2251.
(4) Electronically through the Web Site for the Docket Management
System at http://dms.dot.gov.
The Docket Management Facility maintains the public docket for this
rulemaking. Comments and material received from the public, as well as
documents indicated in this preamble as being available in this docket,
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 can also find this docket on the Internet at
http://dms.dot.gov.
FOR FURTHER INFORMATION CONTACT: For questions on this proposed rule,
call the Project Officer, Lieutenant Commander Brian Tetreault, Vessel
Traffic Management Officer, Eleventh Coast Guard District at Building
50-6, Coast Guard Island, Alameda, California 94501, telephone 510-437-
2951; Mike Van Houten, Aids to Navigation Section Chief, Eleventh Coast
Guard District, telephone 510-437-2968; or Project Manager, Barbara
Marx, Coast Guard, Office of Vessel Traffic Management (G-MOV), at 202-
267-0574. For questions on viewing or submitting material to the
docket, call Dorothy Walker, Chief, Dockets, Department of
Transportation, telephone 202-366-9329.
SUPPLEMENTARY INFORMATION:
Request for Comments
The Coast Guard encourages you to participate in this rulemaking by
submitting comments and related material. If you do so, please include
your name and address, identify the docket number for this rulemaking
(USCG-1999-5700), indicate the specific section of this document to
which each comment applies, and give the reason for each comment. You
may submit your comments and material by mail, hand delivery, fax, or
electronic means to the Docket Management Facility at the address under
ADDRESSES; but please submit your comments and material by only one
means. If you submit them by mail or hand delivery, submit them in an
unbound format, no larger than 8\1/2\ by 11 inches, suitable for
copying and electronic filing. If you submit them by mail and would
like to know they reached the Facility, please enclose a stamped, self-
addressed postcard or envelope. We will consider all comments and
material received during the comment period. We may change this
proposed rule in view of the comments.
Public Meeting
We do not now plan to hold a public meeting. But you may request
one by submitting a request to the Docket Management Facility at the
address under ADDRESSES explaining why one would be beneficial. If we
determine that one would aid this rulemaking, we will hold one at a
time and place announced by a later notice in the Federal Register.
Background and Purpose
A traffic separation scheme (TSS) is an internationally recognized
routing measure used to minimize the risk of collision by separating
vessels, by means of traffic lanes, into opposing streams of traffic.
The International Maritime Organization (IMO) must adopt a TSS for it
to be internationally recognized. IMO adopts TSSs only if a proposed
TSS complies with IMO principles and guidelines on ship routing.
Vessels are not required to use TSSs; but, if they do so and the TSSs
are IMO-adopted, they must comply with Rule 10 of the International
Regulations for Preventing Collisions at Sea, 1972 (72 COLREGS). Rule
10 requires vessels using an IMO-adopted TSS to proceed in the
appropriate traffic lane and to follow the general traffic flow for
that lane. It also prohibits vessels from entering a separation zone or
crossing a separation line. Fishing vessels are allowed some latitude
to operate in the separation zone, but they must not impede the passage
of any vessel following a traffic lane.
The Ports and Waterways Safety Act (33 U.S.C. 1221-1232) (PWSA)
authorizes the Coast Guard (by authority delegated from the Secretary
of Transportation) to establish TSSs, where necessary, to provide safe
access routes for vessels proceeding to or from U.S. ports. Before
implementing new TSSs or modifying existing TSSs, we must conduct a
port access route study. Through the study process, we consult with
affected parties to reconcile the need for safe access routes with the
need to accommodate other reasonable uses of the waterway, such as oil
and gas exploration, deepwater port construction, establishment of
marine sanctuaries, and recreational and commercial fishing. If a study
recommends a new or modified TSS, the U.S. requests IMO adoption of the
proposed routing measure. After IMO adoption, we must initiate a
rulemaking implementing the adopted routing measures. Once a TSS is
established, the right of navigation is considered paramount within the
TSS.
Existing California TSSs. There are three internationally adopted
TSSs off the coast of California. They are reflected on National
Oceanic and Atmospheric Administration (NOAA) nautical charts. They are
the--
1. TSS off San Francisco--a three-pronged TSS in the approaches to
San Francisco Bay adopted by IMO in 1968;
2. TSS in the Santa Barbara Channel--a TSS through the Santa
Barbara Channel adopted by IMO in 1969; and
3. TSS in the approaches to Los Angeles-Long Beach--a two-pronged
TSS in the approach to Los Angeles-Long Beach adopted by IMO in 1975
that abuts the Santa Barbara Channel TSS.
IMO-adopted Amendments to the TSSs. Consistent with the PWSA, we
initiated a port access route study of the California coast in 1979.
Study results were published in the early to mid 1980's. The study
evaluated potential traffic density patterns, waterways use conflicts,
and the need for safe access routes in offshore areas. The study
recommended several improvement measures, including amendments to the
existing TSSs. Based on these recommendations, the U.S. requested and
received IMO adoption of the following amendments, as reflected in
``Ships Routeing,'' Sixth Edition 1991, International Maritime
Organization.
1. In 1985, IMO adopted an 18-mile westward extension of the
northwest end of the TSS in the Santa Barbara Channel. The extension
was designed to increase safety of transit through oil exploration and
development zones and encourage coastwise transits at greater distances
from shore, reducing the risk of allisions and groundings. One of IMO's
conditions of adoption was the installation of a radar beacon (RACON)
on Platform Harvest to alert mariners of the structure. We installed
the RACON and a white light that flashes once every ten seconds with a
nominal range of 17 nautical miles in January of 1991.
2. In 1990, IMO adopted an amendment that rotated the southern
approach lane of the TSS off San Francisco westward (seaward) to
provide a true north-south alignment. Shifting the southern approach to
the west would encourage vessels in this area to transit farther
offshore when entering or departing San Francisco Bay from or to the
south.
Previous Rulemaking. In 1989, we published a notice of proposed
rulemaking (NPRM) entitled ``Traffic Separation Schemes and Shipping
Safety Fairways Off the Coast of California'' (CGD 83-032; 54 FR
18258). The NPRM proposed implementing several IMO-adopted
modifications to
[[Page 32453]]
the existing TSSs and establishing a shipping safety fairway along the
California coast. We elected to postpone implementation of the IMO-
adopted TSS amendments until the studies on the Monterey Bay National
Marine Sanctuary (MBNMS) and on oil tanker routing along the California
coast (the ``Tanker Free Zone'' study mandated by the Oil Pollution Act
of 1990) were complete.
Monterey Bay National Marine Sanctuary (MBNMS) Issues. In 1992,
Congress established the MBNMS in recognition of the area's
environmental importance and its unique, sensitive, and abundant bio-
diversity. The MBNMS is also located in an area of critical importance
to maritime commerce. Vessel traffic within the MBNMS was a major
concern raised during the Sanctuary designation. Although the spill
history in the region shows a small number of spills, many consider the
environmental risk significant given the number and volume of vessels
transiting in the area and the potential size of a spill and the unique
resources at risk.
As part of the MBNMS designation, Congress directed the Secretaries
of Commerce and Transportation to evaluate potential threats from
spills of oil or other hazardous materials to MBNMS resources and
identify possible ways to reduce those threats. To help complete this
tasking, the Coast Guard and NOAA established the Monterey Bay Panel of
the Navigation Safety Advisory Council (NAVSAC). The panel was made up
of key stakeholders (industry, non-governmental organizations and
government agencies) and was tasked with reviewing existing practices
and hazards and recommending improvement strategies. The panel relied
on extensive public involvement to help complete its task and held
public workshops in June of 1998.
The Coast Guard and NOAA published the panel's final report,
``Monterey Bay National Marine Sanctuary Vessel Management,'' in
October 1998. The report recommended implementing the IMO-adopted
amendments to the TSSs off San Francisco and in the Santa Barbara
Channel. A copy of this report is included in the public docket (See
ADDRESSES).
Recent Port Access Route Study. From 1993 through 1996, we
conducted a port access route study to analyze vessel routing measures
in the approaches to California ports. The study considered the results
and findings of several related studies. We published the study results
in the Federal Register on October 25, 1996 (61 FR 55248).
The study recommended shifting the southern approach lanes of the
existing TSS off San Francisco westward (seaward) and extending the
existing TSS in the Santa Barbara Channel from Point Conception to
Point Arguello. These findings validated the IMO-adopted amendments we
are proposing in this rulemaking. The study concluded that no changes
to the TSS in the approaches to Los Angeles-Long Beach were necessary
at the time.
Los Angeles-Long Beach Port Access Route Study. In 1995, the Ports
of Los Angeles and Long Beach initiated major port improvement
projects. They will complete these projects by early 2000. We are
currently conducting a study of port access routes for the approaches
to Los Angeles and Long Beach (notice of study published on March 11,
1999, 64 FR 12139). The study will evaluate potential effects of these
recent port improvement projects on navigational safety and vessel
traffic management efficiency. We may recommend changes to the existing
TSS as a result of the study. Any recommended changes would require
adoption by IMO before domestic implementation. Since it may take years
to implement any changes to the TSS in the approaches to Los Angeles-
Long Beach, it is practical to codify the existing TSS now.
Discussion of Proposed Rule
This rulemaking would implement IMO-adopted amendments to the TSSs
off San Francisco and in the Santa Barbara Channel (adopted in 1990 and
1985 respectively) reflected in ``Ships Routeing,'' Sixth Edition 1991,
International Maritime Organization. These changes have not been
implemented domestically because we were awaiting the completion of
studies analyzing the effects of oil tanker routing along the
California coastline and the risks of vessel transits through the
Monterey Bay National Marine Sanctuary. The proposed amendments to the
TSSs off San Francisco and in the Santa Barbara Channel would--
a. Shift the southern leg of the TSS off San Francisco westward to
provide a true north/south alignment; and
b. Extend the existing TSS in the Santa Barbara Channel 18 nautical
miles beyond Point Conception.
The modifications to the existing TSSs off San Francisco and in the
Santa Barbara Channel would encourage vessels to transit further
offshore when entering or departing the southern approach lanes of the
TSS off San Francisco or the northwestern end of the TSS in the Santa
Barbara Channel.
Additionally, this proposed rulemaking would incorporate these
TSSs, as well as the existing TSS in the approaches to Los Angeles-Long
Beach, into Title 33 part 167 of the Code of Federal Regulations. It
also proposes adding the IMO definition of ``area to be avoided'' to
the list of definitions in 33 CFR 167.5.
TSS off San Francisco. We propose amending the TSS as currently
charted on NOAA nautical charts by rotating the southern approach lanes
of the charted TSS westward (seaward) to provide a true north/south
alignment.
Currently, vessels entering or departing San Francisco Bay via the
southern approach lanes of the TSS pass within 3 nautical miles of the
closest point of land (just south of Point Montara). By shifting the
approach lanes west (seaward), vessels would transit farther offshore
when entering or departing San Francisco Bay, increasing the closest
point from land to approximately 6 nautical miles. This increased
distance provides an added margin of safety for vessels experiencing a
loss of power or steering and provides more time for response vessels
to reach a disabled vessel before it drifts ashore.
Furthermore, the shift would help eliminate conflicts between large
commercial vessels and the concentrated fleets of fishing vessels
operating closer to shore. Finally, the shift would ``line up'' the
southern leg of the TSS with the proposed amended TSS in the Santa
Barbara Channel.
TSS in the Santa Barbara Channel. We propose amending the TSS as
currently charted on NOAA nautical charts by extending the northwestern
leg of the TSS 18 nautical miles westward.
Currently, vessels departing the northwestern end of the TSS in the
Santa Barbara Channel near Point Conception come in close proximity to
the offshore oil platforms Hidalgo, Harvest, and Hermosa. Extending the
TSS westward would route vessels farther away from these oil platforms
and Point Conception, decreasing the risk of allisions and groundings.
Further, it will provide an increased margin of safety in light of
anticipated future development in this area. In January of 1991, we
installed a radar beacon (RACON) and a white light that flashes once
every ten seconds with a nominal range of 17 nautical miles on Platform
Harvest to comply with IMO's conditions outlined in the 1985 adoption
for the Santa Barbara Channel extension.
Codification of TSSs off San Francisco, in the Santa Barbara
Channel, and in the approaches to Los
[[Page 32454]]
Angeles-Long Beach and Precautionary Areas. We propose adopting the
TSSs and associated precautionary areas off San Francisco, in the Santa
Barbara Channel, and in the approaches to Los Angeles-Long Beach
published in ``Ships Routeing,'' Sixth Edition 1991, International
Maritime Organization, and incorporating them into 33 CFR part 167. The
IMO coordinates for the TSSs and precautionary areas are consistent
with current NOAA nautical charts, except for an error in the northern
leg of the TSS off San Francisco.
When the NOAA charts are reprinted, they should accurately reflect
the coordinates adopted by IMO for the northern leg of the TSS,
providing greater clearance from Point Reyes and increasing the safety
of navigation.
Regulatory Evaluation
This proposed 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 not been reviewed 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).
We expect the economic impact of this proposed rule to be so
minimal that a full Regulatory Evaluation under paragraph 10e of the
regulatory policies and procedures of DOT is unnecessary. The costs and
benefits of this proposed rulemaking are summarized below.
Costs
The proposed amendments to the TSS in the Santa Barbara Channel and
the TSS off San Francisco would result in a slight increase in transit
times and operating costs for vessels using the TSSs. Most of the
vessels using the TSS are large commercial vessels such as
containerships. The northbound transit distance through the TSSs will
increase by 2.4 nautical miles (nm) and the southbound transit distance
will increase by 4.1 nautical miles (nm). The time per transit would
increase by approximately 8 minutes (.14 hours) northbound and 14
minutes (.23 hours) southbound. This corresponds to northbound 219.43
(1 hour/17.5 nm x 2.4 nm x 1600 transits/year) and southbound
374.86 (1 hour/17.5 nm x 4.1 nm x 1600 transits per year)
additional hours per year. Assuming a fuel cost of approximately $600
per hour, the estimated increase in costs for industry would be
$356,574 per year ((219.43 hours + 374.86 hours) x $600/hour).
Vessel operators would incur the minimal cost of plotting new
coordinates on their existing charts or purchasing updated charts, when
available.
Benefits
Amendments to the TSS in the Santa Barbara Channel. Currently,
vessels departing the northwestern end of the TSS near Point Conception
come in close proximity to several oil platforms. The proposed 18-mile
extension of the TSS would route vessels farther away from these oil
platforms and Point Conception, decreasing the risk of allisions and
groundings.
Allisions and groundings could result in injuries, pollution, and
property damage. Furthermore, the proposed extension will provide an
increased margin of safety in light of anticipated future development
in this area.
Amendments to the TSS off San Francisco. Currently, vessels
entering or departing San Francisco Bay via the southern approach lane
of the TSS pass within 3 nautical miles of the closest point of land.
The proposed westward shift of the approach lanes would result in
vessels transiting farther offshore when entering or departing San
Francisco Bay, increasing the closest point from land to approximately
6 nautical miles. This increased distance provides an added margin of
safety for vessels experiencing casualties (e.g. loss of power or
steering) and provides more time for response vessels to reach a
disabled vessel before it drifts ashore. The proposed shift would also
help eliminate conflicts between large commercial vessels and the
fleets of fishing vessels operating closer to shore. As a result, the
proposed rule should reduce the risk of collisions and groundings and
resulting injuries, pollution, and property damage.
Small Entities
Under the Regulatory Flexibility Act (5 U.S.C. 601-612), we
considered whether this proposed rule would have a significant economic
impact on a substantial number of small entities. The term ``small
entities'' comprises small businesses, not-for-profit organizations
that are independently owned and operated and are not dominant in their
fields, and governmental jurisdictions with populations of less than
50,000.
This proposed rule should have a minimal economic impact on vessels
operated by small entities. The proposal amends two existing TSSs. This
action improves safety for vessels using the TSSs by reducing the risk
of collisions, allisions, and groundings. Vessels transiting the TSS in
the Santa Barbara Channel will have to transit an additional 2 to 4
nautical miles per trip, depending on the direction traveled. This
additional transit distance results in increased vessel operating costs
ranging from approximately $80 to $140 per trip. Most of the vessels
that will incur these additional costs are large commercial vessels
such as containerships. For these vessels, an additional $80 to $140
per trip represents an insignificant increase in voyage expenses.
Therefore, the Coast Guard certifies under 5 U.S.C. 605(b) that
this proposed rule would not have a significant economic impact on a
substantial number of small entities. If you think that your business,
organization, or governmental jurisdiction qualifies as a small entity
and that this rule would have a significant economic impact on it,
please submit a comment to the Docket Management Facility at the
address under ADDRESSES. In your comment, explain why you think it
qualifies and how and to what degree this rule would economically
affect it.
Assistance for Small Entities
Under section 213(a) of the Small Business Regulatory Enforcement
Fairness Act of 1996 (Pub. L. 104-121), we want to assist small
entities in understanding this proposed rule so that they can better
evaluate its effects on them and participate in the rulemaking. If the
proposed rule would affect your small business, organization, or
governmental jurisdiction and you have questions concerning its
provisions or options for compliance, please consult Ms. Barbara Marx,
Coast Guard, Marine Transportation Specialist, at 202-267-0574.
Small businesses may send comments on the actions of Federal
employees who enforce, or otherwise determine compliance with, Federal
regulations to the Small Business and Agriculture Regulatory
Enforcement Ombudsman and the Regional Small Business Regulatory
Fairness Boards. The Ombudsman evaluates these actions annually and
rates each agency's responsiveness to small business. If you wish to
comment on actions by employees of the Coast Guard, call 1-888-REG-FAIR
(1-888-734-3247).
Collection of Information
This proposed rule would call for no new collection of information
under the Paperwork Reduction Act of 1995 (44 U.S.C. 3501-3520).
[[Page 32455]]
Federalism
We have analyzed this proposed rule under E.O. 12612 and have
determined that this rule does not have sufficient implications for
federalism to warrant the preparation of a Federalism Assessment.
Unfunded Mandates
The Unfunded Mandates Reform Act of 1995 (2 U.S.C. 1531-1538) and
E.O. 12875, Enhancing the Intergovernmental Partnership, (58 FR 58093;
October 28, 1993) govern the issuance of Federal regulations that
require unfunded mandates. An unfunded mandate is a regulation that
requires a State, local, or tribal government or the private sector to
incur direct costs without the Federal Government's having first
provided the funds to pay those costs. This proposed rule would not
impose an unfunded mandate.
Taking of Private Property
This proposed rule would not effect a taking of private property or
otherwise have taking implications under E.O. 12630, Governmental
Actions and Interference with Constitutionally Protected Property
Rights.
Civil Justice Reform
This proposed rule meets applicable standards in sections 3(a) and
3(b)(2) of E.O. 12988, Civil Justice Reform, to minimize litigation,
eliminate ambiguity, and reduce burden.
Protection of Children
We have analyzed this proposed rule under E.O. 13045, Protection of
Children from Environmental Health Risks and Safety Risks. This rule is
not an economically significant rule and does not concern an
environmental risk to health or risk to safety that may
disproportionately affect children.
Environment
We considered the environmental impact of this proposed rule and
concluded that, under figure 2-1, paragraph (34)(I) of Commandant
Instruction M16475.lC, it is categorically excluded from further
environmental documentation. This rule proposes adjusting two existing
traffic separation schemes. These adjustments would enhance safety in
the Monterey Bay National Marine Sanctuary and adjacent waters by
allowing additional response time for a vessel that is adrift thus
preventing groundings, and by routing vessels away from sensitive
areas. A ``Categorical Exclusion Determination'' is available in the
docket where indicated under ADDRESSES.
List of Subjects in 33 CFR Part 167
Harbors, Marine safety, Navigation (water), Waterways.
For the reasons discussed in the preamble, the Coast Guard proposes
to amend 33 CFR part 167 as follows:
PART 167--OFFSHORE TRAFFIC SEPARATION SCHEMES
1. The authority citation for part 167 continues to read as
follows:
Authority: 33 U.S.C. 1223; 49 CFR 1.46.
2. In Sec. 167.5, redesignate paragraphs (a) through (e) as
paragraphs (b) through (f), respectively, and add new paragraph (a) to
read as follows:
Sec. 167.5 Definitions.
(a) Area to be avoided means a routing measure compromising an area
within defined limits in which either navigation is particularly
hazardous or it is exceptionally important to avoid casualties and
which should be avoided by all ships or certain classes of ships.
* * * * *
3. Following Sec. 167.350, add the undesignated center heading
``Pacific West Coast'' and Secs. 167.400 through 167.405, 167.450,
167.452, and 167.500 through 167.503 to read as follows:
Pacific West Coast
Sec.
167.400 TSS off San Francisco: General.
167.401 TSS off San Francisco: Precautionary area.
167.402 TSS off San Francisco: Northern approach.
167.403 TSS off San Francisco: Southern approach.
167.404 TSS off San Francisco: Western approach.
167.405 TSS off San Francisco: Main ship channel.
167.450 TSS in the Santa Barbara Channel: General.
167.452 TSS in the Santa Barbara Channel: Between Point Vincente
and Point Arguello.
167.500 TSS in the approaches to Los Angeles-Long Beach: General.
167.501 TSS in the approaches to Los Angeles-Long Beach:
Precautionary area.
167.502 TSS in the approaches to Los Angeles-Long Beach: Western
approach.
167.503 TSS in the approaches to Los Angeles-Long Beach TSS:
Southern approach.
Pacific West Coast
Sec. 167.400 TSS off San Francisco: General.
The Traffic Separation Scheme off San Francisco consists of a
precautionary area under Sec. 167.401, a northern approach under
Sec. 167.402, a western approach under Sec. 167.403, a southern
approach under Sec. 167.404, and a main ship channel under
Sec. 167.405. The geographic coordinates in Secs. 167.400 through
167.405 are defined using North American Datum 1983 (NAD 83).
Sec. 167.401 TSS off San Francisco: Precautionary area.
(a) A circular precautionary area is established bounded to the
west by an arc of a circle with a radius of six miles centering upon
geographical position 37 deg.45.00' N, 122 deg.41.50' W and connecting
the following geographical positions:
Latitude Longitude
37 deg.42.70' N 122 deg.34.60' W.
37 deg.50.30' N 122 deg.38.00' W.
(b) The precautionary area is bounded to the east by a line
connecting the following geographic positions:
Latitude Longitude
37 deg.42.70' N 122 deg.34.60' W.
37 deg.45.90' N 122 deg.38.00' W.
37 deg.50.30' N 122 deg.38.00' W.
(c) A circular area to be avoided, with a radius of half of a
nautical mile, is centered upon the following geographic position:
Latitude Longitude
37 deg.45.00' N 122 deg.41.50' W.
(d) A pilot boarding area is located near the center of the
precautionary area described in paragraph (b) of this section. Due to
heavy vessel traffic, mariners are advised not to anchor or linger in
this precautionary area except to pick up or disembark a pilot.
Sec. 167.402 TSS off San Francisco: Northern approach.
(a) A separation zone is bounded by a line connecting the following
geographical positions:
Latitude Longitude
37 deg.48.40' N 122 deg.47.60' W.
37 deg.56.70' N 123 deg.03.70' W.
37 deg.55.20' N 123 deg.04.90' W.
37 deg.47.70' N 122 deg.48.20' W.
(b) A traffic lane for north-westbound traffic is established
between the separation zone and a line connecting the following
geographical positions:
Latitude Longitude
37 deg.49.20' N 122 deg.46.70' W.
37 deg.58.00' N 123 deg.02.70' W.
(c) A traffic lane for south-eastbound traffic is established
between the separation zone and a line connecting the following
geographical positions:
Latitude Longitude
37 deg.53.90' N 123 deg.06.10' W.
37 deg.46.70' N 122 deg.48.70' W.
[[Page 32456]]
Sec. 167.403 TSS off San Francisco: Southern approach.
(a) A separation zone is bounded by a line connecting the following
geographical positions:
Latitude Longitude
37 deg.39.10' N 122 deg.40.40' W.
37 deg.27.00' N 122 deg.40.40' W.
37 deg.27.00' N 122 deg.43.00' W.
37 deg.39.10' N 122 deg.43.00' W.
(b) A traffic lane for northbound traffic is established between
the separation zone and a line connecting the following geographical
positions:
Latitude Longitude
37 deg.39.30' N 122 deg.39.20' W.
37 deg.27.00' N 122 deg.39.20' W.
(c) A traffic lane for southbound traffic is established between
the separation zone and a line connecting the following geographical
positions:
Latitude Longitude
37 deg.27.00' N 122 deg.44.30' W.
37 deg.39.40' N 122 deg.44.30' W.
Sec. 167.404 TSS off San Francisco: Western approach.
(a) A separation zone is bounded by a line connecting the following
geographical positions:
Latitude Longitude
37 deg.41.90' N 122 deg.48.00' W.
37 deg.38.10' N 122 deg.58.10' W.
37 deg.36.50' N 122 deg.57.30' W.
37 deg.41.10' N 122 deg.47.20' W.
(b) A traffic lane for south-westbound traffic is established
between the separation zone and a line connecting the following
geographical positions:
Latitude Longitude
37 deg.42.80' N 122 deg.48.50' W.
37 deg.39.60' N 122 deg.58.80' W.
(c) A traffic lane for north-eastbound traffic is established
between the separation zone and a line connecting the following
geographical positions:
Latitude Longitude
37 deg.35.00' N 122 deg.56.50' W.
37 deg.40.40' N 122 deg.46.30' W.
Sec. 167.405 TSS off San Francisco: Main ship channel.
(a) A separation line connects the following geographical
positions:
Latitude Longitude
37 deg.45.90' N 122 deg.38.00' W.
37 deg.47.00' N 122 deg.34.30' W.
37 deg.48.10' N 122 deg.31.00' W.
(b) A traffic lane for eastbound traffic is established between the
separation line and a line connecting the following geographical
positions:
Latitude Longitude
37 deg.45.80' N 122 deg.37.70' W.
37 deg.47.80' N 122 deg.30.80' W.
(c) A traffic lane for westbound traffic is established between the
separation line and a line connecting the following geographical
positions:
Latitude Longitude
37 deg.46.20' N 122 deg.37.90' W.
37 deg.46.90' N 122 deg.35.30' W.
37 deg.48.50' N 122 deg.31.30' W.
Sec. 167.450 TSS in the Santa Barbara Channel: General.
The Traffic Separation Scheme in the Santa Barbara Channel is
described in Sec. 167.452. The geographic coordinates in Sec. 167.452
are defined using North American Datum 1983 (NAD 83).
Sec. 167.452 TSS in the Santa Barbara Channel: Between Point Vicente
and Point Arguello.
(a) A separation zone is bounded by a line connecting the following
geographical positions:
Latitude Longitude
33 deg.44.90' N 118 deg.35.70' W.
34 deg.04.00' N 119 deg.15.90' W.
34 deg.25.70' N 120 deg.51.75' W.
34 deg.23.75' N 120 deg.52.45' W.
34 deg.02.20' N 119 deg.17.40' W.
33 deg.43.20' N 118 deg.36.90' W.
(b) A traffic lane for north-westbound traffic is established
between the separation zone and a line connecting the following
geographical positions:
Latitude Longitude
33 deg.45.80' N 118 deg.35.10' W.
34 deg.04.80' N 119 deg.15.10' W.
34 deg.26.60' N 120 deg.51.45' W.
(c) A traffic lane for south-eastbound traffic is established
between the separation zone and a line connecting the following
geographical positions:
Latitude Longitude
34 deg.22.80' N 120 deg.52.70' W.
34 deg.01.40' N 119 deg.18.20' W.
33 deg.42.30' N 118 deg.37.50' W.
Sec. 167.500 TSS in the approaches to Los Angeles-Long Beach: General.
The Traffic Separation Scheme in the approaches to Los Angeles-Long
Beach consists of a precautionary area under Sec. 167.501, a western
approach under Sec. 167.502, and a southern approach under
Sec. 167.503. The geographic coordinates in Secs. 167.501 through
167.503 are defined using North American Datum 1983 (NAD 83).
Sec. 167.501 TSS in the approaches to Los Angeles/Long Beach:
Precautionary area.
(a) The precautionary area consists of the water area enclosed by
the Los Angeles-Long Beach breakwater and a line connecting Point
Fermin Light at 33 deg.-42.30' N, 118 deg.-17.60' W, with the following
geographical positions:
Latitude Longitude
33 deg.37.70' N 118 deg.17.50' W.
33 deg.37.70' N 118 deg.06.50' W.
33 deg.43.40' N 118 deg.10.80' W.
(b) A pilot boarding area is located near the center of the
precautionary area. Due to heavy vessel traffic, mariners are advised
not to anchor or linger in this precautionary area except to pick up or
disembark a pilot.
Sec. 167.502 TSS in the approaches to Los Angeles-Long Beach: Western
approach.
(a) A separation zone is bounded by a line connecting the following
geographical positions:
Latitude Longitude
33 deg.39.70' N 118 deg.17.50' W.
33 deg.38.70' N 118 deg.17.50' W.
33 deg.38.70' N 118 deg.27.60' W.
33 deg.43.20' N 118 deg.36.90' W.
33 deg.44.90' N 118 deg.35.70' W.
33 deg.39.70' N 118 deg.24.90' W.
(b) A traffic lane for northbound coastwise traffic is established
between the separation zone and a line connecting the following
geographical positions:
Latitude Longitude
33 deg.40.70' N 118 deg.17.50' W.
33 deg.40.70' N 118 deg.24.60' W.
33 deg.45.80' N 118 deg.35.10' W.
(c) A traffic lane for southbound coastwise traffic is established
between the separation zone and a line connecting the following
geographical positions:
Latitude Longitude
33 deg.37.70' N 118 deg.17.50' W.
33 deg.37.70' N 118 deg.28.00' W.
33 deg.42.30' N 118 deg.37.50' W.
Sec. 167.503 TSS in the approaches to Los Angeles-Long Beach TSS:
Southern approach.
(a) A separation zone, two miles wide, is centered upon the
following geographical positions:
Latitude Longitude
33 deg.37.70' N 118 deg.08.9' W.
33 deg.19.70' N 118 deg.03.4' W.
(b) A traffic lane for southbound traffic is established between
the separation zone and a line connecting the following geographical
positions:
Latitude Longitude
33 deg.37.70' N 118 deg.11.30' W.
33 deg.19.10' N 118 deg.06.30' W.
(c) A traffic lane for northbound traffic is established between
the separation zone and a line connecting the following geographical
positions:
[[Page 32457]]
Latitude Longitude
33 deg.37.70' N 118 deg.06.50' W.
33 deg.20.30' N 118 deg.00.50' W.
Dated: June 8, 1999.
Joseph J. Angelo,
Acting Assistant Commandant for Marine Safety and Environmental
Protection.
[FR Doc. 99-15139 Filed 6-16-99; 8:45 am]
BILLING CODE 4910-15-P