[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