[Federal Register Volume 60, Number 63 (Monday, April 3, 1995)]
[Rules and Regulations]
[Pages 16793-16798]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 95-8124]
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DEPARTMENT OF TRANSPORTATION
Coast Guard
33 CFR Parts 162 and 165
[CGD11-94-007]
RIN 2115-AE84
Regulated Navigation Area; San Francisco Bay Region, CA
AGENCY: Coast Guard, DOT.
ACTION: Final rule.
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SUMMARY: The Coast Guard is establishing regulated navigation areas
(RNAs) within the San Francisco Bay Region in the waters of the Golden
Gate, Central Bay, Lower Bay, San Pablo Bay and Carquinez Strait. This
action is necessary due to vessel congestion in areas where maneuvering
room is limited. These RNAs will increase navigation safety in the San
Francisco Bay Region by organizing traffic flow patterns; reducing
meeting, crossing, and overtaking situations between large vessels in
constricted channels; and limiting vessel speed. This rulemaking will
also remove existing regulatory language relating to the Pinole Shoal
Channel which with be incorporated into the RNA.
EFFECTIVE DATE: This rule is effective on May 3, 1995.
FOR FURTHER INFORMATION CONTACT:
Commander Dennis Sobeck, Commanding Officer, Vessel Traffic Service San
Francisco, San Francisco; telephone (415) 556-2950.
SUPPLEMENTARY INFORMATION:
Drafting Information
The principal persons involved in drafting this document are
Commander Dennis Sobeck, Project Manager, Vessel Traffic Service San
Francisco, and Lieutenant Commander C. M. Juckniess, Project Counsel,
Eleventh Coast Guard District Legal Office.
Regulatory History
On December 12, 1994, the Coast Guard published a notice of
proposed rulemaking for these regulations in the Federal Register (59
FR 63947). The comment period ended February 10, 1995. The Coast Guard
received four letters commenting on the proposal. A public hearing was
not requested and no hearing was held.
Background and Purpose
In 1972, the Coast Guard, with input from various members of the
San Francisco Bay maritime community, established voluntary vessel
traffic routing measures for the San Francisco Bay region that
consisted of traffic lanes in the Golden Gate and the Central Bay
extending to Pinole Shoal Channel; separation zones; a precautionary
area east of Alcatraz Island; and an Oakland Harbor Limited Traffic
Area. Compliance with these routing measures was voluntary and intended
for use by vessels 300 gross tons or greater.
In 1991, the precautionary area east of Alcatraz Island was
expanded to include the water area between the San Francisco waterfront
and Treasure Island, replacing the traffic lanes in that area. A deep
water route was established north of Harding Rock.
In 1993, the Coast Guard, with input from the Harbor Safety
Committee of the San Francisco Bay Region, modified the voluntary
traffic routing measures to better conform to International Maritime
Organization (IMO) traffic routing standards. The 1993 modification
added [[Page 16794]] a Golden Gate precautionary area, a deep water
traffic lane separation zone north of Harding Rock and an expanded
Central Bay precautionary area. It eliminated the traffic lanes in the
North Ship Channel and San Pablo Strait.
The presence of numerous recreational boats, windsurfers, and
commercial fishing boats that transit the proposed RNAs poses a
navigational hazard for vessels of 1600 or more gross tons which are
constrained by their draft and maneuvering capabilities. By limiting or
requiring the use of established traffic lanes, this rule will relieve
congestion and promote safer transiting of the RNAs by vessels with
restricted maneuverability. The rule makes the present voluntary
traffic measures mandatory and requires vessels 1600 gross tons or
more, or tugs with a two of 1600 gross tons or more, to follow traffic
measures similar to those currently used on a voluntary basis. The
regulation also defines precautionary areas and establishes overtaking,
meeting, crossing and speed restrictions for certain vessels transiting
specific channels within the RNAs.
The RNAs, which lie within the San Francisco VTS area (33 CFR
161.50), are as follows: San Francisco Bay RNA, North Ship Channel RNA,
San Pablo Strait Channel RNA, Pinole Shoal Channel RNA, Southern
Pacific Railroad Bridge RNA, Southampton Shoal/Richmond Harbor RNA, and
Oakland Harbor RNA.
General requirements for all RNAs. The depth of the water and
geography of the San Francisco Bay Region, and the density of vessel
traffic, which includes numerous ferries and recreational boats,
severely constrain the ability of a vessel to maneuver in the event of
an emergency. This regulation limits the maximum speed within the RNAs
to 15 knots through the water for vessels 1600 gross tons or greater,
or a tug with a tow of 1600 gross tons or greater, and requires those
vessels to operate their engine(s) in a control mode and on fuel that
will allow for an immediate response to any engine order, ahead or
astern, including stopping its engine(s) for an extended period of
time. Limiting vessel speeds to 15 knots or less through the water
within the prescribed RNAs will reduce the risk of serious maritime
accidents.
There may be situations where vessels would be unable to safely
comply with the requirements of this regulation. In such cases, the
Captain of the Port, or the Commanding Officer, VTS San Francisco,
acting as a representative of the Captain of the Port, may allow a
vessel to deviate from this regulation.
The RNAs defined in this rule are each considered to constitute a
narrow channel or fairway. Therefore, Rule 9 of the Inland Navigation
Rules (INRs) (33 U.S.C. 2009), in conjunction with the provisions of
the associated INRs, is specifically made applicable within the defined
RNAs and will be enforced.
Specific requirements for individual proposed RNAs. The geographic
descriptions and proposed requirements specific to each RNA are as
follows:
San Francisco Bay RNA. The San Francisco Bay RNA consists of the
water area in the Golden Gate east of the COLREGS Demarcation Line (33
CFR 80.1142), the Central Bay including Raccoon Strait, and the
existing charted precautionary area east of Alcatraz Island.
Because of the large number of vessels entering and departing San
Francisco Bay, traffic lanes are established in the Golden Gate and the
Central Bay to separate opposing traffic and reduce vessel congestion.
The lanes are located where voluntary traffic lanes previously existed.
Use of these lanes and adherence to the indicated direction of travel
is required for vessels of 1600 or more gross tons, or tugs with a tow
of 1600 or more gross tons, and recommended for all other vessels.
Due to the presence of shoals and rocks in the Central Bay, the
Central Bay Two-way Deep Water Traffic Lane (DWTL), located north of
Harding Rock, provides the best water depth safety margin for inbound
vessels with a draft of 45 feet or greater, and for outbound vessels
with a draft of 28 feet or greater. These deep draft vessels are
required to use the DWTL. It is recommended that all other vessels use
the Central Bay Traffic Lanes so that vessel traffic in the DWTL is
kept to a minimum.
The DWTL is sufficiently narrow that meeting, crossing, and
overtaking restrictions are necessary to reduce the likelihood of
collision. The regulation provides that a power-driven vessel of 1600
or more gross tons, or a tug with a tow of 1600 or more gross tons,
shall not enter the DWTL when another power-driven vessel of 1600 or
more gross tons, or tug with a tow of 1600 or more gross tons, is
navigating therein when either vessel is carrying certain dangerous
cargo (as defined in 33 CFR 160.203), or bulk petroleum products, or is
a tank vessel in ballast, if such entry could result in meeting,
crossing, or overtaking the other vessel.
Since vessels are converging or crossing in such a manner that one-
way traffic flow patterns, although desired, cannot be established, two
precautionary areas are established in this RNA. They are: (1) the
Golden Gate Precautionary Area, which encompasses the waters around the
Golden Gate Bridge between the Golden Gate and the Central Traffic
Lanes; and (2) the Central Bay Precautionary Area, which encompasses
the large portion of the Central Bay and part of the Lower Bay. It is
recommended that all vessels navigating in these precautionary areas be
aware of the joining traffic lanes and DWTL so as to anticipate the
movements of other vessels.
North Ship Channel RNA and San Pablo Strait Channel RNA. The North
Ship Channel and San Pablo Strait Channel consist of the existing
charted channels and delineate the only areas where the depths of water
are sufficient to allow the safe transit of vessels of 1600 or more
gross tons, or a tug with a tow of 1600 or more gross tons. The
existence of strong tidal currents in these channels severely restrict
the ability of vessels of 1600 or more gross tons, or a tug with a tow
of 1600 or more gross tons, to safely maneuver to avoid smaller
vessels. These conditions create the need to apply the general
regulations to these areas. Implementation of special regulations in
these RNAs would have only a minimal impact on safety and is not
justified at this time.
Pinole Shoal Channel RNA. The Pinole Shoal Channel RNA is a
constricted waterway the use of which is currently restricted to
vessels with a draft greater than 20 feet, or towboats with tows
drawing more than 20 feet, as set forth in 33 CFR 162.205(a). Because
of the narrow width of the channel and the draft of vessels using the
channel, further meeting, crossing, and overtaking restrictions are
necessary to reduce the likelihood of collision. This regulation
provides that a power-driven vessel of 1600 or more gross tons, or a
tug with a tow of 1600 or more gross tons, shall not enter the Pinole
Shoal Channel RNA, which extends from approximately Light 7 to Light 13
of the Pinole Shoal Channel, when another power-driven vessel of 1600
or more gross tons, or tug with a tow of 1600 or more gross tons, is
navigating therein and when either vessel is carrying certain dangerous
cargo (as defined in 33 CFR 160.203) or bulk petroleum products, or is
a tank vessel in ballast, if such entry would result in meeting,
crossing, or overtaking the other vessel.
Southern Pacific Railroad Bridge RNA. The Southern Pacific Railroad
Bridge RNA consists of a small circular area, 200 yards in radius,
centered on the middle of the channel under the Southern Pacific
Railroad Bridge. The limited horizontal clearance results in a greater
chance of vessel allisions with [[Page 16795]] the bridge. This risk of
allision is significantly increased when poor visibility conditions
exist. The regulation precludes a power-driven vessel of 1600 or more
gross tons, or a tug with a tow of 1600 or more gross tons, from
transiting the Southern Pacific Railroad Bridge RNA when visibility is
less than 1000 yards.
Southhampton Shoal/Richmond Harbor RNA. Southampton Shoal/Richmond
Harbor RNA encompasses Southampton Shoal Channel, the Richmond Long
Wharf Maneuvering Area, the Richmond Harbor Entrance Channel and Point
Potrero Reach. These are dredged channels and areas within which
maneuvering room is severely limited. Close-quarters situations between
deep-draft vessels in these channels need to be eliminated to reduce
the risk of groundings and collisions.
In addition, the Southampton Shoal Channel is transited by a high
number of laden tank vessels and vessels carrying certain dangerous
cargo (as defined in 33 CFR 160.203), or bulk petroleum. Because of the
potential for loss of life or serious environmental consequences in a
collision involving one or more of these vessels, control of traffic
flow is necessary. The Richmond Long Wharf Maneuvering Area between the
Richmond Harbor Entrance Channel and Southampton Shoal Channel, often
has vessels operating at low speeds where maneuverability is
restricted. The regulation precludes vessels of 1600 or more gross
tons, or tugs with a tow of 1600 or more gross tons, from entering the
RNA if meeting, crossing, or overtaking another vessel of 1600 or more
gross tons, or a tug with a tow of 1600 or more gross tons, could
result.
Oakland Harbor RNA. The Oakland Harbor RNA encompasses the Oakland
Bar Channel, Oakland Outer Harbor Entrance, Middle Harbor and Inner
Harbor Entrance Channels. The charted Limited Traffic Area (LTA), which
recommends that vessels of 300 or more gross tons transit one at a time
to avoid crossing or meeting situations, is replaced by the Oakland
Harbor RNA. The northern boundary of the Oakland Harbor RNA differs
slightly from the LTA in that it follows the northern boundary of the
Oakland Bar and Outer Harbor Entrance channels and extends to the ``E''
tower of the San Francisco-Oakland Bay Bridge. This regulation
restricts vessels of 1600 or more gross tons, or tugs with a tow of
1600 or more gross tons, from entering the RNA if meeting, crossing, or
overtaking another vessel of 1600 or more gross tons, or a tug with a
tow of 1600 or more gross tons, could result.
Paragraph (e)(2) of this rulemaking substantially duplicates those
regulations currently enumerated in 33 CFR 162.205(a). Paragraph (a) of
33 CFR 162.205 is removed, the section heading revised, and the
remaining paragraphs of 33 CFR 162.205 redesignated as paragraphs (a)
through (c).
Discussion of Comments and Changes
Four respondents to the NPRM provided comments on the proposed
regulations. This section discusses the comments received as well as
the Coast Guard's responses and changes to the rule.
One respondent encouraged the Coast Guard to adopt a maximum speed
throughout the RNAs lower than the proposed 15 knots through the water.
The commenter felt a 10 knot maximum, or an upper limit in that range,
would better achieve the safety improvements being sought through this
rulemaking. Specifically, the commenter proposed that at 15 knots,
certain vessels may find it impossible to operate their engines such
that an immediate response to any engine order could be effected
without delay; whereas, at a speed in the range of 10 knots there
should be no problem in meeting this additional rule requirement. The
Coast Guard encourages vessels to travel at a speed which maximizes
safety, as long as vessels do not exceed 15 knots through the water.
The concerns of the respondent are adequately addressed by subparagraph
(d)(2) of this section in that if it were not possible to ensure an
immediate response to any engine order at 15 knots, then the vessel
would be required to reduce speed until immediate response is possible.
The Coast Guard feels that a maximum limit of less than 15 knots,
imposed regardless of conditions and other circumstances, would be
unnecessarily restrictive.
Two respondents provided comments regarding vessel movements
through the Central Bay traffic lanes. Three issues were raised: (1) A
respondent sought confirmation that the Deep Water Traffic Lane (DWTL)
is available for the use of inbound vessels at the option of the
master, pilot, or person directing the movement of vessel if there is
not opposing traffic. This understanding is correct. Due to the
presence of shoals and rocks in the Central Bay, the DWTL provides the
best water depth safety margin for inbound vessels with a draft of 45
feet or greater, and for outbound vessels with a draft of 28 feet or
greater. These deep draft vessels are required to use the DWTL. Inbound
vessels with drafts less than 45 feet and outbound vessels with drafts
less that 28 feet are not precluded from using the DWTL; however, it is
recommended that these vessels with lesser drafts use the appropriate
Central Bay Traffic Lane and proceed in the general direction of
traffic flow for that lane so that vessel traffic in the DWTL is kept
to a minimum. (2) A respondent recommended that vessels of a draft of
twenty-four feet or greater be allowed to use the Deep Water Traffic
Lane (DWTL) when outbound. The respondent stated that negative tides of
over one and a half feet reduce the underkeel clearance to an unsafe
level for vessels of a draft of more than twenty-four feet navigating
over Shag and Arch Rocks. Selection of the appropriate Central Bay
traffic lane is dependent upon the height of the tide, among other
factors. Although the RNA is written with the intent of requiring use
of the DWTL by inbound vessels of greater than 45 feet draft and
outbound vessels or greater than 28 feet draft, vessels of lesser draft
are not precluded from using the DWTL. The Coast Guard has considered
the depth clearances available in the Central Bay traffic lanes and has
determined that the 28-foot draft threshold for mandatory use of the
DWTL while westbound provides an adequate margin of safety. (3) A
respondent sought confirmation that under special circumstances, i.e.,
safety-related reasons, inbound vessels could transit the outbound
traffic lane north of Alcatraz Island with proper meeting arrangements
and notification to Vessel Traffic Service San Francisco. This
understanding is correct in that deviations from both this section and
the National Vessel Traffic Services Regulation (59 FR 36316, July 15,
1994) may be authorized provided the requested deviation is based on
vessel handling characteristics, traffic density, radar contacts,
environmental conditions, or other relevant conditions, and that such a
deviation provides a level of safety equivalent to that provided by the
required measure or is a maneuver considered necessary for safe
navigation under the circumstances.
A respondent expressed concern at being unable to safely comply
with the Southern Pacific Railroad Bridge RNA's restriction against
low-visibility transit when transiting from east to west, due to lack
of suitable anchorages immediately to the east of the RNA. A vessel
transiting from west to east can comply with the regulation as proposed
because a vessel is capable of anchoring immediately west of the bridge
if visibility is less than 1000 yards. However, when transiting east to
west, the nearest suitable anchorage site is [[Page 16796]] located
approximately 14 miles from the bridge. Based on this distance and the
limitations on maneuverability experienced in the westbound approach to
the RNA, the Coast Guard has modified the regulation to reflect
procedures to be followed when transiting from east to west. Under this
modified procedure, the decision to not proceed will be made in time to
permit anchoring until visibility improves.
A respondent suggested meeting, crossing, and overtaking should be
allowed in the Richmond Long Wharf Maneuvering Area within the
Southampton Shoal/Richmond Harbor RNA by vessels of 1600 or more gross
tons or tugs with a tow of 1600 or more gross tons. Vessels currently
meet, cross, and overtake in the Richmond Long Wharf Maneuvering Area
to avoid doing so in Southampton Shoal Channel, Richmond Harbor
Entrance Channel, and Point Potrero Reach; the commenter contends that
safety would be reduced if meeting, crossing, and overtaking was
restricted in the RNA, due to the consequent increase in vessel
conflicts in other areas of the San Francisco Bay. By including the
Richmond Long Wharf Maneuvering area as part of the no meeting,
crossing, and overtaking zone within this RNA, the Coast Guard feels
the potential for an oil spill or other marine casualty is
significantly reduced in this area within which maneuvering room is
severely limited. The Coast Guard does not feel that any degradation in
vessel safety would result from requiring vessel meeting, crossing, and
overtaking situations to take place outside this RNA, because impacted
vessels bound for the Richmond Long Wharf or Richmond Inner Harbor
currently coordinate their movements and if necessary slow their
transit speed to avoid meeting in Southampton Shoal Channel, Richmond
Entrance Channel, and Point Potrero Reach without any impact on vessel
safety. The disadvantage connected with any delays that may be
experienced by vessels transiting this RNA would be far outweighed by
the advantage of gains in maritime safety.
A final commenter requested exemption from the requirements of the
RNAs to cover the operations of a specified vessel. Other than
registering a general endorsement of the rulemaking, that comment did
not discuss or make recommendations regarding the NPRM; therefore, the
request will be answered via separate correspondence.
Regulatory Evaluation
This regulation is not a significant regulatory action under
Section 3(f) of Executive Order 12866 and does not require an
assessment of potential costs and benefits under Section 6(a)(3) of
that Order. It has been exempted from review by the Office of
Management and Budget under that Order. It is not significant under the
regulatory policies and procedures of the Department of Transportation
(DOT) (44 FR 11040; February 26, 1979). The Coast Guard expects the
economic impact of this rule to be so minimal that a full Regulatory
Evaluation under paragraph 10(e) of the Department of Transportation
regulatory policies and procedures is unnecessary. At this time,
covered vessels voluntarily comply with the majority of the procedures
and restrictions contained in these regulations, and rarely if ever
experience delays due to the high degree of coordination provided by
the VTS. Formally mandating that mariners follow these previously
voluntary requirements will not have more than a minimal impact on any
party.
Small Entities
Under the Regulatory Flexibility Act (5 U.S.C. 601 et seq.), the
Coast Guard must consider whether this rulemaking would have
significant economic impact on a substantial number of small entities.
``Small entities'' include independently owned and operated small
businesses that are not dominant in their field and that otherwise
qualify as ``small business concerns'' under section 3 of the Small
Business Act (15 U.S.C. 632). The Coast Guard expects the economic
impact of the regulation to be minimal on all entities since it makes
mandatory the existing voluntary practices. Because it expects the
impact of this rule to be minimal, the Coast Guard certifies under 5
U.S.C. 605(b) that this rule will not have a significant economic
impact on a substantial number of small entities.
Collection of Information
This rulemaking contains no collection of information requirements
under the Paperwork Reduction Act (44 U.S.C. 3501 et seq.).
Federalism
The Coast Guard has analyzed this rule in accordance with the
principles and criteria contained in Executive Order 12612 and has
determined that this rule does not have sufficient federalism
implications to warrant the preparation of a Federalism Assessment.
Environmental Assessment.
The Coast Guard considered the environmental impact of this
rulemaking and concluded that, under section 2.B.2. of Commandant
Instruction M16475.1B, this rule is categorically excluded from further
environmental documentation. A Categorical Exclusion Determination
statement has been prepared and placed in the rulemaking docket.
A Consistency Determination under the Coastal Zone Management Act
(14 U.S.C. 1451, et seq.), has been prepared and placed in the
rulemaking docket.
List of Subjects
33 CFR Part 162
Navigation (water), Waterways.
33 CFR Part 165
Harbors, Marine safety, Navigation (water), Reporting and
recordkeeping requirements, Security measures, Waterways.
Regulations
In consideration of the foregoing, the Coast Guard is amending
parts 162 and 165 of title 33, Code of Federal Regulations, as follows:
PART 162--[AMENDED]
1. The authority citation for part 162 continues to read as
follows:
Authority: 33 U.S.C. 1231; 49 CFR 1.46.
2. Section 162.205 is amended by removing paragraph (a), by
redesignating paragraphs (b) through (d) as paragraphs (a) though (c),
and by revising the section heading to read as follows: ``Suisun Bay,
San Joaquin River, Sacramento River, and connecting waters, CA.''
PART 165--[AMENDED]
3. The authority citation for part 165 continues to read as
follows:
Authority: 33 U.S.C. 1231; 50 U.S.C. 191; 33 CFR 1.05-1(g),
6.04-1, 6.04-6 and 160.5; 49 CFR 1.46.
4. A new Sec. 165.1114 is added to read as follows:
Sec. 165.1114 San Francisco Bay Region, California--regulated
navigation area.
(a) Applicability. This section applies to all ressels unless
otherwise specified.
(b) Deviations. The Captain of the Port, San Francisco Bay, or the
Commanding Officer, Vessel Traffic Service San Francisco, as a
representative of the Captain of the Port, may authorize a deviation
from the requirements of this regulation when it is deemed necessary in
the interests of safety.
(c) Regulated Navigation Areas,--(1) San Francisco Bay RNA. (i) The
following is a regulated navigation area--The waters bounded by a line
connecting the following coordinates, beginning at:
[[Page 16797]] 27 deg.47'18''N, 122 deg.30'22''W; thence to
37 deg.48'55''N, 122 deg.31'41''W; thence along the shoreline to
37 deg.50'38''N, 122 deg.28'37''W; thence to
37 deg.50'59''N, 122 deg.28'00''W; thence to
37 deg.51'45''N, 122 deg.27'28''W; thence to
37 deg.52'58''N, 122 deg.26'06''W; thence to
37 deg.51'53''N, 122 deg.24'58''W; thence to
37 deg.51'53''N, 122 deg.24'00''W; thence to
37 deg.51'40''N, 122 deg.23'48''W; thence to
27 deg.49'22''N, 122 deg.23'48''W; thence to
37 deg.48'20''N, 122 deg.22'12''W; thence to
37 deg.47'02''N, 122 deg.21'33''W; thence to
37 deg.47'02''N, 122 deg.23'04''W; thence along the shoreline to the
point of beginning.
Datum: NAD 83
(ii) The San Francisco Bay RNA consists of the following defined
sub-areas:
(A) Golden Gate Traffic Lanes.--(1) Westbound traffic lane: Bounded
by the Golden Gate precautionary area and the COLREGS Demarcation Line
(33 CFR 80.1142), between the separation zone and a line connecting the
following coordinates:
37 deg.48'30''N, 122 deg.31'22''W; thence to
37 deg.49'03''N, 122 deg.29'52''W.
Datum: NAD 83
(2) Eastbound traffic lane. Bounded by the COLREGS Demarcation Line
(33 CFR 80.1142) and the Golden Gate precautionary area, between the
separation zone and a line connecting the following coordinates:
37 deg.47'50'' N, 122 deg.30'48'' W; thence to
37 deg.48'30'' N, 122 deg.29'29'' W.
Datum: NAD 83
(3) Golden Gate Separation Zone: The area 75 yards each side of a
line connecting the following coordinates:
37 deg.48'08'' N, 122 deg.31'05'' W; thence to
37 deg.48'46'' N, 122 deg.29'40'' W.
Datum: NAD 83
(B) Golden Gate Precautionary Area: An area bounded by a line
connecting the following coordinates beginning at:
37 deg.48'30'' N, 122 deg.29'29'' W; thence to
37 deg.48'52'' N, 122 deg.28'41'' W; thence to
37 deg.48'52'' N, 122 deg.27'49'' W; thence to
37 deg.49'36'' N, 122 deg.27'46'' W; thence to
37 deg.49'55'' N, 122 deg.28'09'' W; thence to
37 deg.49'28'' N, 122 deg.28'45'' W; thence to
37 deg.49'03'' N, 122 deg.29'52'' W; thence returning to the point of
beginning.
Datum: NAD 83
(C) Central Bay Traffic Lanes.--(1) Westbound traffic lane: Bounded
by the Central Bay precautionary area and the Golden Gate precautionary
area, between the Central Bay and the Deep Water Traffic Lane
separation zones.
(2) Eastbound traffic lane: Bounded by the Golden Gate
precautionary area and the Central Bay precautionary area, between the
Central Bay Separation Zone and a line connecting the following
coordinates, beginning at:
37 deg.48'41'' N, 122 deg.25'17'' W; thence to
37 deg.48'50'' N, 122 deg.26'14'' W; thence to
37 deg.48'52'' N, 122 deg.27'49'' W.
Datum: NAD 83
(3) Deep Water (two-way) Traffic Lane: Bounded by the Central Bay
precautionary area and the Golden Gate precautionary area, between the
Deep Water Traffic Lane and a line connecting the following
coordinates, beginning at:
37 deg.49'55'' N, 122 deg.28'09'' W; thence to
37 deg.50'36'' N, 122 deg.27'12'' W; thence to
37 deg.50'47'' N, 122 deg.26'26'' W.
Datum: NAD 83
(D) Central Bay Separation Zone: The area 75 yards each side of a
line connecting the following coordinates, beginning at:
37 deg.49'17'' N, 122 deg.27'47'' W; thence to
37 deg.49'35'' N, 122 deg.25'25'' W.
Datum: NAD 83
(E) Deep Water Traffic Lane Separation Zone: The area 75 yards each
side of a line connecting the following coordinates, beginning at:
37 deg.49'36'' N, 122 deg.27'46'' W; thence to
37 deg.50'22'' N, 122 deg.26'49'' W; thence to
37 deg.50'25'' N, 122 deg.26'22'' W.
Datum: NAD 83
(F) Central Bay Precautionary Area: An area bounded by a line
connecting the following coordinates, beginning at:
37 deg.48'41'' N, 122 deg.25'17'' W; thence to
37 deg.49'32'' N, 122 deg.25'13'' W; thence to
37 deg.50'25'' N, 122 deg.26'22'' W; thence to
37 deg.50'47'' N, 122 deg.26'26'' W; thence to
37 deg.51'04'' N, 122 deg.24'58'' W; thence to
37 deg.51'53'' N, 122 deg.24'58'' W; thence to
37 deg.51'53'' N, 122 deg.24'00'' W; thence to
37 deg.51'40'' N, 122 deg.23'48'' W; thence to
37 deg.49'22'' N, 122 deg.23'48'' W; thence to
37 deg.48'20'' N, 122 deg.22'12'' W; thence to
37 deg.47'02'' N, 122 deg.21'33'' W; thence to
37 deg.47'02'' N, 122 deg.23'04''W; thence to
37 deg.47'02'' N, 122 deg.23'04'' W; thence returning along the
shoreline to the point of beginning.
Datum: NAD 83
(2) North Ship Channel RNA. The following is a regulated navigation
area--The waters bounded by a line connecting the following
coordinates, beginning at:
37 deg.51'53'' N, 122 deg.24'58'' W; thence to
37 deg.54'15'' N, 122 deg.27'27'' W; thence to
37 deg.56'06'' N, 122 deg.26'49'' W; thence to
37 deg.56'06'' N, 122 deg.26'34'' W; thence to
37 deg.54'48'' N, 122 deg.26'42'' W; thence to
37 deg.54'02'' N, 122 deg.26'10'' W; thence to
37 deg.51'53'' N, 122 deg.24'00'' W; thence to returning to the point
of beginning.
Datum: NAD 83
(3) San Pablo Strait Channel RNA. The following is a regulated
navigation area--The waters bounded by a line connecting the following
coordinates, beginning at:
37 deg.56'06'' N, 122 deg.26'49'' W; thence to
37 deg.57'26'' N, 122 deg.27'21'' W; thence to
38 deg.00'48'' N, 122 deg.24'45'' W; thence to
38 deg.01'54'' N, 122 deg.22'24'' W; thence to
38 deg.01'44'' N, 122 deg.22'18'' W; thence to
37 deg.57'37'' N, 122 deg.26'23'' W; thence to
37 deg.56'06'' N, 122 deg.26'34'' W; thence returning to the point of
beginning.
Datum: NAD 83
(4) Pinole Shoal Channel RNA. The following is a regulated
navigation area--The waters bounded by a line connecting the following
coordinates, beginning at:
38 deg.01'54'' N, 122 deg.22'25'' W; thence to
38 deg.03'13'' N, 122 deg.19'50'' W; thence to
38 deg.03'23'' N, 122 deg.18'31'' W; thence to
38 deg.03'23'' N, 122 deg.18'29'' W; thence to
38 deg.03'05'' N, 122 deg.19'28'' W; thence to
38 deg.01'44'' N, 122 deg.22'18'' W; thence returning to the point of
beginning.
Datum: NAD 83
(5) Southern Pacific Railroad Bridge RNA. The following is a
regulated navigation area--The water area contained within a circle
with a radius of 200 yards, centered on 38 deg.02'18'' N,
122 deg.07'17'' W.
Datum: NAD 83
(6) Southampton Shoal Channel/Richmond Harbor RNA: The following,
consisting of two distinct areas, is a regulated navigation area--
(i) The waters bounded by a line connecting the following
coordinates, beginning at:
37 deg.54'17'' N, 122 deg.22'00'' W; thence to
37 deg.54'08'' N, 122 deg.22'00'' W; thence to
37 deg.54'15'' N, 122 deg.23'12'' W; thence to
37 deg.54'30'' N, 122 deg.23'09'' W; thence along the shoreline to the
point of beginning.
Datum: NAD 83
(ii) The waters bounded by a line connecting the following
coordinates, beginning at:
37 deg.54'28'' N, 122 deg.23'36'' W; thence to
37 deg.54'20'' N, 122 deg.23'38'' W; thence to
37 deg.54'23'' N, 122 deg.24'02'' W; thence to
37 deg.54'57'' N, 122 deg.24'51'' W; thence to
37 deg.55'05'' N, 122 deg.25'02'' W; thence to
37 deg.54'57'' N, 122 deg.25'22'' W; thence to [[Page 16798]]
37 deg.54'00'' N, 122 deg.25'13'' W; thence to
37 deg.53'59'' N, 122 deg.25'22'' W; thence to
37 deg.55'30'' N, 122 deg.25'35'' W; thence to
37 deg.55'40'' N, 122 deg.25'10'' W; thence to
37 deg.54'54'' N, 122 deg.24'30'' W; thence to
37 deg.54'30'' N, 122 deg.24'00'' W; thence returning to the point of
beginning.
Datum: NAD 83
(7) Oakland Harbor RNA. The following is a regulated navigation
area--The waters bounded by a line connecting the following
coordinates, beginning at:
37 deg.48'40'' N, 122 deg.19'58'' W; thence to
37 deg.48'50'' N, 122 deg.20'02'' W; thence to
37 deg.48'20'' N, 122 deg.21'00'' W; thence to
37 deg.48'15'' N, 122 deg.21'30'' W; thence to
37 deg.48'20'' N, 122 deg.21'12'' W; thence to
37 deg.48'26'' N, 122 deg.21'45'' W; thence to
37 deg.47'55'' N, 122 deg.21'26'' W; thence to
37 deg.48'03'' N, 122 deg.21'00'' W; thence to
37 deg.47'48'' N, 122 deg.19'46'' W; thence to
37 deg.47'55'' N, 122 deg.19'43'' W; thence returning along the
shoreline to the point of the beginning.
Datum: NAD 83
(d) General Regulations. (1) A power-driven vessel of 1600 or more
gross tons, or a tug with a tow of 1600 or more gross tons, navigating
within the RNAs defined in paragraph (c) of this section, shall not
exceed a speed of 15 knots through the water.
(2) A power-driven vessel of 1600 or more gross tons, or a tug with
a tow of 1600 or more gross tons, navigating within the RNAs defined in
paragraph (c) of this section, shall have its engine(s) ready for
immediate maneuver and shall operate its engine(s) in a control mode
and on fuel that will allow for an immediate response to any engine
order, ahead or astern, including stopping its engine(s) for an
extended period of time.
(3) The master, pilot or person directing the movement of a vessel
within the RNAs defined in paragraph (c) of this regulation shall
comply with Rule 9 of the Inland Navigation Rules (INRs) (33 U.S.C.
2009) in conjunction with the provisions of the associated INRs.
(e) Specific Regulations.--(1) San Francisco Bay RNA: (i) A vessel
shall navigate with particular caution in a precautionary area, or in
areas near the terminations of traffic lanes or channels, as described
in this regulation.
(ii) A power-driven vessel of 1600 or more gross tons, or a tug
with a tow of 1600 or more gross tons, shall:
(A) use the appropriate traffic lane and proceed in the general
direction of traffic flow for that lane;
(B) use the Central Bay Deep Water Traffic Lane if eastbound with a
draft of 45 feet or greater or westbound with a draft of 28 feet or
greater;
(C) not enter the Central Bay Deep Water Traffic Lane when another
power-driven vessel of 1600 or more gross tons or tug with a tow of
1600 or more gross tons is navigating therein when either vessel is:
(1) carrying certain dangerous cargoes (as denoted in section
160.203 of this subchapter);
(2) carrying bulk petroleum products; or
(3) a tank vessel in ballast if such entry would result in meeting,
crossing, or overtaking the other vessel.
(D) normally join or leave a traffic lane at the termination of the
lane, but when joining or leaving from either side, shall do so at as
small an angle to the general direction of traffic flow as practicable;
(E) so far as practicable keep clear of the Central Bay Separation
Zone and the Deep Water Lane Separation Zone;
(F) not cross a traffic lane separation zone unless crossing,
joining, or leaving a traffic lane.
(2) Pinole Shoal Channel RNA: (i) The use of Pinole Shoal Channel
RNA is reserved for navigation of vessels with a draft greater than 20
feet or tugs with tows drawing more than 20 feet. Vessels drawing less
than 20 feet are not permitted within this RNA and are prohibited from
crossing it at any point.
(ii) A power-driven vessel of 1600 or more gross tons or a tug with
a tow of 1600 or more gross tons shall not enter Pinole Shoal Channel
RNA when another power-driven vessel of 1600 or more gross tons or tug
with a tow of 1600 or more gross tons is navigating therein when either
vessel is:
(A) carrying certain dangerous cargoes (as denoted in section
160.203 of this subchapter);
(B) carrying bulk petroleum products; or
(C) a tank vessel in ballast if such entry would result in meeting,
crossing, or overtaking the other vessel.
(iii) Vessels permitted to use this channel shall proceed at a
reasonable speed so as not to endanger other vessels or interfere with
any work which may become necessary in maintaining, surveying, or
buoying the channel, and they shall not anchor in the channel except in
case of a deviation authorized under paragraph (b) of this section.
(iv) This paragraph shall not be construed as prohibiting any
necessary use of the channel by any public vessels while engaged in
official duties, or in emergencies by pilot boats.
(3) Southern Pacific Railroad Bridge (RNA): (i) When visibility is
less than 1000 yards within the Southern Pacific Railroad Bridge RNA, a
power-driven vessel of 1600 or more gross tons, or a tug with a tow of
1600 or more gross tons:
(A) When eastbound, shall not transit through the RNA.
(B) When westbound:
(1) During periods of reduced visibility and immediately prior to
passing New York Point, the master, pilot, or person directing the
movement of a vessel shall obtain a report of visibility conditions
within the RNA.
(2) If visibility within the RNA is less than 1000 yards, the
vessel shall not transmit the RNA. Vessels prevented from transiting
due to low visibility shall not proceed past Mallard Island until
visibility improves to greater than 1000 yards within the RNA.
(3) If a transit between New York Point and the Southern Pacific
Railroad Bridge has commenced, and the visibility subsequently should
become less than 1000 yards, the master, pilot, or person directing the
movement of a vessel shall comply with paragraph (b) of this section
and may proceed, taking all further appropriate actions in the interest
of safety.
(ii) Visibility is considered to be 1000 yards or greater when both
the following geographical points can be seen from the Southern Pacific
Railroad Bridge:
(A) The Port of Benecia Pier, and
(B) The Shell Martinez Pier.
(4) Southampton Shoal/Richmond Harbor RNA: A power-driven vessel of
1600 or more gross tons, or a tug with a tow of 1600 or more gross
tons, shall not enter Southampton Shoal/Richmond Harbor RNA when
another power-driven vessel of 1600 or more gross tons, or a tug with a
tow of 1600 or more gross tons, is navigating therein, if such entry
would result in meeting, crossing, or overtaking the other vessel.
(5) Oakland Harbor RNA: A power-driven vessel of 1600 or more gross
tons or a tug with a tow of 1600 or more gross tons shall not enter the
Oakland Harbor RNA when another power-driven vessel of 1600 or more
gross tons, or a tug with a tow of 1600 or more gross tons, is
navigating therein, if such entry would result in meeting, crossing, or
overtaking the other vessel.
R.A. Appelbaum,
Rear Admiral, U.S. Coast Guard, Commander, Eleventh Coast Guard
District.
[FR Doc. 95-8124 Filed 3-31-95; 8:45 am]
BILLING CODE 4910-14-M
