[Federal Register Volume 67, Number 25 (Wednesday, February 6, 2002)]
[Proposed Rules]
[Pages 5538-5542]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 02-2756]


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DEPARTMENT OF TRANSPORTATION

Coast Guard

33 CFR Parts 161 and 167

[USCG-2001-10254]
RIN 2115-AG20


Traffic Separation Scheme: In Prince William Sound, AK

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) in Prince William Sound, Alaska. The proposed 
amendments are adopted by the International Maritime Organization and 
have been validated by a recent Port Access Route Study (PARS). 
Implementing these amendments would provide straight traffic lanes 
between the Bligh Reef Pilot Station and Cape Hinchinbrook and should 
reduce risk for vessels operating in the area. The rulemaking would 
incorporate the amended TSS into the Code of Federal Regulations.

DATES: Comments and related materials must reach the Docket Management 
Facility on or before March 8, 2002.

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-2001-10254), 
U.S. Department of Transportation, room PL-401, 400 Seventh Street SW., 
Washington, DC 20590-0001.
    (2) By 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: If you have questions on this proposed 
rule, call LT Keith Ropella, U.S. Coast Guard Marine Safety Office, 
Valdez, AK, telephone 907-835-7209, e-mail [email protected]; 
or George Detweiler, Coast Guard, Office of Vessel Traffic Management 
(G-MWV), at 202-267-0574, e-mail [email protected]. If you have 
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-2001-
10254), 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.
    Maritime trends have not significantly changed since the 
publication of a description of the Prince William Sound Oil 
Transportation System in 1996. However, minor changes have occurred 
since publication. These changes include the replacement of several new 
escort vessels in the ALYESKA/SERVS fleet and the removal of several 
tankers from service. In addition, ALYESKA began operation of a Vapor 
Control Recovery Loading System in March,

[[Page 5539]]

1998. This system is functional on berths 4 and 5 of the Trans-Alaska 
Pipeline Terminal. Originally, it was thought that vessel traffic 
congestion would result due to the shippers' preference to utilize 
these berths. However, most delays seem minimal and Knowles Head 
Anchorage remains adequate for vessels awaiting a berth.
    Cruise ships continue to visit Valdez during May through September. 
Cruise ship traffic continues to grow in direct proportion to the 
increase in tourism throughout Alaska. These vessels frequently do not 
follow the traffic lanes within central Prince William Sound. 
Typically, cruise ships transit through Montague Strait up the west 
side of Prince William Sound to College Fiord. Those vessels that make 
a port call in Valdez join the existing traffic lane in the Valdez Arm.
    Fishing vessels, most notably seiners, continue to harvest salmon 
during the summer. The Vessel Traffic Center at Valdez has gone to 
great efforts to educate all mariners about ways to share the waterway. 
Radio procedures have been established to further disseminate 
information to fishing vessels participating in the limited periods 
when fishing is allowed. Although Valdez Narrows still poses the 
greatest possibility of conflicts with fishing vessel and commercial 
vessel traffic, the prevailing attitude is one of cooperation among 
parties.
    Recreational boating continues to abound within Prince William 
Sound. Areas of operation for these vessels are not predictable and 
generally follow current fishing trends. Charter vessels fish for 
halibut in the vicinity of Cape Hinchinbrook, and salmon fishing occurs 
within the port. Kayakers also make frequent excursions to nearby 
glaciers and recreational sites, however their transits typically 
follow close to the shoreline.
    Existing Prince William Sound TSS. The current TSS in Prince 
William Sound, Alaska, runs from the vicinity of Cape Hinchinbrook 
through Prince William Sound and into the Valdez Arm (the entrance to 
Port Valdez). The International Maritime Organization (IMO) adopted the 
TSS in 1992. The TSS is reflected on National Oceanic and Atmospheric 
Administration (NOAA) nautical chart 16700 and in ``Ships Routeing,'' 
Seventh Edition 1999, International Maritime Organization.
    Recent Port Access Route Study. We published a notice of study in 
the Federal Register on February 9, 1998 (63 FR 6502). This study was 
to review and evaluate the need for modifications to current vessel 
routing and traffic management measures in the approaches or departures 
within Prince William Sound, Alaska. The study considered the results 
and findings of several related studies. We published the study results 
in the Federal Register on August 26, 1999 (64 FR 4662). The PARS 
concluded that modifications to the current TSS were necessary to 
improve vessel traffic management and safety and reduce the risk of 
drift groundings.

Discussion of Proposed Rule

    This rulemaking would amend the existing TSS in Prince William 
Sound, Alaska. The existing TSS is delineated in ``Ships Routeing,'' 
Seventh Edition 1999, International Maritime Organization, but not yet 
codified in the Code of Federal Regulations (CFR). The amendments are 
based on the recommendations of the 1999 PARS. We propose the following 
changes to the existing TSS:
     Establish a precautionary area southeast of Cape 
Hinchinbrook at the entrance to Prince William Sound.
     Straighten the Prince William Sound portion of the TSS to 
eliminate a course change.
     Establish a precautionary area at the Bligh Reef Pilot 
Station.
    This precautionary area will divide the present TSS into two 
separate traffic separation schemes--a Prince William Sound traffic 
separation scheme and a Valdez Arm traffic separation scheme. In 
addition, the new Valdez Arm TSS will be slightly wider than the Valdez 
Arm portion of the present TSS.
    Establish a precautionary area southeast of Cape Hinchinbrook at 
the entrance to Prince William Sound. Establishing a precautionary area 
southeast of Cape Hinchinbrook should reduce the potential for traffic 
congestion in this area. Some laden tankers 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, 
thereby improving vessel traffic management and safety.
    Straighten the Prince William Sound portion of the TSS to eliminate 
a course change. The present course change in the Prince William Sound 
TSS was created to move traffic away from the Alaskan king crab fishing 
area (200 fathom curve). Since king crab is no longer fished in this 
area, the course change is not required. Eliminating the course change 
provides a straight traffic lane between the Bligh Reef Pilot Station 
and Cape Hinchinbrook and should reduce risk for vessels operating in 
the area. The length of transit in Prince William Sound is reduced, as 
well as overall exposure time for vessels. It should also result in a 
smoother flow of traffic and less traffic congestion. Further, with the 
course change removed, the minimum distance from the center of the 
southbound traffic lane to Naked Island would increase from 6 to 9 
nautical miles, reducing the risk of drift groundings.
    Establish a precautionary area at the Bligh Reef Pilot Station. 
Establishing a precautionary area at the Bligh Reef Pilot Station 
should reduce risk for vessels operating in the area. Several types of 
vessels converge in this area, including ferries, cruise ships, and 
tankers. Navigation can sometimes be difficult in this area because of 
outflows of ice 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. The 
southbound traffic lane of the TSS within Valdez Arm would be widened 
to be tangent with the perimeter of the precautionary area.
    We would amend the Valdez Narrows Vessel Traffic Service (VTS) 
Special Area to include the Valdez Arm portion of the TSS. This would 
give the Commanding Officer of the VTS the authority to direct vessels 
into the separation zone if, for example, the traffic lanes become 
partially blocked by ice from the Columbia Glacier.

Regulatory Evaluation

    This proposed rule is not a ``significant regulatory action'' under 
section 3(f) of Executive Order 12866, Regulatory Planning and Review, 
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 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

    Vessel operators would incur the minimal cost of plotting new 
coordinates on their existing charts or

[[Page 5540]]

purchasing updated charts when available.

Benefits

    The proposed amendments to the TSS in Prince William Sound, Alaska, 
would increase the margin of safety for all vessels accessing the Port 
of Valdez. The new Precautionary Areas and amended traffic lanes would 
decrease the chance of collisions, allisions, and drift groundings were 
a vessel to become disabled. We expect that vessels transiting the 
Prince William Sound TSS would experience cost savings, through 
decreased operational costs, because the transit lanes in the Sound 
would be shorter.

Small Entities

    Under the Regulatory Flexibility Act (5 U.S.C. 601-612), we have 
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 reduced economic impact on vessels 
operated by small entities. The proposal amends an existing TSS. This 
action improves safety for commercial vessels using the TSS by reducing 
the risk of collisions, allisions, and drift groundings. Vessels 
voluntarily transiting the TSS will have to transit 1.5 to 2.5 nautical 
miles fewer per trip. The reduced transit distance results in decreased 
vessel operating costs. Vessels that tend to use the TSS's are 
commercial vessels, such as tankers. These vessels are usually large 
and capable of operating in an offshore environment. Because of their 
size, most of them are not owned by small entities. Even if such a 
large vessel were owned by a small business, decreased transit costs 
would positively affect the overall cost of the 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 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 in Prince 
William Sound, Alaska, we have consulted with the Valdez Marine 
Operators Committee (VMOC), the affected state and Federal pilot's 
associations, vessel operators, users, and all affected stakeholders. 
The VMOC includes individuals who represent the interests of local 
commercial shipping and industry, as well as members from the Regional 
Citizens Advisory Council, and the State of Alaska. The VMOC was an 
active participant in various meetings with the Coast Guard and has 
contributed to this rulemaking.
    Presently, there are no Alaska 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 would 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 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 this TSS. We will continue to 
work closely with stakeholders to implement the final rule to ensure 
that the waters in Prince William Sound affected by this proposed 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. 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 would not 
create an environmental risk to health or risk to

[[Page 5541]]

safety that might disproportionately affect children.

Indian Tribal Governments

    This proposed rule does not have tribal implications under 
Executive Order 13175, Consultation and Coordination with Indian Tribal 
Governments, because it would not have a substantial direct effect on 
one or more Indian tribes, on the relationship between the Federal 
Government and Indian tribes, or on the distribution of power and 
responsibilities between the Federal Government and Indian tribes.
    To help the Coast Guard establish regular and meaningful 
consultation and collaboration with Indian and Alaskan Native tribes, 
we published a notice in the Federal Register (66 FR 36361, July 11, 
2001) requesting comments on how to best carry out the Order. We invite 
your comments on how this proposed rule might impact tribal 
governments, even if that impact may not constitute a ``tribal 
implication'' under the Order.

Energy Effects

    We have analyzed this proposed rule under Executive Order 13211, 
Actions Concerning Regulations That Significantly Affect Energy Supply, 
Distribution, or Use. We have determined that it is not a ``significant 
energy action'' under that order because it is not a ``significant 
regulatory action'' under Executive Order 12866 and is not likely to 
have a significant adverse effect on the supply, distribution, or use 
of energy. It has not been designated by the Administrator of the 
Office of Information and Regulatory Affairs as a significant energy 
action. Therefore, it does not require a Statement of Energy Effects 
under Executive Order 13211.

Environment

    We have considered the environmental impact of this proposed rule 
and concluded that, under figure 2-1, paragraph (34)(i), of Commandant 
Instruction M16475.lD, 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

33 CFR Part 161

    Harbors, Navigation (water), Reporting and recordkeeping 
requirements, Vessels, and Waterways.

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 parts 161 and 167 as follows:

PART 161--VESSEL TRAFFIC MANAGEMENT

    1. The authority citation for part 161 continues to read as 
follows:

    Authority: 33 U.S.C. 1221; 33 U.S.C. 1223; 49 CFR 1.46.

    2. Revise Sec. 161.60 (b) to read as follows:


Sec. 161.60  Vessel Traffic Service Prince William Sound.

* * * * *
    (b) The Valdez Narrows VTS Special Area consists of those waters of 
the Valdez Arm Traffic Separation Scheme as defined in 33 CFR part 167; 
those waters of Valdez Arm and Valdez Narrows bounded by the points 
61 deg.02.10' N, 146 deg.40.00' W; 60 deg.58.04' N, 146 deg.46.52' W; 
60 deg.58.93' N, 146 deg.48.86' W; 61 deg.03.40' N, 146 deg.41.80' W; 
and those waters of Port Valdez southwest of a line bearing 307 deg. 
True from Entrance Island Light at 61 deg.05.10' N, 146 deg.36.70' W, 
through Valdez Narrows to a line between the points 61 deg.02.10' N, 
146 deg.40.00' W and 61 deg.03.40' N, 146 deg.41.80' W.
* * * * *

PART 167--OFFSHORE TRAFFIC SEPARATION SCHEMES

    3. The authority citation for part 167 continues to read as 
follows:

    Authority: 33 U.S.C. 1223; 49 CFR 1.46.

    4. Add Secs. 167.1700 through 167.1703 to read as follows:


Sec. 167.1700  In Prince William Sound: General.

    The Prince William Sound Traffic Separation Scheme consists of four 
parts: Prince William Sound Traffic Separation Scheme, Valdez Arm 
Traffic Separation Scheme, and two Precautionary Areas. The specific 
parts are described in Secs. 167.1701 through 167.1703. The geographic 
coordinates in Secs. 167.1701 through 167.1703 are defined using North 
American Datum 1983 (NAD 83).


Sec. 167.1701  In Prince William Sound: Precautionary Areas.

    (a) Cape Hinchinbrook: A precautionary area is established, bounded 
by a line connecting the following geographical positions:

------------------------------------------------------------------------
              Latitude                            Longitude
------------------------------------------------------------------------
60 deg.20.59' N                      146 deg.48.18' W
60 deg.12.67' N                      146 deg.40.43' W
60 deg.11.01' N                      146 deg.28.65' W
60 deg.05.47' N                      146 deg.00.01' W
60 deg.00.81' N                      146 deg.03.53' W
60 deg.05.44' N                      146 deg.27.58' W
59 deg.51.80' N                      146 deg.37.51' W
59 deg.53.52' N                      146 deg.46.84' W
60 deg.07.76' N                      146 deg.36.24' W
60 deg.11.51' N                      146 deg.46.64' W
60 deg.20.60' N                      146 deg.54.31' W
------------------------------------------------------------------------

    (b) Bligh Reef: A precautionary area of radius 1.5 miles is 
centered upon geographical position 60 deg.49.63' N, 147 deg.01.33' W.
    (c) A pilot boarding area is located near the center of the Bligh 
Reef precautionary area. Specific regulations pertaining to vessels 
operating in these areas are contained in 33 CFR 165.1109(d).


Sec. 167.1702  In Prince William Sound: Prince William Sound Traffic 
Separation Scheme.

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

------------------------------------------------------------------------
              Latitude                            Longitude
------------------------------------------------------------------------
60 deg.20.77' N                      146 deg.52.31' W
60 deg.48.12' N                      147 deg.01.78' W
60 deg.48.29' N                      146 deg.59.77' W
60 deg.20.93' N                      146 deg.50.32' W
------------------------------------------------------------------------

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

------------------------------------------------------------------------
              Latitude                            Longitude
------------------------------------------------------------------------
60 deg.20.59' N                      146 deg.48.18' W
60 deg.49.49' N                      146 deg.58.19' W
------------------------------------------------------------------------

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

------------------------------------------------------------------------
              Latitude                            Longitude
------------------------------------------------------------------------
60 deg.49.10' N                      147 deg.04.19' W
60 deg.20.60' N                      146 deg.54.31' W
------------------------------------------------------------------------

Sec. 167.1703  In Prince William Sound: Valdez Arm Traffic Separation 
Scheme.

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

------------------------------------------------------------------------
              Latitude                            Longitude
------------------------------------------------------------------------
60 deg.51.08' N                      147 deg.00.33' W
60 deg.58.60' N                      146 deg.48.10' W
60 deg.58.30' N                      146 deg.47.10' W
60 deg.50.45' N                      146 deg.58.75' W
------------------------------------------------------------------------


[[Page 5542]]

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

------------------------------------------------------------------------
              Latitude                            Longitude
------------------------------------------------------------------------
60 deg.49.39' N                      146 deg.58.19' W
60 deg.58.04' N                      146 deg.46.52' W
------------------------------------------------------------------------

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

------------------------------------------------------------------------
              Latitude                            Longitude
------------------------------------------------------------------------
60 deg.58.93' N                      146 deg.48.86' W
60 deg.50.61' N                      147 deg.03.60' W
------------------------------------------------------------------------


    Dated: December 5, 2001.
Joseph J. Angelo,
Director of Standards, Marine Safety and Environmental Protection.
[FR Doc. 02-2756 Filed 2-5-02; 8:45 am]
BILLING CODE 4910-15-P