Shipping Safety Fairways Along the Atlantic Coast
| Published date | 19 June 2020 |
| Record Number | 2020-12910 |
| Section | Proposed rules |
| Court | Coast Guard |
Federal Register, Volume 85 Issue 119 (Friday, June 19, 2020)
[Federal Register Volume 85, Number 119 (Friday, June 19, 2020)]
[Proposed Rules]
[Pages 37034-37040]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2020-12910]
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DEPARTMENT OF HOMELAND SECURITY
Coast Guard
33 CFR Part 166
[Docket No. USCG-2019-0279]
RIN 1625-AC57
Shipping Safety Fairways Along the Atlantic Coast
AGENCY: Coast Guard, DHS.
ACTION: Advance notice of proposed rulemaking.
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SUMMARY: The Coast Guard seeks comments regarding the possible
establishment of shipping safety fairways (``fairways'') along the
Atlantic Coast of the United States identified in the Atlantic Coast
Port Access Route Study. This potential system of fairways is intended
to ensure that traditional navigation routes are kept free from
obstructions that could impact navigation safety.
DATES: Comments and related material must be received by the Coast
Guard on or before August 18, 2020.
ADDRESSES: You may submit comments identified by docket number USCG-
2019-0279 using the Federal eRulemaking Portal at https://www.regulations.gov. See the ``Public Participation and Request for
Comments'' portion of the SUPPLEMENTARY INFORMATION section for further
instructions on submitting comments.
FOR FURTHER INFORMATION CONTACT: For information about this document
call or email George Detweiler, Coast Guard; telephone 202-372-1566,
email [email protected].
[[Page 37035]]
SUPPLEMENTARY INFORMATION:
Table of Contents for Preamble
I. Public Participation and Request for Comments
II. Abbreviations
III. Background
A. Shipping Safety Fairway
B. Atlantic Coast Port Access Route Study
C. Port Approaches and International Entry and Departure Transit
Areas PARS Integral to Efficiency of Possible Atlantic Coast
Fairways
IV. Discussion of Action Under Consideration
A. Potential Fairways Identified in the ACPARS
B. Descriptions of Potential Fairways
C. Study of Potential Port Approach Fairways
D. International Entry/Departure Transit Areas
V. Information Requested
I. Public Participation and Request for Comments
The Coast Guard views public participation as essential to
effective rulemaking, and will consider all comments and material
received during the comment period. Your comment can help shape the
outcome of this potential rulemaking. If you submit a comment, please
include the docket number for this rulemaking, indicate the specific
section of this document to which each comment applies, and provide a
reason for each suggestion or recommendation.
We encourage you to submit your comments through the Federal
eRulemaking Portal at https://www.regulations.gov. If you cannot submit
your material by using https://www.regulations.gov, contact the person
in the FOR FURTHER INFORMATION CONTACT section of this advance notice
of proposed rulemaking document (ANPRM) for alternate instructions.
Documents mentioned in this ANPRM as being available in the docket, and
all public comments, will be available in our online docket at https://www.regulations.gov, and can be viewed by following that website's
instructions. Additionally, if you visit the online docket and sign up
for email alerts, you will be notified when comments are posted or if a
notice of proposed rulemaking is published.
We accept anonymous comments. All comments received will be posted
without change to https://www.regulations.gov and will include any
personal information you have provided. For more about privacy and
submissions in response to this document, see DHS's eRulemaking System
of Records notice (85 FR 14226, March 11, 2020).
The Coast Guard does not plan to hold a public meeting, but we will
consider doing so if public comments indicate that a meeting would be
helpful. We would issue a separate Federal Register notice to announce
the date, time, and location of such a meeting.
II. Abbreviations
ACPARS Atlantic Coast Port Access Route Study
AIS Automatic Identification System
BOEM Bureau of Ocean Energy Management
DHS Department of Homeland Security
EEZ Exclusive Economic Zone
FR Federal Register
PARS Port Access Route Study
Sec. Section
U.S.C. United States Code
UNCLOS United Nations Convention of the Law of the Sea
III. Background
This advanced notice of proposed rulemaking (ANPRM) seeks comments
regarding the possible establishment of shipping safety fairways
(``fairways'') along the Atlantic Coast of the United States based on
navigation safety corridors identified in the Atlantic Coast Port
Access Route Study (ACPARS). In this section, we provide background
information on fairways, ACPARS, and related port access route studies.
A. Shipping Safety Fairways
Section 70003 of Title 46 United States Code directs the Secretary
of the department in which the Coast Guard resides to designate
necessary fairways that provide safe access routes for vessels
proceeding to and from U.S. ports.\1\ Designation as a fairway keeps an
area free of fixed structures. This designation recognizes the
generally paramount right of navigation over other uses in the
designated areas.\2\ The Coast Guard is coordinating its possible
establishment of fairways \3\ along the Atlantic Coast, as well as
complementary port approaches and international entry and departure
zones, with the Bureau of Ocean Energy Management (BOEM) to minimize
the impact on offshore energy leases.
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\1\ Chapter 700 was added December 4, 2018, by Sec. 401 of
Public Law 115-282, 132 Stat. 4253. This fairways designation
authority was previously reflected in 33 U.S.C. 1223.
\2\ See limitations on such designations in 46 U.S.C. 70003(b).
\3\ A fairway or shipping safety fairway is a lane or corridor
in which no artificial island or fixed structure, whether temporary
or permanent, will be permitted. Temporary underwater obstacles may
be permitted under certain conditions described for specific areas.
Aids to navigation approved by the Coast Guard may be established in
a fairway. See 33 CFR 166.105(a).
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Under 46 U.S.C. 70003, fairways are designated through federal
regulations. Regulations governing fairways in 33 CFR part 166 provide
that fixed offshore structures are not permitted within fairways
because these structures would jeopardize safe navigation. The Coast
Guard may establish, modify, or relocate existing fairways to improve
navigation safety or accommodate offshore activities such as mineral
exploitation and exploration. 46 U.S.C. 70003(e)(3); 33 CFR 166.110.
Before establishing or adjusting fairways, 46 U.S.C. 70003(c)(1)
requires the Coast Guard to study potential traffic density and assess
the need for safe access routes for vessels. During this process, the
Coast Guard considers the views of the maritime community,
environmental groups, and other stakeholders to reconcile the need for
safe access routes with reasonable waterway uses. See 46 U.S.C.
70003(c)(3). The Coast Guard attempts to recognize and minimize each
identifiable cost, and balance cost impacts against the needs of safe
navigation.
B. Atlantic Coast Port Access Route Study
On May 11, 2011, the Coast Guard chartered the ACPARS workgroup to
address the potential navigational safety risks associated with
offshore developments and to support future marine planning efforts.
The workgroup analyzed the entire Atlantic Coast and focused on waters
located seaward of existing port approaches within the U.S. Exclusive
Economic Zone (EEZ). The Coast Guard used Automatic Identification
System (AIS) data and information from shipping organizations to
identify traditional navigation routes.
The Coast Guard announced the availability of the final ACPARS
report and requested public comment in the Federal Register on March
14, 2016 (81 FR 13307). After considering comments submitted in
response to that notice, the Coast Guard determined that the final
report was complete as published and announced this finding in the
Federal Register on April 5, 2017 (82 FR 16510). The final ACPARS
report is available in the docket for this rulemaking, in the docket
for the ACPARS itself (docket number USCG-2011-0351), and also at
https://www.navcen.uscg.gov/?pageName=PARSReports.
The ACPARS workgroup identified navigation safety corridors \4\
along the
[[Page 37036]]
Atlantic Coast that have the width necessary for navigation and
sufficient buffer areas.\5\ The ACPARS Final Report identified deep
draft routes for navigation and recommended that they be given priority
consideration over other uses for consistency with the United Nations
Convention of the Law of the Sea (UNCLOS).\6\ Article 78 of UNCLOS
states that, ``[t]he exercise of the rights of the coastal State over
the continental shelf must not infringe or result in any unjustifiable
interference with navigation and other rights and freedoms of other
States as provided for in this Convention.'' \7\ The ACPARS final
report also identified coastal navigation routes and safety corridors
of an appropriate width for seagoing tows.\8\ The report recommended
that the Coast Guard consider developing the navigation safety
corridors it identifies in its Appendix VII--which include ones for
deep draft vessels and ones closer to shore for towing vessels--into
official shipping safety fairways or other appropriate vessel routing
measures.\9\ Analysis of the sea space required for vessels to maneuver
led to the development of marine planning guidelines that were included
in the ACPARS final report and that the workgroup considered when
identifying the navigation safety corridors in its Appendix VII.
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\4\ Navigation Safety Corridor is a term used in the ACPARS
final report for areas required by vessels to safely transit along a
customary navigation route under all situations. A navigation safety
corridor is not a routing measure and should not be confused with
fairways, two-way routes, or traffic separation schemes. The ACPARS
recommended that the identified navigation safety corridors be
considered for designation as fairways or other routing measures.
\5\ See pages i, 11, and 12, and Appendix VII of the ACPARS
Final Report which is available in the docket.
\6\ See page i of the ACPARS Final Report.
\7\ Dec. 10, 1982, 1833 U.N.T.S. 397, 430.
\8\ See pages i and 11, and Appendix VII (p. 7) of the ACPARS
Final Report.
\9\ See pages 12 and 16 of the ACPARS Final Report.
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C. Port Approaches and International Entry and Departure Transit Areas
PARS Integral to Efficiency of Possible Atlantic Coast Fairways
On March 15, 2019, the Coast Guard announced a study of port
approaches and international entry and departure areas in the Federal
Register (84 FR 9541).\10\ This study will consider access routes from
ports along the Atlantic Coast to the navigation safety corridors the
ACPARS report recommended that we consider developing as fairways or
other appropriate vessel routing measures. The ports to be considered
in this study are economically important, support military operations,
or have been identified to be strategically critical to national
defense. The study will also examine areas associated with customary
international trade routes seaward of the navigation safety corridors
identified in the ACPARS. The creation of unimpeded transit lanes from
the potential fairways outlined in the ACPARS final report to ports,
and from those potential fairways to international transit areas, would
help ensure the safe and efficient flow of commerce and enhance
national security.
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\10\ International Entry and Departure Transit Areas are
navigation routes followed by vessels entering or departing from the
United States through an international seaport. International entry
and departure transit areas connect navigation safety corridors
identified in the ACPARS to the outer limit of the U.S. EEZ. Port
Approaches are navigation routes followed by vessels entering or
departing a seaport from or to a primary transit route. Port
approaches link seaports to navigation safety corridors identified
in the ACPARS.
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Similar to the ACPARS methodology, AIS data and information from
shipping organizations will again be used to identify and verify the
customary navigation routes that are followed by ships in open-water
situations where no obstructions exist. This will allow the Coast Guard
to identify areas where structures could jeopardize safe navigation and
impede commerce. These studies will provide a mechanism to engage
stakeholders with potentially competing uses of the waters of the U.S.
EEZ in an effort to reduce impacts to those uses.
IV. Discussion of Action Under Consideration
The Coast Guard is considering establishing fairways, as defined in
33 CFR 166.105, to protect maritime commerce and safe navigation amidst
extensive offshore development on the Atlantic Coast.
A. Potential Fairways Identified in the ACPARS
The ACPARS identified nine primary navigation safety corridors that
may be suitable for designation as fairways.\11\ Three of these are
coastwise primary navigation safety corridors which would most likely
be used by smaller and slower moving vessels. Initial evaluations
suggest that the highest conflict between transiting vessels and
alternative undertakings in offshore regions--such as resource
exploration and development, production of renewable energy,
environmental preservation and protection, and resource conservation
and defense--are likely to occur in these near-coast regions. Six
offshore fairways were also recommended in the ACPARS final report. The
offshore fairways are most likely to be used by larger and faster-
moving deep-draft vessels.
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\11\ United States Coast Guard, ``Atlantic Coast Port Access
Route Study: Final Report,'' July 8, 2015, p. 16 and Appendix VII,
``Identification of Alongshore Towing Vessel and Major Deep Draft
Routes.''
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B. Descriptions of Potential Fairways
The nine fairways identified by the ACPARS final report are
described as follows, all geographic points are based on North American
Datum of 1983: \12\
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\12\ The North American Datum of 1983 (NAD 83) is the horizontal
and geometric control datum for the United States, Canada, Mexico,
and Central America. NAD 83 was released in 1986. A geodetic datum
or reference frame is an abstract coordinate system with a reference
surface (such as sea level) that serves to provide known locations
to begin surveys and create maps.
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1. The potential St. Lucie to New York Fairway is about 1,350 miles
long, approximately 10 nautical miles wide, and includes the customary
route taken by vessels transiting between the Port of Miami, FL; Port
Everglades, FL; the Port of Virginia; the Port of Baltimore, MD; the
Port of Philadelphia, PA; the Port of Wilmington, DE; and the Port of
New York and New Jersey. This potential fairway is an area enclosed by
rhumb lines joining points at:
The St. Lucie to New York Fairway
------------------------------------------------------------------------
Latitude Longitude
------------------------------------------------------------------------
38[deg]58'51'' N.......................... 074[deg]00'42'' W
39[deg]17'01'' N.......................... 073[deg]56'04'' W \*\
39[deg]45'42'' N.......................... 073[deg]54'22'' W \*\
39[deg]45'42'' N.......................... 073[deg]37'40'' W \*\
39[deg]11'38'' N.......................... 073[deg]40'30'' W
38[deg]40'33'' N.......................... 073[deg]54'44'' W
36[deg]42'14'' N.......................... 074[deg]21'12'' W
34[deg]33'21'' N.......................... 074[deg]52'32'' W
33[deg]57'08'' N.......................... 075[deg]20'14'' W
32[deg]49'15'' N.......................... 076[deg]06'42'' W
31[deg]37'49'' N.......................... 076[deg]51'25'' W
29[deg]36'06'' N.......................... 078[deg]06'19'' W
27[deg]46'56'' N.......................... 079[deg]12'18'' W
27[deg]13'15'' N.......................... 079[deg]31'17'' W
27[deg]23'50'' N.......................... 079[deg]36'19'' W
27[deg]50'56'' N.......................... 079[deg]21'12'' W
29[deg]40'10'' N.......................... 078[deg]15'08'' W
31[deg]41'47'' N.......................... 077[deg]00'15'' W
32[deg]53'17'' N.......................... 076[deg]15'27'' W
34[deg]01'24'' N.......................... 075[deg]28'48'' W
34[deg]36'25'' N.......................... 075[deg]02'00'' W
36[deg]06'17'' N.......................... 074[deg]40'11'' W
36[deg]43'37'' N.......................... 074[deg]31'02'' W
38[deg]42'09'' N.......................... 074[deg]04'30'' W
38[deg]58'51'' N.......................... 074[deg]00'42'' W
------------------------------------------------------------------------
\*\ Crosses the Cape Charles to Montauk Point Fairway.
2. The potential Delaware Bay Connector Fairway is about 125 miles
long, approximately 10 nautical miles wide, and includes the customary
route taken by vessels transiting between the Port of Miami, FL; Port
Everglades, FL; Port Canaveral, FL; and the Port of Virginia; the Port
of Baltimore, MD; the Port of Philadelphia, PA; the Port of Wilmington,
DE; and also to the Port of
[[Page 37037]]
New York and New Jersey, by linking with the St. Lucie to New York
Fairway in the vicinity of Cape Henry, VA.\13\ This potential fairway
is an area enclosed by rhumb lines joining points at:
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\13\ To see an illustration of this linkage, see the Mid
Atlantic Chart in the docket.
The Delaware Bay Connector Fairway
------------------------------------------------------------------------
Latitude Longitude
------------------------------------------------------------------------
36[deg]06'17'' N.......................... 074[deg]40'11'' W
37[deg]52'59'' N.......................... 074[deg]42'50'' W
38[deg]05'39'' N.......................... 074[deg]32'53'' W
36[deg]43'37'' N.......................... 074[deg]31'02'' W
36[deg]06'17'' N.......................... 074[deg]40'11'' W
------------------------------------------------------------------------
3. The potential St. Lucie to Chesapeake Bay Nearshore Fairway is
about 1,200 miles long, approximately 5 nautical miles wide, and
includes the customary route taken by vessels transiting between the
Port of Miami, FL; Port Everglades, FL; Port Canaveral, FL; the Port of
Jacksonville, FL; Kings Bay, GA; the Port of Brunswick, GA; the Port of
Savannah, GA; the Port of Charleston, SC; the Port of Morehead City,
NC; the Port of Wilmington, NC; the Port of Virginia,; and the Port of
Baltimore, MD. This potential fairway is an area enclosed by rhumb
lines joining points at:
The St. Lucie to Chesapeake Bay Nearshore Fairway
------------------------------------------------------------------------
Latitude Longitude
------------------------------------------------------------------------
27[deg]10'12'' N.......................... 080[deg]03'04'' W
27[deg]22'58'' N.......................... 080[deg]07'20'' W
27[deg]44'21'' N.......................... 080[deg]10'14'' W
28[deg]38'07'' N.......................... 080[deg]21'01'' W
30[deg]56'24'' N.......................... 080[deg]45'09'' W
31[deg]22'43'' N.......................... 080[deg]34'10'' W
31[deg]31'32'' N.......................... 080[deg]29'18'' W
31[deg]49'26'' N.......................... 080[deg]17'05'' W
31[deg]57'30'' N.......................... 080[deg]06'05'' W
33[deg]20'02'' N.......................... 077[deg]50'47'' W
33[deg]28'47'' N.......................... 077[deg]35'05'' W
34[deg]18'07'' N.......................... 076[deg]23'59'' W
35[deg]09'05'' N.......................... 075[deg]17'23'' W
35[deg]35'43'' N.......................... 075[deg]19'23'' W
36[deg]15'49'' N.......................... 075[deg]35'37'' W
36[deg]35'21'' N.......................... 075[deg]43'52'' W
36[deg]35'09'' N.......................... 075[deg]38'39'' W
36[deg]17'21'' N.......................... 075[deg]29'56'' W
35[deg]36'38'' N.......................... 075[deg]13'27'' W
35[deg]07'04'' N.......................... 075[deg]11'13'' W
34[deg]14'24'' N.......................... 076[deg]20'01'' W
33[deg]24'47'' N.......................... 077[deg]31'29'' W
33[deg]15'52'' N.......................... 077[deg]47'28'' W
31[deg]53'39'' N.......................... 080[deg]02'10'' W
31[deg]46'08'' N.......................... 080[deg]12'24'' W
31[deg]28'58'' N.......................... 080[deg]24'08'' W
31[deg]19'07'' N.......................... 080[deg]30'22'' W
30[deg]55'58'' N.......................... 080[deg]40'02'' W
28[deg]38'50'' N.......................... 080[deg]16'06'' W
27[deg]45'00'' N.......................... 080[deg]05'18'' W
27[deg]23'53'' N.......................... 080[deg]02'26'' W
27[deg]11'28'' N.......................... 079[deg]58'17'' W
27[deg]10'12'' N.......................... 080[deg]03'04'' W
------------------------------------------------------------------------
4. The potential St. Lucie to Chesapeake Bay Offshore Fairway is
about 1,200 miles long, approximately 10 nautical miles wide, and
includes the customary route taken by vessels transiting between the
Port of Miami, FL; Port Everglades, FL; Port Canaveral, FL; the Port of
Jacksonville, FL; Kings Bay, GA; the Port of Brunswick, GA; the Port of
Savannah, GA; Charleston, SC; the Port of Morehead City, NC; the Port
of Wilmington, NC; and the Port of Virginia. It is located seaward of
the St. Lucie to Chesapeake Bay Nearshore Fairway. This potential
fairway is an area enclosed by rhumb lines joining points at:
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\14\ Portions of BOEM North Carolina Lease OCS-A 0508, in OCS
sub-block 6664D are located within protraction NJ18-11. This
potential fairway overlaps a portion of this sub-block by 120 meters
at its widest point. This is a renewable energy lease for wind-
generated energy. We have placed a chart in the docket that displays
specific areas where the potential St. Lucie to Chesapeake Bay
Offshore Fairway overlap areas of this lease. The chart is entitled
``Chart Showing Overlap of BOEM North Carolina Lease OCS-A 0508.''
The St. Lucie to Chesapeake Bay Offshore Fairway \14\
------------------------------------------------------------------------
Latitude Longitude
------------------------------------------------------------------------
27[deg]11'28'' N.......................... 079[deg]58'17'' W
27[deg]45'00'' N.......................... 080[deg]05'18'' W
28[deg]38'50'' N.......................... 080[deg]16'06'' W
30[deg]55'58'' N.......................... 080[deg]40'02'' W
31[deg]19'07'' N.......................... 080[deg]30'22'' W
31[deg]28'58'' N.......................... 080[deg]24'08'' W
31[deg]46'08'' N.......................... 080[deg]12'24'' W
31[deg]53'39'' N.......................... 080[deg]02'10'' W
33[deg]15'52'' N.......................... 077[deg]47'28'' W
33[deg]24'47'' N.......................... 077[deg]31'29'' W
34[deg]14'24'' N.......................... 076[deg]20'01'' W
35[deg]10'58'' N.......................... 075[deg]06'08'' W
35[deg]59'41'' N.......................... 075[deg]06'58'' W
36[deg]35'09'' N.......................... 075[deg]38'39'' W
36[deg]38'54'' N.......................... 075[deg]32'10'' W
36[deg]01'48'' N.......................... 074[deg]59'01'' W
35[deg]06'32'' N.......................... 074[deg]58'03'' W
34[deg]08'12'' N.......................... 076[deg]13'25'' W
33[deg]18'05'' N.......................... 077[deg]25'30'' W
33[deg]09'00'' N.......................... 077[deg]41'48'' W
31[deg]47'03'' N.......................... 079[deg]55'54'' W
31[deg]40'38'' N.......................... 080[deg]04'37'' W
31[deg]24'48'' N.......................... 080[deg]15'25'' W
31[deg]15'38'' N.......................... 080[deg]21'14'' W
30[deg]55'07'' N.......................... 080[deg]29'47'' W
28[deg]40'16'' N.......................... 080[deg]06'15'' W
27[deg]13'02'' N.......................... 079[deg]48'27'' W
27[deg]11'28'' N.......................... 079[deg]58'17'' W
------------------------------------------------------------------------
5. The potential Cape Charles to Montauk Point Fairway is about 400
miles long, varies from approximately 5 to 10 nautical miles wide, and
includes the customary route taken by vessels transiting between the
Port of New York and New Jersey; the Port of Philadelphia, PA; the Port
of Wilmington, DE; and the Port of Baltimore, MD. This potential
fairway is an area enclosed by rhumb lines joining points at:
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\15\ Portions of BOEM Maryland Lease OCS-A 0490, in the
following OCS blocks and sub-blocks are located within protraction
NI18-05: 6726K, 6726N, 6726O, 6726P, 6775, 6776, 6777E, 6777I,
6777J, 6777M, 6777N, 6825, 6826, 6827A, 6827B, 6827C, 6827E, 6827F,
6827H, 6827I, and 6827M. This is a renewable energy lease for wind-
generated energy. We have placed a chart in the docket that displays
specific areas where the potential Cape Charles to Montauk Point
Fairway overlap areas of this lease. The chart is entitled ``Chart
Showing Overlap of BOEM Maryland Lease OCS-A-0490, and New Jersey
Leases OCS-A-0498 and OCS-A-0499.''
\16\ Portions of BOEM New Jersey Leases OCS-A 0498 and OCS-A
0499 (123 sub-blocks) were found to overlap with this potential
fairway. One hundred of these 123 sub-blocks were identified in
BOEM's ATLW-5 Final Sale Notice (FSN) as potentially being not
available for development. These are renewable energy leases for
wind-generated energy. We have placed a chart in the docket that
displays specific areas where the potential Cape Charles to Montauk
Point Fairway overlap areas of these leases. The chart is entitled
``Chart Showing Overlap of BOEM Maryland Lease OCS-A-0490, and New
Jersey Leases OCS-A-0498 and OCS-A-0499.''
The Cape Charles to Montauk Point Fairway 15 16
------------------------------------------------------------------------
Latitude Longitude
------------------------------------------------------------------------
37[deg]07'24'' N.......................... 075[deg]40'59'' W
37[deg]32'04'' N.......................... 075[deg]25'53'' W
37[deg]50'37'' N.......................... 075[deg]12'06'' W
37[deg]59'42'' N.......................... 075[deg]01'23'' W
38[deg]04'21'' N.......................... 074[deg]54'04'' W
38[deg]21'43'' N.......................... 074[deg]41'01'' W [dagger]
38[deg]26'49'' N.......................... 074[deg]37'11'' W [dagger]
38[deg]30'53'' N.......................... 074[deg]34'07'' W
38[deg]44'16'' N.......................... 074[deg]32'52'' W
[dagger][dagger]
38[deg]50'05'' N.......................... 074[deg]32'20'' W
[dagger][dagger]
38[deg]58'12'' N.......................... 074[deg]31'35'' W
39[deg]07'51'' N.......................... 074[deg]31'24'' W
39[deg]24'49'' N.......................... 074[deg]13'47'' W
39[deg]40'32'' N.......................... 074[deg]02'55'' W
39[deg]45'42'' N.......................... 073[deg]54'22'' W
39[deg]54'39'' N.......................... 073[deg]39'43'' W
40[deg]02'33'' N.......................... 073[deg]26'46'' W [Dagger]
40[deg]10'45'' N.......................... 073[deg]13'18'' W [Dagger]
40[deg]21'01'' N.......................... 072[deg]56'29'' W [Dagger]
40[deg]23'05'' N.......................... 072[deg]53'05'' W [Dagger]
40[deg]29'17'' N.......................... 072[deg]42'55'' W
40[deg]31'21'' N.......................... 072[deg]39'31'' W
40[deg]51'49'' N.......................... 072[deg]05'57'' W
41[deg]01'54'' N.......................... 071[deg]32'17'' W
40[deg]31'42'' N.......................... 072[deg]21'59'' W [Dagger]
40[deg]29'38'' N.......................... 072[deg]25'24'' W [Dagger]
40[deg]23'25'' N.......................... 072[deg]35'36'' W
40[deg]21'21'' N.......................... 072[deg]39'00'' W [Dagger]
40[deg]05'14'' N.......................... 073[deg]05'37'' W [Dagger]
39[deg]57'08'' N.......................... 073[deg]19'03'' W
[[Page 37038]]
39[deg]45'42'' N.......................... 073[deg]37'40'' W
[Dagger][Dagger]
39[deg]38'23'' N.......................... 073[deg]54'48'' W
[Dagger][Dagger]
39[deg]36'12'' N.......................... 073[deg]59'57'' W
39[deg]22'41'' N.......................... 074[deg]09'36'' W
39[deg]06'27'' N.......................... 074[deg]26'26'' W
38[deg]58'02'' N.......................... 074[deg]26'35'' W
38[deg]50'42'' N.......................... 074[deg]27'16'' W
[dagger][dagger]
38[deg]43'39'' N.......................... 074[deg]27'56'' W
[dagger][dagger]
38[deg]29'41'' N.......................... 074[deg]29'14'' W
38[deg]23'38'' N.......................... 074[deg]33'47'' W [dagger]
38[deg]18'03'' N.......................... 074[deg]37'58'' W [dagger]
38[deg]01'44'' N.......................... 074[deg]50'13'' W
37[deg]56'49'' N.......................... 074[deg]57'58'' W
37[deg]48'15'' N.......................... 075[deg]08'04'' W
37[deg]30'12'' N.......................... 075[deg]21'28'' W
37[deg]05'38'' N.......................... 075[deg]36'30'' W
37[deg]07'24'' N.......................... 075[deg]40'59'' W
------------------------------------------------------------------------
[dagger] Crosses the Off Delaware Bay Southern Approach Cutoff Fairway.
[dagger][dagger] Crosses the Off Delaware Eastern Approach Cutoff
Fairway.
[Dagger] Crosses Traffic Separation Scheme.
[Dagger][Dagger] Crosses the St. Lucie to New York Fairway.
6. The potential Chesapeake Bay to Delaware Bay: Eastern Approach
Cutoff Fairway is about 200 miles long, approximately 10 nautical miles
wide, and includes the customary route taken by vessels transiting
between the Port of Virginia; the Port of Baltimore, MD; the Port of
Philadelphia, PA; and the Port of Wilmington, DE. This potential
fairway is an area enclosed by rhumb lines joining points at:
The Chesapeake Bay to Delaware Bay: Eastern Approach Cutoff Fairway
------------------------------------------------------------------------
Latitude Longitude
------------------------------------------------------------------------
36[deg]57'07'' N.......................... 075[deg]35'54'' W
37[deg]04'32'' N.......................... 075[deg]29'41'' W
38[deg]04'39'' N.......................... 074[deg]43'07'' W
38[deg]14'35'' N.......................... 074[deg]35'05'' W *
38[deg]20'25'' N.......................... 074[deg]30'22'' W *
38[deg]41'54'' N.......................... 074[deg]13'57'' W
38[deg]42'09'' N.......................... 074[deg]04'30'' W
38[deg]05'39'' N.......................... 074[deg]32'53'' W
37[deg]52'59'' N.......................... 074[deg]42'50'' W
37[deg]19'37'' N.......................... 075[deg]08'42'' W
36[deg]52'24'' N.......................... 075[deg]34'11'' W
36[deg]57'07'' N.......................... 075[deg]35'54'' W
------------------------------------------------------------------------
* Crosses the Off Delaware Bay Southern Approach Cutoff Fairway.
7. The potential Off Delaware Bay: Southern Approach Cutoff Fairway
is about 20 miles long, approximately 10 nautical miles wide, and
includes the customary route taken by vessels transiting between the
Port of Miami, FL; Port Everglades, FL; Port Canaveral, FL; and the
Port of Virginia; the Port of Baltimore, MD; the Port of Philadelphia,
PA; and the Port of Wilmington, DE, by linking with the St. Lucie to
New York Fairway in the vicinity of Cape Henlopen, DE.\17\ This
potential fairway is an area enclosed by rhumb lines joining points at:
---------------------------------------------------------------------------
\17\ To see an illustration of this linkage, see the Northern
Area Chart in the docket.
The Off Delaware Bay: Southern Approach Cutoff Fairway
------------------------------------------------------------------------
Latitude Longitude
------------------------------------------------------------------------
38[deg]14'35'' N.......................... 074[deg]35'05'' W
38[deg]18'03'' N.......................... 074[deg]37'58'' W
38[deg]21'43'' N.......................... 074[deg]41'01'' W
38[deg]27'00'' N.......................... 074[deg]45'24'' W
38[deg]28'48'' N.......................... 074[deg]39'18'' W
38[deg]23'38'' N.......................... 074[deg]33'47'' W
38[deg]20'25'' N.......................... 074[deg]30'22'' W
38[deg]14'35'' N.......................... 074[deg]35'05'' W
------------------------------------------------------------------------
8. The potential Off Delaware Bay: Eastern Approach Cutoff Fairway
is about 50 miles long, approximately 10 nautical miles wide, and
includes the customary route taken by vessels transiting between the
Port of Miami, FL; Port Everglades, FL; Port Canaveral, FL; by linking
the St. Lucie to New York Fairway in the vicinity of Cape May, NJ; or
the Port of Virginia and the Port of Baltimore, MD; and the Port of
Philadelphia, PA; and the Port of Wilmington, DE, by linking with the
Chesapeak Bay to Delaware Bay Eastern Approach Cutoff in the vicinity
of Cape May.\18\ This potential fairway is an area enclosed by rhumb
lines joining points at:
---------------------------------------------------------------------------
\18\ To see an illustration of this linkage, see the Northern
Area Chart in the docket.
The Off Delaware Bay: Eastern Approach Cutoff Fairway
------------------------------------------------------------------------
Latitude Longitude
------------------------------------------------------------------------
38[deg]41'54'' N.......................... 074[deg]13'57'' W
38[deg]43'39'' N.......................... 074[deg]27'56'' W *
38[deg]44'16'' N.......................... 074[deg]32'52'' W *
38[deg]44'27'' N.......................... 074[deg]34'21'' W
38[deg]50'05'' N.......................... 074[deg]32'20'' W
38[deg]50'42'' N.......................... 074[deg]27'16'' W
38[deg]53'30'' N.......................... 074[deg]04'39'' W
38[deg]58'51'' N.......................... 074[deg]00'42'' W
38[deg]42'09'' N.......................... 074[deg]04'30'' W
38[deg]41'54'' N.......................... 074[deg]13'57'' W
------------------------------------------------------------------------
* Crosses the Cape Charles to Montauk Point Fairway.
9. The potential Long Island Fairway is about 150 miles long,
approximately 5 nautical miles wide, and includes the customary route
taken by vessels transiting between the Long Island Sound Eastern
Entrances; the Port of Groton, CT; the Port of New Haven Harbor, CT;
and the Port of New York and New Jersey. This potential fairway is an
area enclosed by rhumb lines joining points at:
The Long Island Fairway
------------------------------------------------------------------------
Latitude Longitude
------------------------------------------------------------------------
40[deg]28'15'' N.......................... 073[deg]38'59'' W
40[deg]31'52'' N.......................... 073[deg]39'54'' W
40[deg]35'59'' N.......................... 073[deg]11'39'' W
41[deg]06'36'' N.......................... 071[deg]30'06'' W
41[deg]03'06'' N.......................... 071[deg]28'15'' W
40[deg]32'12'' N.......................... 073[deg]11'28'' W
40[deg]28'15'' N.......................... 073[deg]38'59'' W
------------------------------------------------------------------------
You can find three charts depicting and labelling the locations of
these potential fairways in the docket. The Northern Area chart
illustrates all nine. As numbered in the tables above, the Mid-Atlantic
Area chart illustrates potential fairways 1, 2, 3, 4, 5, and 8, and the
Southern Area chart illustrates potential fairways 1, 3, and 4. These
charts only show the portion of the potential fairway in the area
covered by the chart. Additionally, two charts depicting and labelling
the locations of overlaps between the proposed fairways and existing
BOEM leases are contained in the docket: Chart Showing Overlap of BOEM
Maryland Lease OCS-A-0490, and New Jersey Leases OCS-A-0498 and OCS-A-
0499; and Chart Showing Overlap of BOEM North Carolina Lease OCS-A
0508.
C. Study of Potential Port Approach Fairways
As announced in the Federal Register on March 15, 2019, the Coast
Guard is also conducting Port Access Route Studies in accordance with
46 U.S.C. 70003(c) to determine whether or not fairways should be
established or whether other routing measures for existing port
approaches would be more appropriate. 84 FR 9541. These port approach
fairways would provide access to the potential fairways identified in
the ACPARS final report and in this ANPRM, would be important to the
safe and efficient movement of ships and cargo, and would be critical
to sustaining interstate and international commerce.
Each Coast Guard district commander will study the ports in their
district that are economically significant, support military
operations, or are critical to national defense. For an example of this
multi-Coast Guard District effort, see a recent notice announcing PARS
for approaches to the Chesapeake Bay, Virginia (84 FR 65398, November
27, 2019). Results of each PARS will be published separately in the
Federal Register by the district commander.
Like the ACPARS, these PARS will use AIS data and information from
[[Page 37039]]
stakeholders to identify and verify customary navigation routes. Each
PARS will identify potential conflicts involving alternative activities
in the studied area, such as wind energy generation and offshore
mineral exploration and exploitation.
The following 23 U.S. ports are initially under consideration for
PARS:
Ports Under Consideration for PARS
------------------------------------------------------------------------
-------------------------------------------------------------------------
Kennebec River/Bath, ME.
Port of Portland, ME.
Port of Portsmouth, NH.
Port of New Bedford, MA.
Port of Boston, MA.
Narragansett Bay, RI.
Long Island Sound Eastern Entrances.
Port of Groton, CT.
Port of New Haven, CT.
Port of New York and New Jersey, including Port Elizabeth and Newark.
Port of Philadelphia, PA, including Camden-Gloucester City, NJ, Port of
Wilmington, DE.
Port of Baltimore, MD.
Port of Virginia, including Norfolk, Newport News and Hampton Roads, VA.
Port of Morehead City, NC.
Port of Wilmington, NC.
Port of Charleston, SC.
Port of Savannah, GA.
Port of Brunswick, GA.
Kings Bay, GA.
Port of Jacksonville, FL.
Port Canaveral, FL.
Port Everglades, FL.
Port of Miami, FL.
------------------------------------------------------------------------
D. International Entry and Departure Transit Areas
We also announced studies related to international entry and
departure transit areas seaward of the potential fairways in the U.S.
EEZ. 84 FR 9541. International entry and departure transit areas are
integral to the safe, efficient, and unimpeded flow of ships. Fairways
established based on the studies of international entry and departure
transit areas would be used by vessels coming from a foreign port and
transiting to a coastwise or offshore fairway or directly to a port
approach leading to a U.S. port. It is important that fairways for
regions of the U.S. EEZ between principal international ports and the
United States are considered to ensure the safe and direct movement of
ships and cargo between international origins and destinations. Each
route or fairway would be a link in a chain connecting ports in the
United States and abroad, and each link should be as robust and
effective as the routes identified in the ACPARS.
V. Information Requested
Public participation will help the Coast Guard decide whether to
establish coastwise and offshore fairways and, if so, how to balance
ship routing with offshore development activities and other uses. The
Coast Guard seeks public comments, positive or negative, on the impacts
that the nine potential fairways under consideration may have on
navigational safety and on other activities in these offshore areas to
aid us in developing a proposed rule and the supporting analyses. Where
possible and pertinent, please provide sources, citations and
references to back up or justify your responses. Also, for all
pertinent responses, please provide a detailed explanation of how you
arrived at this conclusion and the underlying assessment that supports
your conclusion. Finally, for all numerical responses please provide us
with sufficient information to recreate your calculations.
We seek public feedback on the following questions:
1. Do the nine potential fairways provide safe and efficient routes
for vessels transiting to and from international ports to the United
States? Why or why not? If not, what would you recommend instead?
2. Are the ACPARS-potential fairways described in this ANPRM, or
similar ones, necessary for ensuring a safe and orderly passage for
vessels transiting among U.S. domestic ports of call? Why or why not?
Please explain your answer, including your specific comments on how the
fairways described in this ANPRM would affect maritime traffic
patterns, navigational safety and access to ports.
3. Are there any positive or negative impacts of not establishing
the nine fairways noted in this ANPRM? If so, please describe them.
4. If these potential fairways are established, what persons,
entities, or organizations would be positively or negatively impacted?
In other words, which groups of people, businesses, or industries
(maritime and non-maritime) would be positively or negatively impacted
by these potential fairways?
5. What other offshore uses may be positively or negatively
affected by the potential fairways? Please include specific locations,
potential impact, and associated costs or benefits. Please also
describe the safety significance of the potential fairways on the
activity.
6. Do the nine potential fairways unduly limit offshore
development? If so, is there a cost model or structure that should be
considered for analysis? What are the limitations of the cost model? If
so, why do you believe the proposal would limit offshore development
and what specific development would it limit?
7. From an environmental perspective, would the potential fairways
described in this ANPRM negatively impact living marine resources? If
so, which marine resources would be impacted and how? What measures
within the Coast Guard's jurisdiction should be considered to avoid,
minimize, or mitigate any such impacts?
8. Beyond the environmental impacts mentioned in question 7, are
there any other positive or negative environmental impacts from these
potential fairways? If so, please provide detail as to how and what
would be impacted. To the degree possible, please provide the data,
impact assessments, and other pertinent background information
necessary to understand and reproduce your results.
9. What mitigation measures within the Coast Guard's jurisdiction
could be used to relieve the economic and safety impacts of the
potential fairways on other offshore uses? What are the expected costs
and associated benefits of the suggested mitigation measures?
10. Are there additional measures that should be considered to
improve safety or relieve an economic burden imposed by these potential
fairways? What are the expected costs and associated benefits of the
suggested additional measures?
11. Are there other variables that should be considered in
developing this system of potential fairways? If so, please indicate
particular issues and the specific areas to which they pertain.
13. Besides the Coast Guard's noted intention and purpose of this
rulemaking, what positive aspects would this proposal produce for the
safety of maritime transportation?
14. Have there been any offshore developments built or installed in
the past 10 years that have impacted traffic patterns, navigational
safety, or maritime commerce? If so, were the net impacts positive or
negative? Please provide a detailed explanation of how you arrived at
this conclusion.
15. Please offer any other comments or suggestions that may improve
this initiative.
Please submit comments or concerns you may have in accordance with
the ``Public Participation and Request for Comments'' section above.
[[Page 37040]]
This notice is issued under the authority of 46 U.S.C. 70003 and 5
U.S.C. 552.
Dated: June 10, 2020.
R.V. Timme,
Rear Admiral, U.S. Coast Guard, Assistant Commandant for Prevention
Policy.
[FR Doc. 2020-12910 Filed 6-18-20; 8:45 am]
BILLING CODE 9110-04-P
