[Federal Register Volume 69, Number 17 (Tuesday, January 27, 2004)]
[Proposed Rules]
[Pages 3869-3871]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 04-1441]


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DEPARTMENT OF HOMELAND SECURITY

Coast Guard

33 CFR Part 167

[USCG-2002-12876]


Port Access Routes Study; In the Approaches to Chesapeake Bay, VA

AGENCY: Coast Guard, DHS.

ACTION: Notice of study results.

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SUMMARY: The Coast Guard announces the completion of a Port Access 
Route Study that evaluated the need for modifications to current vessel 
routing and traffic management measures in the approaches to Chesapeake 
Bay, Virginia. The study was completed in June 2003. This document 
summarizes the study recommendations, which include enhancements and 
modifications to existing vessel routing measures and the creation of a 
new offshore anchorage area.

ADDRESSES: Comments and material received from the public, as well as 
the actual study and other documents mentioned in this document, are 
part of docket USCG-2002-12876 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, 
20590-0001, 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 further information on this 
document, contact John Walters, Aids to Navigation and Waterways 
Management Branch, Fifth Coast Guard District, telephone 757-398-6230, 
e-mail [email protected]; or George Detweiler, Office of Vessel 
Traffic Management, Coast Guard, telephone 202-267-0416, e-mail 
[email protected]. For questions on viewing the docket, contact 
Andrea M. Jenkins, Program Manager, Docket Operations, telephone 202-
366-0271.

SUPPLEMENTARY INFORMATION: You may obtain a copy of the Port Access 
Route Study by contacting either person listed under the FOR FURTHER 
INFORMATION CONTACT section. A copy is also available in the public 
docket at the address listed under the ADDRESSES section and 
electronically on the DMS Web site at http://dms.dot.gov.

[[Page 3870]]

Definitions

    The following definitions are from the International Maritime 
Organization's (IMO's) ``Ships' Routeing Guide'' (except those marked 
by an asterisk) and should help you review this notice:
    Deep-water route means a route within defined limits, which has 
been accurately surveyed for clearance of sea bottom and submerged 
obstacles as indicated on nautical charts.
    Offshore anchorage area means an anchorage area located in the 3-
to-12-nautical-mile belt of the territorial sea in which vessels 
directed by the Captain of the Port (COTP) to await further orders 
before entering a U.S. port may stand-by or anchor.
    Precautionary area means a routing measure comprising an area 
within defined limits where vessels must navigate with particular 
caution and within which the direction of traffic flow may be 
recommended.
    Recommended track means a route which has been specifically 
examined to ensure so far as possible that it is free of dangers and 
along which vessels are advised to navigate.
    Separation Zone or separation line means a zone or line separating 
the traffic lanes in which vessels are proceeding in opposite or nearly 
opposite directions; or separating a traffic lane from the adjacent sea 
area; or separating traffic lanes designated for particular classes of 
vessels proceeding in the same direction.
    Traffic lane means an area within defined limits in which one-way 
traffic is established. Natural obstacles, including those forming 
separation zones, may constitute a boundary.
    Traffic Separation Scheme or TSS means a routing measure aimed at 
the separation of opposing streams of traffic by appropriate means and 
by the establishment of traffic lanes.
    Vessel routing system means any system of one or more routes or 
routing measures aimed at reducing the risk of casualties; it includes 
traffic separation schemes, two-way routes, recommended tracks, areas 
to be avoided, inshore traffic zones, roundabouts, precautionary areas, 
and deep-water routes.

Background and Purpose

When Did the Coast Guard Conduct This Port Access Route Study (PARS)?

    We announced the PARS in a notice published in the Federal Register 
on July 26, 2002, (67 FR 48837) and completed the PARS in June 2003.

What Is the Study Area?

    The study area encompassed the area bounded by a line connecting 
the following geographic points (All coordinates are NAD 1983.):

------------------------------------------------------------------------
                 Latitude                             Longitude
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37 00.00[min]N.............  075 56.00[min]W
37 00.00[min]N.............  075 40.00[min]W
36 45.00[min]N.............  075 40.00[min]W
36 45.00[min]N.............  075 56.00[min]W
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    The study area included the Eastern and Southern approaches to 
Chesapeake Bay used by commercial and public vessels.

Why Did the Coast Guard Conduct This PARS?

    The approaches to Chesapeake Bay were last studied in 1989, and the 
final results were published in the Federal Register on April 28, 1994 
(59 FR 21937). The study primarily examined the Southern Approach to 
determine its ability to accommodate vessels requiring a deep-water 
route. The PARS concluded that the Eastern Approach and Precautionary 
Area should remain unchanged and proposed the creation of the current 
deep-water route of the Southern Approach.
    On April 12 through 17, 2001, the National Oceanic and Atmospheric 
Administration (NOAA) conducted a hydrographic data survey of the area. 
The survey indicated that Nautilus Shoal, which borders the northern 
edge of the Eastern Approach, is slowly moving southward and is 
encroaching on the inbound traffic lane. This limits the use of this 
traffic lane to vessels with drafts less than 27 feet (8.2 meters). 
Because of this encroachment, the current PARS evaluated changes to the 
Eastern Approach that would better accommodate deeper-draft, inbound 
vessels. Also, we decided to review the location of the Southern 
Approach, particularly in light of the many existing and proposed 
improvements to the ports of Hampton Roads, Baltimore, and Richmond 
that will directly affect the numbers, size, and types of vessels using 
these approaches.
    These improvements include dredging and expanding the Norfolk 
International Terminal, improving the Portsmouth Marine Terminal, 
completing the Baltimore Harbor Anchorages and Channels improvement 
project, deepening portions of the James River, improving the Port of 
Richmond wharf, and completing the 55-foot anchorage for Hampton Roads. 
Future projects include building a new Virginia Port facility at Craney 
Island, improving the Pinners Point facility, reopening the Cove Point 
liquefied natural gas facility, deepening the inbound segment of 
Thimble Shoals Channel from 45 to 50 feet, and deepening the outbound 
segment of Thimble Shoals Channel from 50 to 55 feet. Projections for 
the Port of Hampton Roads forecast a 5% growth rate in container 
shipping for 2003. In 2002, 24 cruise ships visited downtown Norfolk. 
Thirty-four cruise ships were scheduled to arrive in Norfolk during 
2003. It is anticipated that passenger numbers will increase from 
20,000 in 2001 to 80,000 in 2004. The size of vessels calling on these 
ports should also grow. The ``S'' class container ships, currently in 
use by Maersk Sealand, may soon call on the Port of Virginia. These 
massive container vessels are 1,138 feet in length, 140 feet wide, 
draft almost 48 feet when fully loaded, and have a capacity for 7,100 
twenty-foot equivalent units (TEUs). Considering this projected growth 
in Hampton Roads and the potential growth in other ports accessed via 
the entrance to Chesapeake Bay, increases in all types of commercial 
vessel traffic is almost certain.
    One potential study recommendation listed in the Notice of Study 
published July 26, 2002, in the Federal Register (67 FR 48837) was to 
disestablish Chesapeake Light. The PARS confirmed that this light 
should not be disestablished. Chesapeake Light has proved itself 
invaluable as a visual reference for inbound, outbound, and maneuvering 
vessel traffic as well as a platform that can be used to gather 
meteorological data.

How Did the Coast Guard Conduct This PARS?

    First, we announced the start of the study through a Notice of 
Study published July 26, 2002, in the Federal Register (67 FR 48837). 
This notice identified potential study recommendations and solicited 
comments concerning these recommendations as well as answers to 
questions provided in the notice. Second, we considered previous 
studies, analyses of vessel traffic density, and agency and stakeholder 
experience in vessel traffic management, navigation, ship handling, and 
the effects of weather. The recommendations of this PARS are based 
mainly on comments received to the docket and the results of the 
previous studies, analyses, and agency and stakeholder experience.

Study Recommendations

    The PARS recommendations include the following:

[[Page 3871]]

    1. Modify the location of the existing Eastern Approach TSS;
    2. Modify the regulations for the Southern Approach TSS to allow 
vessels with a draft of 42 feet (12.8 meters) or greater to use the 
deep-water route;
    3. Retain the Chesapeake Light; and
    4. Establish an offshore anchorage area.
    This PARS recommendation was not previously identified as a 
potential study recommendation in the Notice of Study published July 
26, 2002, in the Federal Register (67 FR 48837). This offshore 
anchorage area is for vessels that are unable or not approved to enter 
port.

Next Steps

    A brief synopsis of how the PARS recommendations will proceed 
towards implementation follows:
    1. Changes to the TSSs will require approval by the International 
Maritime Organization (IMO). Any changes to the TSSs will be 
accomplished through the rulemaking process.
    2. The establishment of an offshore anchorage area will be 
accomplished through the rulemaking process.
    3. Changes to aids to navigation resulting from the above actions 
will be accomplished through the following established procedures--
notification of proposed changes in the Local Notice to Mariners with 
an opportunity for comment and notification of the final changes in the 
Local Notice to Mariners.

Conclusion

    We appreciate the comments we received concerning the PARS. We will 
provide ample opportunity for additional comments on any recommended 
changes to existing routing or operational measures that require 
codification through notices of proposed rulemakings (NPRMs) published 
in the Federal Register.

    Dated: January 15, 2004.
Joseph J. Angelo,
Director of Standards, Marine Safety, Security and Environmental 
Protection.
[FR Doc. 04-1441 Filed 1-26-04; 8:45 am]
BILLING CODE 4901-15-P