Federal Register / Vol. 66, No. 94 / Tuesday, May 15, 2001 / Proposed Rules 26819

planning time, or time necessitated by

other administrative actions.

Regulatory Impact

The regulations proposed herein

would not have a substantial direct

effect on the States, on the relationship

between the national Government and

the States, or on the distribution of

power and responsibilities among the

various levels of government. Therefore,

it is determined that this proposal

would not have federalism implications

under Executive Order 13132.

For the reasons discussed above, I

certify that this proposed regulation (1)

is not a ‘‘significant regulatory action’’

under Executive Order 12866; (2) is not

a ‘‘significant rule’’ under the DOT

Regulatory Policies and Procedures (44

FR 11034, February 26, 1979); and (3) if

promulgated, will not have a significant

economic impact, positive or negative,

on a substantial number of small entities

under the criteria of the Regulatory

Flexibility Act. A copy of the draft

regulatory evaluation prepared for this

action is contained in the Rules Docket.

A copy of it may be obtained by

contacting the Rules Docket at the

location provided under the caption

ADDRESSES.

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation

safety, Safety.

The Proposed Amendment

Accordingly, pursuant to the

authority delegated to me by the

Administrator, the Federal Aviation

Administration proposes to amend part

39 of the Federal Aviation Regulations

(14 CFR part 39) as follows:

PART 39—AIRWORTHINESS

DIRECTIVES

1. The authority citation for part 39

continues to read as follows:

Authority: 49 U.S.C. 106(g), 40113, 44701.

§ 39.13 [Amended]

2. Section 39.13 is amended by

adding the following new airworthiness

directive:

McDonnell Douglas: Docket 2001–NM–47–

AD.

Applicability: Model 717 series airplanes,

manufacturer’s fuselage numbers 5004

through 5036 inclusive; certificated in any

category.

Note 1: This AD applies to each airplane

identified in the preceding applicability

provision, regardless of whether it has been

modified, altered, or repaired in the area

subject to the requirements of this AD. For

airplanes that have been modified, altered, or

repaired so that the performance of the

requirements of this AD is affected, the

owner/operator must request approval for an

alternative method of compliance in

accordance with paragraph (c) of this AD.

The request should include an assessment of

the effect of the modification, alteration, or

repair on the unsafe condition addressed by

this AD; and, if the unsafe condition has not

been eliminated, the request should include

specific proposed actions to address it.

Compliance: Required as indicated, unless

accomplished previously.

To prevent failure of the rod ends of the

spoiler hold-down actuators due to fatigue,

which could result in loss of the back-up

protection of the spoiler float hold-down and

unavailability of monitoring for an

uncommanded spoiler movement,

accomplish the following:

General Visual Inspection

(a) Within 450 flight hours after the

effective date of this AD, do a general visual

inspection of the rod ends of the spoiler

hold-down actuators of the inboard and

outboard spoilers for breakage along the

intersection of the thread runout and the

outer spherical surface of the lug, per Boeing

Alert Service Bulletin 717–27A0010, dated

August 15, 2000.

Note 2: For the purposes of this AD, a

general visual inspection is defined as ‘‘A

visual examination of an interior or exterior

area, installation, or assembly to detect

obvious damage, failure, or irregularity. This

level of inspection is made under normally

available lighting conditions such as

daylight, hangar lighting, flashlight, or droplight, and may require removal or opening of

access panels or doors. Stands, ladders, or

platforms may be required to gain proximity

to the area being checked.’’

Condition 1 (No Breakage Present)

(1) If no breakage is present, repeat the

general visual inspection every 450 flight

hours.

Condition 2 (Breakage Present)

(2) If any breakage is present, before further

flight, replace the broken rod end of the

spoiler hold-down actuator with a new rod

end, per Boeing Alert Service Bulletin 717–

27A0010, dated August 15, 2000; or Boeing

Service Bulletin 717–27–0013, dated January

30, 2001, or Revision 01, dated February 28,

2001. As of the effective date of this AD, the

replacement shall be done per Boeing Service

Bulletin 717–27–0013, Revision 01, dated

February 28, 2001. For rod ends that have

been replaced per Boeing Alert Service

Bulletin 717–27A0010, dated August 15,

2000, repeat the general visual inspection

thereafter every 450 flight hours.

Accomplishment of this replacement per

Boeing Service Bulletin 717–27–0013

constitutes terminating action for the

requirements of this AD for that rod end.

Terminating Action

(b) Within 15 months or 3,600 flight hours

after the effective date of this AD, whichever

occurs first, replace the rod ends of the

spoiler hold-down actuators with new rod

ends, and reidentify the spoiler hold-down

actuators, per Boeing Service Bulletin 717–

27–0013, dated January 30, 2001, or Revision

01, dated February 28, 2001.

Accomplishment of this replacement and

reidentification constitutes terminating

action for the requirements of this AD.

Alternative Methods of Compliance

(c) An alternative method of compliance or

adjustment of the compliance time that

provides an acceptable level of safety may be

used if approved by the Manager, Los

Angeles Aircraft Certification Office (ACO),

FAA. Operators shall submit their requests

through an appropriate FAA Principal

Maintenance Inspector, who may add

comments and then send it to the Manager,

Los Angeles ACO.

Note 3: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Los Angeles ACO.

Special Flight Permit

(d) Special flight permits may be issued in

accordance with sections 21.197 and 21.199

of the Federal Aviation Regulations (14 CFR

21.197 and 21.199) to operate the airplane to

a location where the requirements of this AD

can be accomplished.

Issued in Renton, Washington, on May 9,

2001.

Donald L. Riggin,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 01–12176 Filed 5–14–01; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000–NM–405–AD]

RIN 2120–AA64

Airworthiness Directives; Boeing

Model 757 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Notice of proposed rulemaking

(NPRM).

SUMMARY: This document proposes the

adoption of a new airworthiness

directive (AD) that is applicable to

certain Boeing Model 757 series

airplanes. This proposal would require

an inspection to determine the serial

numbers of geared rotary actuators

(GRA) for the leading edge slats, and

replacement of certain actuators with

new or reworked actuators. This action

is necessary to prevent a fractured

spring washer in a GRA, which could

lead to a disconnect in the GRA, and

result in a slat skew condition and

consequent reduced controllability of

the airplane. This action is intended to

address the identified unsafe condition.

26820 Federal Register / Vol. 66, No. 94 / Tuesday, May 15, 2001 / Proposed Rules

DATES: Comments must be received by

June 29, 2001.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–114,

Attention: Rules Docket No. 2000–NM–

405–AD, 1601 Lind Avenue, SW.,

Renton, Washington 98055–4056.

Comments may be inspected at this

location between 9 a.m. and 3 p.m.,

Monday through Friday, except Federal

holidays. Comments may be submitted

via fax to (425) 227–1232. Comments

may also be sent via the Internet using

the following address: 9-anmnprmcomment@faa.gov. Comments sent

via fax or the Internet must contain

‘‘Docket No. 2000–NM–405–AD’’ in the

subject line and need not be submitted

in triplicate. Comments sent via the

Internet as attached electronic files must

be formatted in Microsoft Word 97 for

Windows or ASCII text.

The service information referenced in

the proposed rule may be obtained from

Boeing Commercial Airplane Group,

P.O. Box 3707, Seattle, Washington

98124–2207. This information may be

examined at the FAA, Transport

Airplane Directorate, 1601 Lind

Avenue, SW., Renton, Washington.

FOR FURTHER INFORMATION CONTACT:

Barbara Mudrovich, Aerospace

Engineer, Systems and Equipment

Branch, ANM–130S, FAA, Seattle

Aircraft Certification Office, 1601 Lind

Avenue, SW., Renton, Washington

98055–4056; telephone (425) 227–2983;

fax (425) 227–1181.

SUPPLEMENTARY INFORMATION:

Comments Invited

Interested persons are invited to

participate in the making of the

proposed rule by submitting such

written data, views, or arguments as

they may desire. Communications shall

identify the Rules Docket number and

be submitted in triplicate to the address

specified above. All communications

received on or before the closing date

for comments, specified above, will be

considered before taking action on the

proposed rule. The proposals contained

in this action may be changed in light

of the comments received.

Submit comments using the following

format:

• Organize comments issue-by-issue.

For example, discuss a request to

change the compliance time and a

request to change the service bulletin

reference as two separate issues.

• For each issue, state what specific

change to the proposed AD is being

requested.

• Include justification (e.g., reasons or

data) for each request.

Comments are specifically invited on

the overall regulatory, economic,

environmental, and energy aspects of

the proposed rule. All comments

submitted will be available, both before

and after the closing date for comments,

in the Rules Docket for examination by

interested persons. A report

summarizing each FAA-public contact

concerned with the substance of this

proposal will be filed in the Rules

Docket.

Commenters wishing the FAA to

acknowledge receipt of their comments

submitted in response to this action

must submit a self-addressed, stamped

postcard on which the following

statement is made: ‘‘Comments to

Docket Number 2000–NM–405–AD.’’

The postcard will be date stamped and

returned to the commenter.

Availability of NPRMs

Any person may obtain a copy of this

NPRM by submitting a request to the

FAA, Transport Airplane Directorate,

ANM–114, Attention: Rules Docket No.

2000–NM–405–AD, 1601 Lind Avenue,

SW., Renton, Washington 98055–4056.

Discussion

The FAA has received reports

indicating that certain geared rotary

actuators (GRA) for the leading edge

slats on certain Boeing Model 757 series

airplanes have been assembled with

discrepant spring washers. The

discrepant spring washers were not

adequately processed during the phase

of manufacture in which cadmium

plating is applied. A fractured spring

washer could lead to a disconnect

between the input shaft or input plate

and the output plate or splined

gearshaft, which could result in a skew

condition for the leading edge slat if one

of the two actuators on each slat

continues to drive the slat. The serial

numbers of all affected GRAs are

known.

Certain airplanes have had an

enhanced slat skew or loss detection

system installed either during

production or according to Boeing

Service Bulletin 757–27–0126, dated

May 11, 2000. For these airplanes, a slat

skew condition is not an airworthiness

concern.

However, for airplanes without an

enhanced slat skew or loss detection

system, a slat skew condition, if not

detected by the flight crew, could result

in reduced controllability of the

airplane.

Explanation of Relevant Service

Information

The FAA has reviewed and approved

Boeing Alert Service Bulletins 757–

27A0133 (for Model 757–200, 757–

200CB, and 757–200PF series airplanes)

and 757–27A0134 (for Model 757–300

series airplanes), both dated October 11,

2000. Those service bulletins describe

procedures for a one-time inspection to

determine the serial numbers of GRAs

for the leading edge slats. If GRAs with

certain serial numbers are installed, the

service bulletin describes procedures for

replacing affected GRAs with new or

reworked parts. Accomplishment of the

actions specified in the applicable

service bulletin is intended to

adequately address the identified unsafe

condition.

The Boeing service bulletins refer to

Hamilton Sundstrand Service Bulletins

5006397/755299–27–21 and 5006398/

755300–27–21, both dated January 24,

2000, as sources for the identification of

affected part numbers and serial

numbers, as well as instructions for

reworking affected GRAs.

Explanation of Requirements of

Proposed Rule

Since an unsafe condition has been

identified that is likely to exist or

develop on other products of this same

type design, the proposed AD would

require accomplishment of the actions

specified in the applicable Boeing

service bulletin described previously.

Explanation of Applicability

While only certain Boeing Model 757

series airplanes had the GRAs with the

discrepant spring washers installed in

production, it is possible that the

affected GRAs have been installed as

spares on other Boeing Model 757 series

airplanes. Therefore, the FAA finds that

the unsafe condition addressed by this

proposed AD may occur on any Boeing

Model 757 series airplane manufactured

on or prior to the effective date of this

AD. However, paragraph (d) of this AD

prohibits installation of the affected

parts after the effective date of this AD;

thus, airplanes with a date of

manufacture after the effective date of

this AD would not be subject to this

proposed AD.

Cost Impact

There are approximately 950

airplanes of the affected design in the

worldwide fleet. The FAA estimates that

606 airplanes of U.S. registry would be

affected by this proposed AD, that it

would take approximately 20 work

hours per airplane to accomplish the

proposed inspection, and that the

average labor rate is $60 per work hour.

Based on these figures, the cost impact

of the proposed AD on U.S. operators is

estimated to be $727,200, or $1,200 per

airplane.

Federal Register / Vol. 66, No. 94 / Tuesday, May 15, 2001 / Proposed Rules 26821

The cost impact figure discussed

above is based on assumptions that no

operator has yet accomplished any of

the proposed requirements of this AD

action, and that no operator would

accomplish those actions in the future if

this proposed AD were not adopted. The

cost impact figures discussed in AD

rulemaking actions represent only the

time necessary to perform the specific

actions actually required by the AD.

These figures typically do not include

incidental costs, such as the time

required to gain access and close up,

planning time, or time necessitated by

other administrative actions.

Should an operator be required to

accomplish the replacement of all GRAs

on an airplane, it would take

approximately 30 work hours per

airplane (1.5 work hours per actuator),

at an average labor rate of $60 per work

hour. Required parts may be provided

by the parts manufacturer at no cost to

the operator. Based on these figures, the

cost impact of the proposed replacement

is estimated to be up to $1,800 per

airplane.

Regulatory Impact

The regulations proposed herein

would not have a substantial direct

effect on the States, on the relationship

between the national Government and

the States, or on the distribution of

power and responsibilities among the

various levels of government. Therefore,

it is determined that this proposal

would not have federalism implications

under Executive Order 13132.

For the reasons discussed above, I

certify that this proposed regulation (1)

is not a ‘‘significant regulatory action’’

under Executive Order 12866; (2) is not

a ‘‘significant rule’’ under the DOT

Regulatory Policies and Procedures (44

FR 11034, February 26, 1979); and (3) if

promulgated, will not have a significant

economic impact, positive or negative,

on a substantial number of small entities

under the criteria of the Regulatory

Flexibility Act. A copy of the draft

regulatory evaluation prepared for this

action is contained in the Rules Docket.

A copy of it may be obtained by

contacting the Rules Docket at the

location provided under the caption

ADDRESSES.

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation

safety, Safety.

The Proposed Amendment

Accordingly, pursuant to the

authority delegated to me by the

Administrator, the Federal Aviation

Administration proposes to amend part

39 of the Federal Aviation Regulations

(14 CFR part 39) as follows:

PART 39—AIRWORTHINESS

DIRECTIVES

1. The authority citation for part 39

continues to read as follows:

Authority: 49 U.S.C. 106(g), 40113, 44701.

§ 39.13 [Amended]

2. Section 39.13 is amended by

adding the following new airworthiness

directive:

Boeing: Docket 2000–NM–405–AD.

Applicability: Model 757 series airplanes

with a date of manufacture that is on or

before the effective date of this AD,

certificated in any category.

Note 1: This AD applies to each airplane

identified in the preceding applicability

provision, regardless of whether it has been

modified, altered, or repaired in the area

subject to the requirements of this AD. For

airplanes that have been modified, altered, or

repaired so that the performance of the

requirements of this AD is affected, the

owner/operator must request approval for an

alternative method of compliance in

accordance with paragraph (e) of this AD.

The request should include an assessment of

the effect of the modification, alteration, or

repair on the unsafe condition addressed by

this AD; and, if the unsafe condition has not

been eliminated, the request should include

specific proposed actions to address it.

Compliance: Required as indicated, unless

accomplished previously.

To prevent a fractured spring washer in a

geared rotary actuator (GRA) for the leading

edge slats, which could lead to a disconnect

in the GRA, and result in a slat skew

condition and consequent reduced

controllability of the airplane, accomplish

the following:

Inspection To Determine Serial Numbers

(a) At the applicable compliance time

specified in paragraph (a)(1) or (a)(2) of this

AD, inspect the 20 geared rotary actuators

(GRA) for the leading edge slats to determine

the part number series and serial number for

each GRA, according to Boeing Alert Service

Bulletin 757–27A0133 (for Model 757–200,

757–200CB, and 757–200PF series airplanes),

or 757–27A0134 (for Model 757–300 series

airplanes), both dated October 11, 2000; as

applicable.

(1) For Boeing 757–200 series airplanes

with line numbers (L/N) 1 through 803, on

which an enhanced slat skew or loss

detection system has NOT been installed

according to Boeing Service Bulletin 757–27–

0126, dated May 11, 2000, or Boeing

Production Revision Record 54755: Do the

inspection within 18 months after the

effective date of this AD.

(2) For airplanes other than those

identified in paragraph (a)(1) of this AD: Do

the inspection within 36 months after the

effective date of this AD.

If No Subject GRA Is Installed—No Further

Action

(b) If no GRA has a part number series and

serial number listed under Section 1.A. of

Hamilton Sundstrand Service Bulletins

5006397/755299–27–21 or 5006398/755300–

27–21, both dated January 24, 2000: No

further action is required by this AD.

If Any Subject GRAs Are Installed—

Corrective Actions

(c) For any GRA with a part number series

and serial number listed under Section 1.A.

of Hamilton Sundstrand Service Bulletins

5006397/755299–27–21 or 5006398/755300–

27–21, both dated January 24, 2000: At the

applicable compliance time specified in

paragraph (c)(1) or (c)(2) of this AD, replace

the subject GRA with a new or reworked

GRA, according to Boeing Alert Service

Bulletin 757–27A0133 (for Model 757–200,

757–200CB, and 757–200PF series airplanes),

or 757–27A0134 (for Model 757–300 series

airplanes), both dated October 11, 2000; as

applicable.

(1) For Boeing 757–200 series airplanes

with line numbers (L/N) 1 through 803, on

which an enhanced slat skew or loss

detection system has NOT been installed

according to Boeing Service Bulletin 757–27–

0126, dated May 11, 2000, or Boeing

Production Revision Record 54755: Replace

any subject GRA within 18 months after the

effective date of this AD.

(2) For airplanes other than those

identified in paragraph (c)(1) of this AD:

Replace any subject GRA within 36 months

after the effective date of this AD.

Spares

(d) After the effective date of this AD, no

one may install a GRA that has a part number

series and serial number listed under Section

1.A. of Hamilton Sundstrand Service

Bulletins 5006397/755299–27–21 or

5006398/755300–27–21, both dated January

24, 2000, on any airplane.

Alternative Methods of Compliance

(e) An alternative method of compliance or

adjustment of the compliance time that

provides an acceptable level of safety may be

used if approved by the Manager, Seattle

Aircraft Certification Office (ACO), FAA.

Operators shall submit their requests through

an appropriate FAA Principal Maintenance

Inspector, who may add comments and then

send it to the Manager, Seattle ACO.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Seattle ACO.

Special Flight Permits

(f) Special flight permits may be issued in

accordance with sections 21.197 and 21.199

of the Federal Aviation Regulations (14 CFR

21.197 and 21.199) to operate the airplane to

a location where the requirements of this AD

can be accomplished.

26822 Federal Register / Vol. 66, No. 94 / Tuesday, May 15, 2001 / Proposed Rules

Issued in Renton, Washington, on May 9,

2001.

Donald L. Riggin,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 01–12174 Filed 5–14–01; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF COMMERCE

National Oceanic and Atmospheric

Administration

15 CFR Part 922

[Docket No. 010416096–1096–01]

RIN 0648–AP22

Revisions to Anchoring Prohibitions in

the Flower Garden Banks National

Marine Sanctuary

AGENCY: Marine Sanctuaries Division

(MSD), Office of Ocean and Coastal

Resource Management (OCRM),

National Ocean Service (NOS), National

Oceanic and Atmospheric

Administration (NOAA), Department of

Commerce (DOC).

ACTION: Proposed rule.

SUMMARY: The National Oceanic and

Atmospheric Administration (NOAA)

proposes to amend the regulations

governing the anchoring and mooring of

vessels in the Flower Garden Banks

National Marine Sanctuary (FGBNMS or

Sanctuary). NOAA is proposing this

change to conform the regulations to

anchoring prohibitions adopted by the

International Maritime Organization

(IMO), at its December 6, 2000 meeting.

NOAA is proposing to prohibit all

anchoring and mooring in the Sanctuary

with the exception that vessels 100 feet

(30.48 meters) and under in length

would be permitted to moor at

sanctuary mooring buoys. The intent of

this rule is to prevent further injuries to

corals in the Sanctuary from anchoring

impacts.

DATES: The agency must receive

comments by June 14, 2001.

ADDRESSES: Comments concerning the

proposed regulatory changes should be

sent to G.P. Schmahl, Manager, Flower

Garden Banks National Marine

Sanctuary, 216 W. 26th Street, Suite

104, Bryan, Texas, 77803.

FOR FURTHER INFORMATION CONTACT: G.P.

Schmahl (979) 779–2705, or Lisa

Symons (301) 713–3141, ext. 108.

SUPPLEMENTARY INFORMATION:

I. Background

The Sanctuary consists of three

separate areas of ocean waters over and

surrounding the East and West Flower

Garden Banks and Stetson Bank, and the

submerged lands thereunder including

the Banks, in the northwestern Gulf of

Mexico. The area designated at the East

Bank is located approximately 120

nautical miles (nmi) south-southwest of

Cameron, Louisiana, and encompasses

19.20 nmi2. The area designated at the

West Bank is located approximately 110

nmi southeast of Galveston, Texas, and

encompasses 22.50 nmi2. The area

designated at Stetson Bank is located

approximately 70 nmi southeast of

Galveston, Texas, and encompasses 0.64

nmi2. The three areas encompass a total

of 42.34 nmi2 (145.09 square

kilometers). The area is unique among

the world’s coral reefs. The area

contains the northernmost coral reefs on

the North American continental shelf

and supports the most highly developed

offshore hard-bank communities in the

region. It is also home to organisms

unknown on the world’s other

continental shelves. These organisms

are generally associated with a

hypersaline, anoxic brine seep having a

chemosynthetic energy base analogous

to that found at deep-sea hydrothermal

vents. The reefs in Flower Garden Banks

crest at approximately 15 meters below

the water surface and extend downward

to 46 meters depth, where the

hermatypic corals are replaced by reefal

communities dominated by coralline

algae and sponges. This deeper ‘‘algal

terrace’’ covers most surfaces down to a

depth of 90 meters. The area has at least

20 species of hermatypic (reef building)

corals, 80 species of algae, 196 known

macro-invertebrate species, and more

than 200 fish species. The reef-building

corals and coralline algae construct and

maintain the substratum and, through a

multituide of relationships, largely

control the structure of benthic

communities occupying the banks. As a

primary building-block for the entire

ecosystem of the banks, the coral and

algae are by far the most important

organisms in the Flower Garden Banks

ecosystem.

Observations by Sanctuary staff,

researchers and members of the diving

public indicate that anchoring of large

commercial ships, particularly

internationally flagged vessels, has

caused considerable damage to the

corals and other resources of the

Sanctuary despite existing domestic

regulations prohibiting anchorage of

vessels greater than 100 feet (30.48

meters). There is clear evidence of

anchoring damage to Flower Garden

Banks from large ships. Scars or tracks

of pulverized coral have been

documented by studies conducted by

submersibles and divers. The largest

scar from anchoring found to date

extends for approximately 1.7

kilometers and resembles a continuous,

‘‘roadcut-like’’ gouge into the bank.

Another crater-like scar measures

approximately 50 meters in diameter.

Chain scars from the swinging of ships

on their anchor chains are evident on

many corals. There are hundreds of

coral colonies abraded, fractured or

toppled, apparently by the dragging of

anchors or anchor cables and chains.

Loose coral pieces act as agents of

further injury to the living coral,

particularly during heavy seas and

storms as the pieces are repeatedly

driven into and around the living coral.

Coral such as that in Flower Garden

Banks takes thousands of years to build.

The regeneration of the reef from anchor

damage may never occur. Even if

optimal conditions for regeneration

occur, it would still take hundreds and

perhaps thousands of years for the reef

to return to its pre-damage condition.

Implementation of the proposed

regulation and the restrictions on

anchoring adopted by the IMO will

prevent further injury to the coral and

reef community.

Safety considerations also support

establishment of this measure. The area

is transited by commercial ships, many

of which are en route to and from the

U.S. ports in Texas and Louisiana. The

safety of a ship can depend on the

ability of its anchor to hold. The

character of the bottom is of prime

importance in determining whether an

anchor will hold. Coral provides an

unstable anchoring bottom. The scars

and damage to the coral in this area are

evidence that when deployed in coral

anchors tend to drag along the bottom

rather than hold in the coral.

Additionally, there are a number of

platforms and pipelines in this area it is

very important from a safety perspective

for ships to anchor only in areas where

the bottom will provide good holding

ground.

In July of 2000, the United States

delegation to the IMO submitted a

proposal to ban anchoring in FGBNMSs

for vessels greater than 100 feet (30.48

meters). IMO, out of concern for impacts

to corals, modified the proposal to

prohibit all anchoring. Vessels 100 feet

(30.48 meters) and under would be

allowed to moor using Sanctuary

mooring buoys. The new international

measure would ensure that noanchoring zones are marked on all

charts internationally. This proposed

rule would conform the Sanctuary

regulations to the IMO action.

Recreational and commercial vessels

100 feet (30.48 meters) and under in