[Federal Register Volume 65, Number 146 (Friday, July 28, 2000)]
[Proposed Rules]
[Pages 46378-46382]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 00-19205]


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DEPARTMENT OF TRANSPORTATION

Coast Guard

33 CFR Part 167

[USCG-2000-7695]
RIN 2115-AF99


Traffic Separation Scheme: In the Approaches to Los Angeles-Long 
Beach, CA

AGENCY: Coast Guard, DOT.

ACTION: Notice of proposed rulemaking.

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[[Page 46379]]

SUMMARY: The Coast Guard proposes amending the existing Traffic 
Separation Scheme (TSS) in the Approaches to Los Angeles-Long Beach, 
California. A recent port access route study, which evaluated vessel 
routing and traffic management measures, validated the proposed 
amendments. The study was necessary because of major port improvements 
made to the Ports of Los Angeles and Long Beach. Once implemented, the 
amended TSS would route commercial vessels farther offshore, providing 
an extra margin of safety and environmental protection in the San Pedro 
Channel area and the entrances to the Ports of Los Angeles and Long 
Beach.

DATES: Comments and related materials must reach the Docket Management 
Facility on or before August 28, 2000.

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-2000-7695), 
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.
    (3) By fax to the 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, 400 
Seventh Street SW., Washington, DC, between 9 a.m. and 5 p.m., Monday 
through Friday, except Federal holidays. You may also find this docket 
on the Internet at http://dms.dot.gov.

FOR FURTHER INFORMATION CONTACT: For questions on this proposed rule, 
contact Mike Van Houten, Aids to Navigation Section Chief, Eleventh 
Coast Guard District, telephone 510-437-2968, e-mail 
[email protected]; Lieutenant Commander Brian Tetreault, Vessel 
Traffic Management Officer, Eleventh Coast Guard District, telephone 
510-437-2951, e-mail [email protected]; or George Detweiler, 
Coast Guard, Office of Vessel Traffic Management (G-MWV), at 202-267-
0574, e-mail [email protected]. For questions on viewing or 
submitting material to the docket, call Dorothy Beard, Chief, Dockets, 
Department of Transportation, telephone 202-366-9329.

SUPPLEMENTARY INFORMATION:

Request for Comments

    We encourage 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-2000-
7695), 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 them.

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

    Under the Ports and Waterways Safety Act (33 U.S.C. 1221-1232) 
(PWSA), the Coast Guard establishes Traffic Separation Schemes (TSS's), 
where necessary, to provide safe access routes for vessels proceeding 
to or from U.S. ports. Before implementing new TSS's or modifying 
existing ones, we conduct a port access route study (PARS). Through the 
PARS process, we consulted 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 we must 
initiate a rulemaking to implement the TSS. Once a TSS is established, 
the right of navigation is considered paramount within the TSS.

Existing Los Angeles-Long Beach TSS

    The current TSS in the approaches to Los Angeles-Long Beach is a 
two-pronged TSS that abuts the Santa Barbara Channel TSS. It was 
adopted by the International Maritime Organization (IMO) in 1975. The 
current TSS and Precautionary Area are reflected on National Oceanic 
and Atmospheric Administration (NOAA) nautical chart 18746 and in 
``Ships Routeing,'' Sixth Edition 1991, International Maritime 
Organization. Consistent with the PWSA, we initiated a PARS 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. It did not recommend any changes to the Los Angeles-
Long Beach TSS.

Recent Port Access Route Study

    From 1993 through 1996, we conducted a PARS to analyze vessel 
routing measures in the approaches to California ports. The study 
considered the results and findings of several other related studies. 
We published the study results in the Federal Register on October 25, 
1996 (61 FR 55248). The PARS concluded that no changes to the TSS in 
the approaches to Los Angeles-Long Beach were necessary at that time.

Los Angeles-Long Beach PARS

    In 1995, the Ports of Los Angeles and Long Beach initiated major 
port improvement projects. These projects are near completion and 
include the following:
     Lengthening of the Los Angeles Approach Channel to extend 
approximately 3.5 nautical miles beyond the Los Angeles breakwater.
     Deepening of the Los Angeles Approach Channel to a project 
depth of 81 feet.
     A slight shift of the Long Beach Approach to a 355 deg. 
True inbound course.
     Deepening of the Long Beach Approach Channel to a project 
depth of 69 feet.
    We published a notice of study in the Federal Register (64 FR 
12139, March 11, 1999) which announced that we would conduct a PARS for 
the approaches to Los Angeles and Long

[[Page 46380]]

Beach. A notice of study results was published in the Federal Register 
on May 19, 2000 (65 FR 31856). The PARS evaluated the potential effects 
of these recent port improvement projects on navigational safety and 
vessel traffic management efficiency. It concluded that modifications 
to the TSS in the approaches to Los Angeles-Long Beach and the 
Precautionary Area are necessary for the safety of the maritime 
community utilizing the Ports of Los Angeles and Long Beach.

Discussion of Proposed Rule

    This rulemaking would amend the existing TSS in the approaches to 
Los Angeles-Long Beach. The existing TSS is delineated in ``Ships 
Routing,'' Sixth Edition 1991, International Maritime Organization, but 
not yet codified in the Code of Federal Regulations (CFR). This 
proposed rulemaking would codify the amended TSS into 33 CFR part 167. 
The amendments are based on the recommendations of the 1999 PARS. 
Without changes to the traffic lanes, the Precautionary Area, and the 
Regulated Navigation Area (RNA), the longer and deeper channels would 
create vessel traffic management problems and increase the risk of 
collision for vessels operating in the area. We propose the following 
changes to the existing TSS:
     Expand the Precautionary Area approximately 2.2 nautical 
miles to the south.
     Shift the western traffic lane approximately 2.2 nautical 
miles to the south.
     Shift the southern traffic lane approximately 3 miles to 
the west.

Expand the Precautionary Area

    The existing Precautionary Area should be amended to provide 
enhanced navigational safety in light of the modifications to the ports 
of Los Angeles and Long Beach previously discussed. The western and 
southern TSS's branch into two harbor entrances and crossing situations 
are unavoidable as traffic patterns cross in all areas of the 
Precautionary Area and the RNA. Port improvements will allow even 
larger vessels to call on Los Angeles and Long Beach. These larger, 
less maneuverable ships will be constrained to the channels.
    The current practice of freighters, tankers, tugs and barges, 
fishing boats, and pleasure craft converging in the Precautionary Area 
will continue to present hazards for all mariners. Fill and 
construction activities with the Los Angeles/Long Beach Harbors and 
development of a shallow water habitat have constricted the amount of 
room available for small commercial and recreational vessels to 
maneuver within the Outer Harbor and in the area immediately outside 
the San Pedro, Middle, and Long Beach breakwaters. This has the effect 
of concentrating traffic flows and placing small vessels more directly 
in competition with deep draft vessels for use of the Precautionary 
Area.
    Expansion of the Precautionary Area would result in several 
positive impacts for safe navigation. First, the larger Precautionary 
Area would give vessels of all types, sizes, and drafts more time and 
room to maneuver in their approach to or departure from the ports. 
Second, the Commander, Eleventh Coast District, is planning 
modifications to the San Pedro Bay Regulated Navigation Area (RNA), 
promulgated at 33 CFR 165.1109, to geographically match the RNA to the 
expanded Precautionary Area. When specified categories of vessels enter 
the RNA, they are required to slow. This allows more time for vessel 
traffic management, e.g., queuing of vessels arriving and departing 
during peak periods and coordinating passing arrangements. Finally, the 
expanded Precautionary Area should be well adapted to the lengthened 
Los Angeles entrance channel.

Relocate the Western and Southern TSS's

    The existing western and southern TSS's do not yield safe or 
practical approaches to the improved Long Beach and Los Angeles 
entrance channels. The lengthened entrance channels extend beyond the 
entrance to the existing western TSS. This proposed rule would shift 
the western TSS to the south and the southern TSS to the west. These 
changes would reduce the maneuvering difficulties for vessels 
approaching and departing the Los Angeles-Long Beach Port Complex. The 
proposed shifts would allow even the largest vessels safe transit 
between both ports and the western TSS.
    Relocating the southern TSS westward would also have distinct 
advantages. First, the proposed shift would align the southern TSS with 
Long Beach channel and would allow a more direct approach to Los 
Angeles channel (proposed northbound coastwise lane at course 340 deg. 
True/southbound coastwise lane at course 160 deg. True). Second, by 
shifting the existing southern TSS, oil platforms located in the TSS 
separation zone would no longer be in the TSS, which would increase the 
safety of the platforms and transiting vessels. Finally, the proposed 
southern lane would be properly aligned with the proposed Precautionary 
Area.

Modifications to the RNA

    The Commander, Eleventh Coast Guard District, plans to modify the 
existing San Pedro Bay RNA. Specifically, the geographic coordinates of 
the modified RNA would match those of the proposed Precautionary Area. 
A separate notice of proposed rulemaking (NPRM) reflecting the proposed 
changes to the RNA will be published in the Federal Register. The RNA 
rulemaking will also address vessel operating requirements; vessel 
size, speeds, draft limitations; operating conditions; pilot boarding 
areas; and restrictions under hazardous conditions.

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's in the approaches to Los 
Angeles-Long Beach would result in a slight increase in transit times 
and operating costs for vessels using the TSS's to call on the Los 
Angeles-Long Beach Port complex. Most of the vessels using the TSS are 
large commercial vessels such as container ships and tankers. The 
following calculations assume vessels arriving or departing from the 
north or south are using the proposed western and southern TSS's, 
respectively. The distance for vessels arriving from the north (3600/
year) will increase by approximately 2.35 nautical miles (nm). The 
distance for vessels departing to the north (3100/year) will increase 
by approximately 1.6 nm. The distance for vessels arriving from the 
south (2100/year) will increase by approximately 0.40 nm. The distance 
for vessels departing to the south (2600/year) will increase by 
approximately 1.2 nm. Assuming an average transit speed of 12 knots, 
the time per transit arriving from the north would increase by .20 hr, 
departing to the north by .14 hr, arriving from the south by .04 hr, 
and departing

[[Page 46381]]

to the south by .10 hr. This corresponds to 1154 additional hours per 
year for vessels arriving or departing to the north [(3600 transits  x  
.20 hr/transit) + (3100 transits  x  .14 hr/transit)] and 344 
additional hours per year for vessels arriving or departing to the 
south [(2100 transits  x  .04 hr/transit) + (2600 transits  x  .1 hr/
transit)]. Assuming a fuel cost of approximately $600.00 per hour, the 
estimated increase in costs for the industry would be $898,800.00 per 
year [(1154 hours + 344 hours)  x  $600/hr].
    Vessel operators would incur the minimal cost of plotting new 
coordinates on their existing charts or purchasing updated charts, when 
available.

Benefits

    The proposed amendments to the TSS's in the approaches to Los 
Angeles-Long Beach would increase the margin of safety for all vessels 
utilizing the Ports of Los Angeles and Long Beach. The larger 
Precautionary Area and amended traffic lanes would decrease the chance 
of collisions and groundings, particularly for the deepest draft 
vessels, which require significant room to maneuver.
    The larger Precautionary Area would give vessels of all types, 
sizes, and drafts more time and room to maneuver in their approach to 
or departure from the ports. The proposed expanded Precautionary Area 
is also well adapted to the lengthened Los Angeles entrance channel.
    The existing western and southern TSS's do not yield safe or 
practical approaches to the improved Long Beach and Los Angeles 
entrance channels. The lengthened entrance channels extend beyond the 
entrance to the existing western traffic lane. This proposed rule 
shifts the western TSS to the south and the southern TSS to the west. 
These changes would reduce the maneuvering difficulties for vessels 
approaching and departing the Los Angeles-Long Beach Port Complex. The 
proposed shifts would allow even the largest vessels safe transit 
between both ports and the western lane.
    Relocating the southern TSS westward would align the southern TSS 
with Long Beach channel and would allow a more direct approach to Los 
Angeles channel. In addition, the oil platforms would no longer be in 
the southern lane separation zone, which would increase the safety of 
the platforms and transiting vessels.

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 existing TSS's. This 
action improves safety for commercial vessels using the TSS by reducing 
the risk of collisions, allisions, and groundings. Vessels voluntarily 
transiting the TSS's will have to transit an additional 1.6 to 3.95 
nautical miles per trip, depending on the route traveled. The 
additional transit distance results in increased vessel operating costs 
ranging from approximately $84 to $204 per trip. Vessels that tend to 
use the TSS's are commercial vessels such as containerships, 
freighters, and tankers. These vessels by their very nature are large 
in size and capable of operating in an offshore environment. Because of 
their large size most of them would not qualify as small entities. 
However, even if a vessel does qualify as a small entity, the impact of 
the additional $84 to $204 per trip would be an insignificant increase 
to the overall cost of its complete voyage.
    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 George Detweiler, 
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).

Federalism

    We have analyzed this proposed rule under Executive Order 13132 and 
have determined that it does not have implications for federalism under 
that Order.
    Title I of the Ports and Waterways Safety Act (33 U.S.C. 1221 et 
seq.) (PWSA) authorizes the Secretary to promulgate regulations to 
designate and amend traffic separation schemes (TSS's) to protect the 
marine environment. In enacting PWSA in 1972, Congress found that 
advance planning and consultation with the affected States and other 
stakeholders was necessary in the development and implementation of a 
TSS. Throughout the history of the development of the TSS in the 
approaches to Los Angeles--Long Beach, California, we have consulted 
with the LA/LB Harbor Safety Committee (``HSC''), the affected state 
and federal pilot's associations, vessel operators, users, and all 
affected stakeholders. The LA/LB HSC, which was established by the 
State of California, includes all the principal waterway users of the 
LA/LB ports and other key agencies. The HSC was an active participant 
in various meetings with the Coast Guard and has contributed to this 
rulemaking.
    Presently, there are no California State laws or regulations 
concerning the same subjects as are contained in this proposed rule. We 
understand the state does not contemplate issuing any such rules. 
However, it should be noted, that by virtue of the PWSA authority, the 
TSS proposed in this rule will preempt any state rule on the same 
subject.
    In order to be effective against foreign flag vessels on the high 
seas, TSS's must be submitted to, approved by, and implemented by the 
International Maritime Organization (IMO). Individual states are not 
represented at

[[Page 46382]]

IMO; that is the role of the federal government. The Coast Guard is the 
principal United States agency responsible for advancing the interests 
of the United States at IMO. We recognize, however, the interest of all 
local stakeholders as we work at IMO to advance the goals of this TSS. 
We will continue to work closely with such stakeholders to implement 
the final rule to ensure that the waters in the approaches to Los 
Angeles--Long Beach affected by this proposed rule are made safer and 
more environmentally secure.

Unfunded Mandates

    The Unfunded Mandates Reform Act of 1995 (2 U.S.C. 1531-1538) 
requires Federal agencies to assess the effects of their regulatory 
actions not specifically required by law. In particular, the Act 
addresses actions that may result in the expenditure by a State, local, 
or tribal government, in the aggregate, or by the private sector of 
$100,000,000 or more in any one year. Though this proposed rule would 
not result in such an expenditure, we do discuss the effects of this 
rule elsewhere in this preamble.

Taking of Private Property

    This proposed rule would not effect a taking of private property or 
otherwise have taking implications under Executive Order 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 Executive Order 12988, Civil Justice Reform, to minimize 
litigation, eliminate ambiguity, and reduce burden.

Protection of Children

    We have analyzed this proposed rule under Executive Order 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, this rule is categorically excluded from further 
environmental documentation. This rule proposes adjusting an existing 
traffic separation scheme. 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), and 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. Add Secs. 167.500 through 167.503 to read as follows:


Sec. 167.500  In the approaches to Los Angeles-Long Beach Traffic 
Separation Scheme: General.

    The Traffic Separation Scheme in the approaches to Los Angeles-Long 
Beach consists of three parts: a Precautionary Area, a Western 
Approach, and a Southern Approach. The specific areas in the approaches 
to Los Angeles-Long Beach are described in Secs. 167.501 through 
167.503. The geographic coordinates in Secs. 167.501 through 167.503 
are defined using North American Datum 1983 (NAD 83).


Sec. 167.501  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.35.50'N                      118 deg.17.60'W
         33 deg.35.50'N                      118 deg.09.00'W
         33 deg.37.70'N                      118 deg.06.50'W
         33 deg.43.40'N                      118 deg.10.80'W
------------------------------------------------------------------------

    (b) Pilot boarding areas are located within the precautionary area 
described in paragraph (a) of this section. Specific regulations 
pertaining to vessels operating in these areas are contained in 33 CFR 
165.1109(d).


Sec. 167.502  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.37.70'N                      118 deg.17.60'W
         33 deg.36.50'N                      118 deg.17.60'W
         33 deg.36.50'N                      118 deg.23.10'W
         33 deg.43.20'N                      118 deg.36.90'W
         33 deg.44.90'N                      118 deg.35.70'W
         33 deg.37.70'N                      118 deg.20.90'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.38.70'N                      118 deg.17.60'W
         33 deg.38.70'N                      118 deg.20.60'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.35.50'N                      118 deg.17.60'W
         33 deg.35.50'N                      118 deg.23.43'W
         33 deg.42.30'N                      118 deg.37.50'W
------------------------------------------------------------------------

Sec. 167.503  In the approaches to Los Angeles-Long Beach TSS: Southern 
approach.

    (a) A separation zone is established bounded by a line connecting 
the following geographic positions:

------------------------------------------------------------------------
              Latitude                            Longitude
------------------------------------------------------------------------
         33 deg.35.50'N                      118 deg.10.30'W
         33 deg.35.50'N                      118 deg.12.75'W
         33 deg.19.70'N                      118 deg.03.50'W
         33 deg.19.00'N                      118 deg.05.60'W
------------------------------------------------------------------------

    (b) A traffic lane for northbound traffic is established between 
the separation zone and a line connecting the following geographical 
positions:

------------------------------------------------------------------------
              Latitude                            Longitude
------------------------------------------------------------------------
         33 deg.35.50'N                      118 deg.09.00'W
         33 deg.20.00'N                      118 deg.02.30'W
------------------------------------------------------------------------

    (c) A traffic lane for southbound traffic is established between 
the separation zone and a line connecting the following geographical 
positions:

------------------------------------------------------------------------
              Latitude                            Longitude
------------------------------------------------------------------------
         33 deg.35.50'N                      118 deg.14.00'W
         33 deg.18.70'N                      118 deg.06.75'W
------------------------------------------------------------------------


    Dated: July 18, 2000.
Joseph J. Angelo,
Acting Assistant Commandant for Marine, Safety and Environmental 
Protection.
[FR Doc. 00-19205 Filed 7-27-00; 8:45 am]
BILLING CODE 4910-15-U