[Federal Register Volume 65, Number 98 (Friday, May 19, 2000)]
[Proposed Rules]
[Pages 31856-31858]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 00-12572]


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DEPARTMENT OF TRANSPORTATION

Coast Guard

33 CFR Part 167

[USCG-1999-5198]


Port Access Route Study for Approaches to Los Angeles/Long Beach

AGENCY: Coast Guard, DOT.

ACTION: Notice of study results.

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SUMMARY: The Coast Guard announces the results of a Port Access Route 
Study which evaluated the vessel routing and traffic management 
measures for the approaches to Los Angeles and Long Beach. The study 
was necessary because of major port improvements made to both ports. It 
was completed in July, 1999. This document summarizes the study 
recommendations.

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-1999-5198 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 notice, contact 
Lieutenant Commander Brian Tetreault, Vessel Traffic Management 
Officer, Eleventh Coast Guard District, telephone 510-437-2951, e-mail 
<a href="/cdn-cgi/l/email-protection#5b192f3e2f293e3a2e372f1b3f6a6a752e28383c75363237"><span class="__cf_email__" data-cfemail="ffbd8b9a8b8d9a9e8a938bbf9bceced18a8c9c98d1929693">[email protected]</span></a>; or Mike Van Houten, Aids to Navigation Section 
Chief, Eleventh Coast Guard District, telephone 510-437-2968, e-mail 
<a href="/cdn-cgi/l/email-protection#88c5dee9e6c0e7fdfcede6c8ecb9b9a6fdfbebefa6e5e1e4"><span class="__cf_email__" data-cfemail="175a4176795f7862637279577326263962647470397a7e7b">[email protected]</span></a>. For questions on viewing the docket, call 
Dorothy Walker, Chief, Dockets, Department of Transportation, telephone 
202-366-9329.

SUPPLEMENTARY INFORMATION: You may obtain a copy of the Port Access 
Route Study (PARS) by contacting either person at the Eleventh Coast 
Guard District listed under FOR FURTHER INFORMATION CONTACT. 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.
    Geographic coordinates. All geographic coordinates cited in this 
notice utilize the North American Datum of 1983 (NAD 83).

Definitions

    The following definitions should help you review this document:
    Precautionary area means a routing measure comprising an area 
within defined limits where ships must navigate with particular caution 
and within which the direction of traffic flow may be recommended.
    Regulated Navigation Area or RNA is a water area within a defined 
boundary for which regulations for vessels navigating within the area 
have been established under this part.
    Separation Zone or line means a zone or line separating the traffic 
lanes in which ships are proceeding in opposite or nearly opposite 
directions; or from the adjacent sea area; or separating traffic lanes 
designated for particular classes of ships proceeding in the same 
direction.
    Traffic lane means an area within defined limits in which one-way 
traffic is established.
    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 document published in the Federal 
Register on March 11, 1999 (63 FR 12140) and completed the study in 
July, 1999.

Why Did the Coast Guard Conduct the PARS?

    A PARS was needed to evaluate the effects of port improvement 
projects for the ports of Los Angeles and Long Beach on navigational 
safety and vessel traffic management efficiency, and to recommend any 
necessary changes to existing routing measures. This study recommends 
modifications to the existing TSS's.
    The study area included the navigable waters of Los Angeles and 
Long Beach Harbors, the Los Angeles/Long Beach TSS, and all waters 
bounded by the coastline and the following coordinates:

------------------------------------------------------------------------
                 Latitude                             Longitude
------------------------------------------------------------------------
33 deg.47.00' N...........................  118 deg.25.40' W.
33 deg.47.00' N...........................  118 deg.38.60' W.
33 deg.15.50' N...........................  118 deg.38.60' W.
33 deg.15.50' N...........................  117 deg.52.70' W.
33 deg.35.30' N...........................  117 deg.52.70' W.
------------------------------------------------------------------------

    Major port improvement projects for the Ports of Los Angeles and 
Long Beach began in 1995 and should be completed by June, 2000. These 
projects include the following:
    <bullet> Lengthening of the Los Angeles Approach Channel to extend 
approximately 3.5 nautical miles beyond the Los Angeles breakwater.
    <bullet> Deepening of the Los Angeles Approach Channel to a project 
depth of 81 feet.
    <bullet> Slight shift of the Long Beach Approach to a 355 degrees 
True inbound course.
    <bullet> Deepening of the Long Beach Approach Channel to a project 
depth of 69 feet.
    Fill and construction activities within 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 traffic 
to maneuver within the Outer Harbor and in the area

[[Page 31857]]

immediately outside the San Pedro, Middle, and Long Beach breakwaters. 
This has the effect of concentrating traffic flows and placing small 
marine traffic more directly in competition with deep draft traffic for 
use of the Precautionary Area.

What Data Did the Coast Guard Use To Help Conduct the PARS?

    Recommendations relied heavily on the comments received during the 
PARS. While all comments on related issues of vessel routing were 
welcome, the notice of study solicited comments on the following 
specific questions to help focus the study:
    1. What navigational hazards do vessels operating in the study area 
face? Will there be additional hazards once port improvement projects 
are completed?
    2. Are there strains on the current vessel routing system? Will 
there be additional strains once port improvement projects are 
completed?
    3. Are modifications to the existing vessel routing measures needed 
to address existing or future hazards and strains and improve traffic 
management efficiency in the study area?
    4. Do you have any specific recommendations regarding aids to 
navigation design for the lengthened approach channels?
    Three comment letters were received and indicated strong overall 
support for the study recommendations. We also reviewed the results of 
a 1982 LA/LB Port Access Route Study (47 FR 27430, June 24, 1982) and a 
1995 Port Access Route Study (61 FR 55248, October 25, 1996) which 
focused on vessel traffic management measures along the California 
coast from San Francisco to Los Angeles.

Study Recommendations

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

1. Expand the Existing LA/LB Precautionary Area

    The study found that the existing Precautionary Area should be 
expanded to provide enhanced navigational safety in light of the 
pending and planned improvements to the port facilities and 
navigational channels previously discussed. The port improvements 
discussed above 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 study also noted that the current 
practice of freighters, tankers, tugs and barges, fishing boats and 
pleasure craft converging in the Precautionary Area would continue to 
present hazards for all mariners.
    Expansion of the existing Precautionary Area should result in 
several positive impacts for safe navigation. First, the expanded 
Precautionary Area should 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 RNA, promulgated at 33 CFR 165.1109, 
to geographically match 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. This study 
recommends the new Precautionary Area as the area enclosed by the 
following geographical positions:

------------------------------------------------------------------------
                 Latitude                             Longitude
------------------------------------------------------------------------
33 deg.43.40' N...........................  118 deg.10.80' W.
33 deg.37.70' N...........................  118 deg.06.50' W.
33 deg.35.50' N...........................  118 deg.09.00' W.
33 deg.35.50' N...........................  118 deg.17.60' W.
33 deg.42.30' N...........................  118 deg.17.60' W.
------------------------------------------------------------------------

2. Relocate the Western and Southern TSSs

    The study found that the existing western and southern TSSs do not 
yield safe or practical approaches to the improved Long Beach and Los 
Angeles entrance channels. The study recommends a shift of the western 
TSS to the south and a shift of the southern TSS to the west.
A. Western TSS
    In order to reduce the maneuvering difficulties for vessels needing 
to use the extended Los Angeles entrance channel, the western TSS needs 
to be relocated to the south. The proposed coordinates should allow 
even the largest vessels safe transit between Los Angeles channel and 
the western lane. This study recommends shifting the western TSS 2.25 
nautical miles (NM) to the south. The new northern edge of the 
northbound coastwise lane would begin at 33 deg.38.70' N, 
118 deg.17.60' W, extend approximately 2.5 NM at 270 deg. True, and 
turn northwest to 300 deg. True at 33 deg.38.70' N, 118 deg.20.60' W. 
The new southern edge of the southbound coastwise lane would extend the 
existing lane at 120 deg. True for approximately 4.45 NM before turning 
to 090 deg. True at 33 deg.35.50' N, 118 deg.23.43' W. The lane will 
meet the Precautionary Area at 33 deg.35.50' N, 118 deg.17.60' W. 
Traffic lanes will remain 1 NM wide and separated by the Separation 
Zone formed 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. Southern TSS
    In order to reduce the maneuvering difficulties for vessels needing 
to use the extended Los Angeles entrance channel and the Long Beach 
channel, the southern TSS should be shifted westward. The recommended 
shift aligns the southern TSS with Long Beach channel and should allow 
a more direct approach to Los Angeles channel. The study also noted 
that by shifting the existing southern TSS, oil platforms located in 
the TSS separation zone would no longer be in the TSS, which should 
increase the safety of the platforms and transiting vessels.
    This study recommends the following changes to the southern TSS for 
the Los Angeles/Long Beach approach. The eastern edge of the northbound 
coastwise lane would begin at 33 deg.20.00' N, 118 deg.02.30' W, extend 
in the direction of 340 deg. True and meet the Precautionary Area at 
33 deg.35.50' N, 118 deg.09.00' W. The western edge of the southbound 
coastwise lane would begin at the Precautionary Area at 33 deg.35.50' 
N, 118 deg.114.00' W, extend in the direction of 160 deg. True, and end 
at 33 deg.18.70' N, 118 deg.06.75' W. The Separation Zone formed by a 
line connecting the following geographical positions will separate 
inbound and outbound traffic lanes:

------------------------------------------------------------------------
                 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.
------------------------------------------------------------------------

    The new lanes will no longer be tapered, but will have a constant 
width of 1 NM wide through their entire length.

Modifications to Aids to Navigation

    The PARS solicited specific recommendations regarding the aids to 
navigation design for the lengthened approach channels to Los Angeles 
and Long Beach, CA. Specific

[[Page 31858]]

recommendations included adding, deleting, relocating and upgrading the 
existing buoys in these channels. The Commander, Eleventh Coast Guard 
District will review these recommendations and make final decisions 
concerning Los Angeles-Long Beach aids to navigation in light of the 
Coast Guard's waterways analysis management system (WAMS). Specific 
questions on WAMS should be directed to the Eleventh Coast Guard 
District's points of contact listed in FOR FURTHER INFORMATION CONTACT.

Modifications to the RNA

    The Commander, Eleventh Coast Guard District is planning 
modifications to the San Pedro Bay RNA. A notice of proposed rulemaking 
(NPRM), only dealing with the RNA, will be published in the Federal 
Register. As previously discussed, one proposed change will make the 
RNA geographically the same as the precautionary area. The RNA 
rulemaking will also address vessel operating requirements; vessel 
size, speeds, draft limitations; operating conditions; pilot boarding 
areas; and restrictions under hazardous conditions.

Conclusion

    We appreciate the comments we received concerning the PARS. We will 
solicit additional comments on the recommended changes to the existing 
routing measures we will propose in an NPRM to be published in the 
Federal Register before making any submission to the International 
Maritime Organization.

    Dated: May 11, 2000.
R.C. North,
Rear Admiral, U. S. Coast Guard, Assistant Commandant for Marine Safety 
and Environmental Protection.
[FR Doc. 00-12572 Filed 5-18-00; 8:45 am]
BILLING CODE 4910-15-P


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