[Federal Register Volume 64, Number 165 (Thursday, August 26, 1999)]
[Proposed Rules]
[Pages 46627-46628]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 99-21921]


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DEPARTMENT OF TRANSPORTATION

Coast Guard

33 CFR Part 167

[USCG-1998-3385]


Port Access Routes; Prince William Sound via Cape Hinchinbrook 
Entrance and Passages Within the Sound Between Port Valdez and Cape 
Hinchinbrook

AGENCY: Coast Guard, DOT.

ACTION: Notice of study results.

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SUMMARY: The Coast Guard announces the results of a Port Access Route 
Study which evaluated the need for modifications to current vessel 
routing and traffic management measures in the approaches to, 
departures from, and within Prince William Sound, Alaska. The study was 
completed in March of 1999. This notice summarizes the study 
recommendations.

ADDRESSES: The Docket Management Facility, U.S. Department of 
Transportation (DOT), 400 Seventh Street SW, Washington, DC 20590-0001 
maintains the public document for this notice. Documents and enclosures 
as indicated in this preamble, will become part of the docket and will 
be available for viewing electronically on the internet at http://
dms.dot.gov/. The docket is also available for inspection or copying at 
room PL-401, located on the Plaza Level of the Nassif Building at the 
above address between 10 a.m. and 5 p.m., Monday through Friday, except 
Federal holidays.

FOR FURTHER INFORMATION CONTACT: For questions on this notice, contact 
Lieutenant Chris Holmes, Vessel Traffic Service Prince William Sound, 
telephone 907-835-7209; or Mr. Ed LaRue, Coast Guard Headquarters, 
Office of Waterways Services, telephone 202-267-0416. For questions on 
viewing material in the Docket, contact Dorothy Walker, Chief Dockets, 
telephone 202-366-5149.

SUPPLEMENTARY INFORMATION: 

Definitions

    The following definitions should help you review this notice.
    Precautionary area means a routing measure comprising an area 
within defined limits where ships must navigate with particular caution 
and within which the direction of traffic flow may be recommended.
    Separation Zone means a zone separating the traffic lanes in which 
ships are proceeding in opposite or nearly opposite directions; or 
separating a traffic lane from the adjacent sea area; or separating 
traffic lanes designated for particular classes of ships proceeding in 
the same direction.
    Shipping Safety Fairway means a lane or corridor in which no 
artificial island or fixed structure, whether temporary or permanent, 
will be permitted.
    Traffic lane means an area within defined limits in which one-way 
traffic is established.
    Traffic Separation Scheme or (TSS) means a designated routing 
measure, which is aimed at the separation of opposing streams of 
traffic by appropriate means and by the establishment of traffic lanes.

Background and Purpose

Why Did the Coast Guard Conduct This Port Access Route Study?

    During recent years, many commercial vessel operators in the Prince 
William Sound area have expressed the need to modify the existing TSS 
in Prince William Sound to reduce risk and improve vessel traffic 
efficiency. In late 1996, the Prince William Sound Risk Assessment 
Steering Committee completed an analysis of oil shipping risk within 
Prince William Sound (referred to as the Prince William Sound Risk 
Assessment). While this risk assessment focused on oil transportation, 
it did address all facets of maritime commerce in Prince William Sound. 
The risk assessment included recommendations to improve vessel routing 
measures. Based on public input and the findings of the Prince William 
Sound Risk Assessment, the Coast Guard conducted this Port Access Route 
Study to review and evaluate the need for modifications to current 
vessel routing and traffic management measures in the Prince William 
Sound area.

When Did the Coast Guard Conduct the Port Access Route Study?

    The Coast Guard announced the study in a notice published in the 
Federal Register on February 9, 1998 (63 FR 6502). The Coast Guard 
completed the study in March, 1999.

What Are the Existing Vessel Routing Measures in the Approaches to, 
Departures From, and Within Prince William Sound?

    Existing vessel routing measures include the TSS in Prince William 
Sound and Prince William Sound Safety Fairway.
    The TSS runs from the vicinity of Cape Hinchinbrook through Prince 
William Sound and into the Valdez Arm (the entrance to Port Valdez). 
The TSS includes a network of traffic lanes with a separation zone in 
between the lanes. The traffic lanes are 1,371.6 meters (1,500 yards) 
wide from Hinchinbrook Entrance to the vicinity of Bligh Reef at the 
southeast end of the Valdez Arm, then gradually decreases in width to 
914.4 meters (1,000 yards) and terminate at Rocky Point. The separation 
zone is 1,828.8 meters (2,000 yards) wide from Hinchinbrook Entrance to 
the vicinity of Bligh Reef, then gradually decreases in width to 914.4 
meters (1,000 yards) and terminates at Rocky Point. The southern 
extremity of the TSS leads through the middle of Cape Hinchinbrook 
Entrance.

[[Page 46628]]

    The Prince William Sound Safety Fairway is described in 33 CFR 
166.400. Most vessels operating in the area use the Prince William 
Sound Safety Fairway. The one exception is laden tankers chartered by 
British Petroleum departing from Cape Hinchinbrook. Instead of using 
the Hinchinbrook to Gulf Safety Fairway, these tankers use an alternate 
route to reduce the risk of an oil spill near the Copper River Flats 
and Delta.

What Data Did the Coast Guard Use to Help Conduct the Port Access Route 
Study?

    We relied on data from a variety of sources. Two documents, the 
1994 Disabled Tanker Towing Study and the 1996 Prince William Sound 
Risk Assessment, provided supporting data and analysis for the Port 
Access Routes Study. Copies of these studies are available from either 
of the persons listed under FOR FURTHER INFORMATION CONTACT. They are 
also available in the public docket at the address listed under the 
ADDRESSES section and electronically on the DMS website at http://
dms.dot.gov. In addition, Coast Guard Vessel Traffic Service Prince 
William Sound collected up-to-date vessel transit data to ensure data 
in the Prince William Sound Risk Assessment remained valid.
    We also considered the 12 written comments we received from the 
public. The comments generally support the recommendations in the 
study.

Study Recommendations

    The study recommends four changes to existing vessel routing and 
traffic management measures.

1. Remove the southern dogleg to provide a straight traffic lane 
between the Pilot Station and Cape Hinchinbrook

    The study found that implementing this recommendation should reduce 
risk for vessels operating in the area. Removing the dogleg decreases 
the length of transit in Prince William Sound, reducing overall 
exposure time for vessels. It should also result in a smoother flow of 
traffic and reduce traffic congestion. In addition, if the dogleg were 
removed, the minimum distance from the center of the southbound traffic 
lane to Naked Island would increase from 6 nautical miles to 9 nautical 
miles, reducing the risk of drift groundings.
    To implement this recommendation, the following coordinates would 
connect the TSS in central Prince William Sound:

 
              Latitude                            Longitude
 
60 deg.49'29.4'' N                   146 deg.58'11.6'' W
60 deg.20'35.3'' N                   146 deg.48'10.5'' W
60 deg.20'36.0'' N                   146 deg.54'18.7'' W
60 deg.49'06.3'' N                   147 deg.04'11.5'' W
 

    Within the TSS, the Separation Zone would be connected by the 
following coordinates:

 
              Latitude                            Longitude
 
60 deg.48'17.6'' N                   146 deg.59'46.1'' W
60 deg.20'56.1'' N                   146 deg.50'19.3'' W
60 deg.20'45.9'' N                   146 deg.52'18.7'' W
60 deg.48'07.2'' N                   147 deg.01'47.0'' W
 

2. Establish a Precautionary Area at Bligh Reef Pilot Station

    Implementing this recommendation should reduce risk for vessels 
operating in the area. Several vessels converge in this area, including 
ferries, cruise ships, and tankers. Navigation can sometimes be 
difficult in the area because of outflows from the Columbia Glacier. In 
addition, since the area offers little protection from the weather, 
vessels occasionally alter course to provide safe embarking and 
disembarking for pilots.
    To implement the recommended Precautionary Area, the southbound 
traffic lane of the TSS within Valdez Arm would be widened to meet up 
with the Precautionary Area. The TSS would be modified to the following 
coordinates:

 
              Latitude                            Longitude
 
60 deg.58'55.6'' N                   146 deg.48'51.3'' W
60 deg.58'02.6'' N                   146 deg.46'31.1'' W
60 deg.50'36.8'' N                   147 deg.03'36.1'' W
60 deg.49'29.4'' N                   146 deg.58'11.6'' W
 

    The recommended Precautionary Area would consist of a 1.5 nautical 
mile radius around the following position:

 
              Latitude                            Longitude
 
60 deg.49'38''N                      147 deg.01'20''W
 

3. Establish a Precautionary Area southeast of Cape Hinchinbrook

    Implementing this recommendation should reduce the potential for 
traffic congestion in this area. As discussed in the Background and 
Purpose section of this document, laden tankers chartered by British 
Petroleum departing from Cape Hinchinbrook do not follow the existing 
Prince William Sound Safety Fairway. Instead, the vessels use an 
alternate route to provide an extra measure of protection for the 
environmentally sensitive Copper River Flats Delta area. The 
recommended Precautionary Area would provide two distinct routes for 
departing and returning vessels, improving vessel traffic management 
and safety.
    The following coordinates would bind the recommended Precautionary 
Area:

 
              Latitude                            Longitude
 
60 deg.20'35.3''N                    146 deg.48'10.5''W
60 deg.12'40.1''N                    146 deg.40'25.9''W
60 deg.11'00.7''N                    146 deg.28'39.0''W
60 deg.05'28.2''N                    146 deg.00'00.6''W
60 deg.00'48.6''N                    146 deg.03'31.7''W
60 deg.05'26.1''N                    146 deg.27'34.9''W
59 deg.51'47.8''N                    146 deg.37'30.4''W
59 deg.53'31.1''N                    146 deg.46'50.2''W
60 deg.07'45.6''N                    146 deg.36'14.6''W
60 deg.11'30.7''N                    146 deg.46'38.1''W
60 deg.20'36.0''N                    146 deg.54'18.7''W
 

4. Remove the Separation Zone within the Valdez Arm

    Implementing this recommendation may improve safety in the area. 
Traffic in and out of the Valdez narrows is relatively light and is 
monitored by the Vessel Traffic Service (VTS). Due to ice conditions, 
the VTS often imposes ``custom ice routing measures'' which typically 
involve one way traffic requirements. During the study, vessel 
operators stated that they would like to have more access to the center 
of the waterway when there are no vessels on opposing courses. This 
option may reduce the risk of powered and drift groundings since 
vessels could stay as far off shoal water as possible and offer the 
vessel masters the flexibility to consider prevailing weather and ice 
conditions to identify the safest track for their vessels.
    However, there are concerns that removing the Separation Zone may 
increase the risk of collisions in the area.
    The Coast Guard will seek public comment on the recommended changes 
to the existing routing measures before making any submission to the 
International Maritime Organization.

    Dated: August 6, 1999.
R.C. North,
Rear Admiral, U.S. Coast Guard, Assistant Commandant for Marine Safety 
and Environmental Protection.
[FR Doc. 99-21921 Filed 8-25-99; 8:45 am]
BILLING CODE 4910-15-M