[Federal Register Volume 65, Number 147 (Monday, July 31, 2000)]
[Rules and Regulations]
[Pages 46603-46606]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 00-19220]


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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, CA

AGENCY: Coast Guard, DOT.

ACTION: Final rule.

-----------------------------------------------------------------------

SUMMARY: The Coast Guard is amending the existing Traffic Separation 
Schemes (TSS's) off San Francisco and in the Santa Barbara Channel. The 
amendments have been adopted by the International Maritime Organization 
and validated by several recent vessel routing studies. The amended 
TSS's will route commercial vessels farther offshore, providing an 
extra margin of safety and environmental protection in the Monterey Bay 
National Marine Sanctuary and adjacent waters. This rule codifies 
descriptions of these TSS's into the Code of Federal Regulations.

DATES: This final rule is effective on August 30, 2000.

ADDRESSES: Comments and material received from the public, as well as 
documents mentioned in this preamble as being available in the docket, 
are part of docket USCG-1999-5700 and are available for inspection or 
copying at the Docket Management Facility, U.S. Department of 
Transportation, room PL-401, 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 rule, contact 
Lieutenant Commander Brian Tetreault, Vessel Traffic Management 
Officer, Eleventh Coast Guard District, telephone 510-437-2951, e-mail 
[email protected]; Mike Van Houten, Aids to Navigation Section 
Chief, Eleventh Coast Guard District, telephone 510-437-2968, e-mail 
[email protected]; or George Detweiler, Office of Vessel Traffic 
Management, Coast Guard, at 202-267-0574; e-mail 
[email protected]. For questions on viewing the docket, call 
Dorothy Beard, Chief, Dockets, Department of Transportation, telephone 
202-366-9329.

SUPPLEMENTARY INFORMATION:

Regulatory History

    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 amendments to the existing TSS's and 
establishing a shipping safety fairway along the California coast. We 
elected to postpone implementing the 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.
    On June 17, 1999, we published an NPRM entitled ``Traffic 
Separation Schemes: Off San Francisco, in the Santa Barbara Channel, in 
the Approaches to Los Angeles-Long Beach, California'' in the Federal 
Register (64 FR 32451). We received six letters commenting on the 
proposed rule. No public hearing was requested, and none was held.

Background and Purpose

    This rule amends the Traffic Separation Schemes (TSS's) off San 
Francisco and in the Santa Barbara Channel adopted by the International 
Maritime Organization (IMO) in 1990 and 1985, respectively (``Ships'' 
Routeing'', Sixth Edition 1991, IMO). These amendments--
    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 westward beyond Point Conception to Point Arguello.
    In addition, this rule codifies these TSS's into Title 33 part 167 
of the Code of Federal Regulations (CFR). It also adds the IMO 
definition of ``Area to be avoided'' in 33 CFR 167.5.

Discussion of Comments and Changes

    We received six written comments in response to our NPRM entitled 
``Traffic Separation Schemes Off San Francisco, in the Santa Barbara 
Channel, and in the Approaches to Los Angeles-Long Beach, California'' 
(64 FR 32451, June 17, 1999). Five comments were strongly in favor of 
the proposed rule without changes. One comment was in favor of the 
proposed rule, but requested that additional information be included 
about the underlying Sword Unit leases that would be affected by the 
extension of the Santa Barbara Channel. The comment wanted the 
regulations to alert readers of potential future conflicts between 
vessels transiting the extended TSS in the Santa Barbara Channel and 
the development of Sword Unit leases. Sword Unit leases, OCS-P 0319, 
0320, 0322 and 0323A, underlie the proposed TSS extension. Exploration 
activities may occur on the Sword Unit as early as 2002, with 
development occurring as early as 2007. To accommodate exploration and 
development on the Sword Unit, we may temporarily suspend or amend the 
TSS, based on historical practice and sections 3.12 and 7.6 of the IMO 
publication, ``Ships'' Routeing'', Sixth Edition 1991. We intend to 
work collaboratively with all of the agencies involved to develop and 
implement appropriate measures to facilitate both oil production and 
safe and efficient shipping. Close coordination throughout delineation 
drilling and any subsequent production phase will allow us to select 
appropriate measures based on the circumstances, as we know them at the 
time. While we agree that potential future conflicts may occur, to 
include information concerning Sword Unit leases in the CFR is beyond 
the scope of this rulemaking.
    The section entitled ``Off San Francisco: Area to be avoided'' was 
created by removing Sec. 167.401(c) from the NPRM and inserting it as 
Sec. 167.406 in this rule. This presents the information in the 
regulations as it is in ``Ships'' Routeing'', Sixth Edition 1991, 
International Maritime Organization.
    Section 167.452 of the NPRM was divided into Secs. 167.451 and 
167.452 in this rule. This presents the information in the regulations 
as it is in ``Ships'' Routeing'', Sixth Edition 1991, International 
Maritime Organization.
    Sections 167.500 through 167.503 were proposed in the NPRM but were 
removed from this rule. As stated in the NPRM, we intended to codify 
the

[[Page 46604]]

existing Los Angeles-Long Beach TSS. Because of major port improvement 
projects to the ports of Los Angeles and Long Beach, we will 
temporarily suspend the TSS effective September 1, 2000. To avoid 
confusion, these sections will be codified after the improvement 
projects are completed.

Regulatory Evaluation

    This rule is not a ``significant regulatory action'' under section 
3(f) of Executive Order 12866 and does not require an assessment of 
potential costs and benefits under section 6(a)(3) of that Order. The 
Office of Management and Budget has not reviewed it 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 rule to be so minimal that 
a full Regulatory Evaluation under paragraph 10e of the regulatory 
policies and procedures of DOT is unnecessary. A summary of the costs 
and benefits of this rule follows:

Costs

    The amendments to the TSS's in the Santa Barbara Channel and off 
San Francisco will result in a slight increase in transit times and 
operating costs for vessels using them. Most of the vessels using the 
TSS are large commercial vessels such as containerships. The northbound 
transit distance through the TSS's will increase by 2.4 nautical miles 
(nm) and the southbound transit distance will increase by 4.1 nm. The 
time per transit will 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/
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 will 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. By extending 
the TSS 18 miles, this rule decreases the risk of allisions and 
groundings and resulting injuries, pollution, and property damage, by 
routing vessels farther away from oil platforms and Point Conception. 
The TSS extension also provides an increased margin of safety should 
future development in this area occur.
    Amendments to the TSS off San Francisco. This rule rotates the 
approach lanes in a westward direction which reduces the risk of 
collisions and groundings and resulting injuries, pollution, and 
property damage. Vessels will transit farther offshore when entering or 
departing San Francisco Bay with their closest approach to land 
increased from 3 to 6 nautical miles. This increased distance provides 
an added margin of safety for vessels experiencing casualties (e.g. 
loss of power or steering) and more time for response vessels to reach 
a disabled vessel before it drifts ashore. The rotation also eliminates 
conflicts between large commercial vessels and fishing vessel fleets 
operating closer to shore.

Small Entities

    Under the Regulatory Flexibility Act (5 U.S.C. 601-612), we 
considered whether this 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 rule will have a minimal economic impact on vessels operated 
by small entities. The rule amends two existing TSS's. This action 
improves safety for commercial vessels using the TSS's by reducing the 
risk of collisions, allisions, and groundings. Vessels voluntarily 
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. 
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 $80 to $140 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 
final rule will not have a significant economic impact on a substantial 
number of small entities.

Assistance for Small Entities

    Under section 213(a) of the Small Business Regulatory Enforcement 
Fairness Act of 1996 (Pub. L. 104-121), we offered to assist small 
entities in understanding the rule so that they could better evaluate 
its effects on them and participate in this rulemaking. If the rule 
affects your small business, organization, or governmental jurisdiction 
and you have questions concerning its provisions or options for 
compliance, please consult Mr. 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 rule calls 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 E.O. 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's off San 
Francisco and in the Santa Barbara Channel, California, we have 
consulted with the San Francisco Harbor Safety Committee (``HSC''), the 
affected state and federal pilot's associations, vessel operators, 
users, and all affected stakeholders. The San Francisco HSC, which was 
established by the State of California, includes all the principal 
waterway users of the San Francisco ports and other key agencies. The 
HSC was an active participant in various meetings with the Coast Guard 
and has contributed to this rulemaking.

[[Page 46605]]

    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's 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 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 these TSS's. We will continue to work closely with 
such stakeholders to implement the final rule to ensure that the waters 
off San Francisco and in the Santa Barbara Channel affected by this 
rule are made safer and more environmentally secure.

Unfunded Mandates Reform Act

    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 rule will not result 
in such an expenditure, we do discuss the effects of this rule 
elsewhere in this preamble.

Taking of Private Property

    This 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. The Coast Guard has agreed that, to accommodate exploration and 
development on the Sword Unit, the TSS may be temporarily suspended or 
amended, based on historical practice and sections 3.12 and 7.6 of the 
IMO publication, ``Ships' Routeing'', Sixth Edition 1991.

Civil Justice Reform

    This 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 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 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 adjusts two existing TSS's. 
These adjustments will enhance safety in the MBNMS 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 amends 
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 (f) as 
paragraphs (b) through, (g), respectively, and add new paragraph (a) to 
read as follows:


Sec. 167.5  Definitions.

    (a) Area to be avoided means a routing measure comprising 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 167.406, and 167.450 
through 167.452, to read as follows: Pacific West Coast


Sec. 167.400  Off San Francisco Traffic Separation Scheme: General.

    The Off San Francisco Traffic Separation Scheme consists of six 
parts: a Precautionary Area, a Northern Approach, a Southern Approach, 
a Western Approach, a Main Ship Channel, and an Area to Be Avoided. The 
specific areas in the Off San Francisco TSS and Precautionary Area are 
described in Secs. 167.401 through 167.406 of this chapter. The 
geographic coordinates in Secs. 167.401 through 167.406 are defined 
using North American Datum 1983 (NAD 83).


Sec. 167.401  Off San Francisco: Precautionary area.

    (a)(1) A precautionary area is established bounded to the west by 
an arc of a circle with a radius of 6 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.
------------------------------------------------------------------------

    (2) 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.
------------------------------------------------------------------------

    (b) A pilot boarding area is located near the center of the 
precautionary area described in paragraph (a) 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  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:

[[Page 46606]]



------------------------------------------------------------------------
                 Latitude                             Longitude
------------------------------------------------------------------------
37 deg.53.90' N...........................  123 deg.06.10' W.
37 deg.46.70' N...........................  122 deg.48.70' W.
------------------------------------------------------------------------

Sec. 167.403  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  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  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. 167.406  Off San Francisco: Area to be avoided.

    A circular area to be avoided, with a radius of half of a nautical 
mile, is centered upon geographic position:

------------------------------------------------------------------------
                 Latitude                             Longitude
------------------------------------------------------------------------
37 deg.45.00' N...........................  122 deg.41.50' W.
------------------------------------------------------------------------

Sec. 167.450  In the Santa Barbara Channel Traffic Separation Scheme: 
General.

    The Traffic Separation Scheme in the Santa Barbara Channel is 
described in Secs. 167.451 and 167.452. The geographic coordinates in 
Secs. 167.451 and 167.452 are defined using North American Datum 1983 
(NAD 83).


Sec. 167.451  In the Santa Barbara Channel: Between Point Vicente and 
Point Conception.

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

------------------------------------------------------------------------
                 Latitude                             Longitude
------------------------------------------------------------------------
34 deg.20.90' N...........................  120 deg.30.16' W
34 deg.04.00' N...........................  119 deg.15.96' W.
33 deg.44.90' N...........................  118 deg.35.75' W.
33 deg.43.20' N...........................  118 deg.36.95' W.
34 deg.02.20' N...........................  119 deg.17.46' W.
34 deg.18.90' N...........................  120 deg.30.96' 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
------------------------------------------------------------------------
34 deg.21.80' N...........................  120 deg.29.96' W.
34 deg.04.80' N...........................  119 deg.15.16' W.
33 deg.45.80' N...........................  118 deg.35.15' 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
------------------------------------------------------------------------
33 deg.42.30' N...........................  118 deg.37.55' W.
34 deg.01.40' N...........................  119 deg.18.26' W.
34 deg.18.00' N...........................  120 deg.31.16' W.
------------------------------------------------------------------------

Sec. 167.452  In the Santa Barbara Channel: Between Point Conception 
and Point Arguello.

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

------------------------------------------------------------------------
                 Latitude                             Longitude
------------------------------------------------------------------------
34 deg.20.90' N...........................  120 deg.30.16' W.
34 deg.18.90' N...........................  120 deg.30.96' W.
34 deg.25.70' N...........................  120 deg.51.81' W.
34 deg.23.75' N...........................  120 deg.52.51' W.
------------------------------------------------------------------------

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

------------------------------------------------------------------------
                 Latitude                             Longitude
------------------------------------------------------------------------
34 deg.21.80' N...........................  120 deg.29.96' W.
34 deg.26.60' N...........................  120 deg.51.51' W.
------------------------------------------------------------------------

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

------------------------------------------------------------------------
                 Latitude                             Longitude
------------------------------------------------------------------------
34 deg.18.00' N...........................  120 deg.31.16' W.
34 deg.22.80' N...........................  120 deg.52.76' W.
------------------------------------------------------------------------


    Dated: July 18, 2000.
 Joseph J. Angelo,
 Acting Assistant Commandant for Marine Safety and Environmental 
Protection.
[FR Doc. 00-19220 Filed 7-28-00; 8:45 am]
BILLING CODE 4910-15-U