Notice2023-17849
Removal of Smith Point Traffic Separation Scheme From Nautical Charts
Primary source
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Published
August 21, 2023
Issuing agencies
Homeland Security DepartmentCoast Guard
Abstract
We, the Coast Guard, have received requests to remove a vessel traffic routing measure, which is known as the "Smith Point Traffic Separation Scheme" (TSS) and depicted on the nautical charts of the Chesapeake Bay. If there is no longer a need for this measure, we would request that the National Oceanic and Atmospheric Administration (NOAA), which produces the nation's nautical charts, remove the TSS from these charts and take out language regarding the TSS from the applicable Coast Pilot. We would then make conforming changes to the buoy that marks the turning point in the separation zone of the TSS. We are seeking comments on whether there is any continued need for this vessel traffic routing measure before we do so.
Full Text
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<title>Federal Register, Volume 88 Issue 160 (Monday, August 21, 2023)</title>
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[Federal Register Volume 88, Number 160 (Monday, August 21, 2023)]
[Notices]
[Pages 56850-56851]
From the Federal Register Online via the Government Publishing Office [<a href="http://www.gpo.gov">www.gpo.gov</a>]
[FR Doc No: 2023-17849]
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DEPARTMENT OF HOMELAND SECURITY
Coast Guard
[Docket Number USCG-2023-0330]
Removal of Smith Point Traffic Separation Scheme From Nautical
Charts
AGENCY: Coast Guard, DHS.
ACTION: Notice of inquiry; request for comments
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SUMMARY: We, the Coast Guard, have received requests to remove a vessel
traffic routing measure, which is known as the ``Smith Point Traffic
Separation Scheme'' (TSS) and depicted on the nautical charts of the
Chesapeake Bay. If there is no longer a need for this measure, we would
request that the National Oceanic and Atmospheric Administration
(NOAA), which produces the nation's nautical charts, remove the TSS
from these charts and take out language regarding the TSS from the
applicable Coast Pilot. We would then make conforming changes to the
buoy that marks the turning point in the separation zone of the TSS. We
are seeking comments on whether there is any continued need for this
vessel traffic routing measure before we do so.
DATES: Your comments and related material must reach the Coast Guard on
or before November 20, 2023.
ADDRESSES: You may submit comments identified by docket number USCG-
2023-0330 using the Federal portal at <a href="https://www.regulations.gov">https://www.regulations.gov</a>. See
the ``Public Participation and Request for Comments'' portion of the
SUPPLEMENTARY INFORMATION section for further instructions on
submitting comments.
FOR FURTHER INFORMATION CONTACT: If you have questions about this
notice of inquiry, call or email, LTJG Carmel McAndrews, District
Prevention Waterways Management Office, U.S. Coast Guard; telephone:
757-398-6298 or email at <a href="/cdn-cgi/l/email-protection#0d4e6c7f606861234023406e4c63697f687a7e4d787e6e6a23606461"><span class="__cf_email__" data-cfemail="d497b5a6b9b1b8fa99fa99b795bab0a6b1a3a794a1a7b7b3fab9bdb8">[email protected]</span></a>.
SUPPLEMENTARY INFORMATION:
I. Table of Abbreviations
CFR Code of Federal Regulations
DHS Department of Homeland Security
FR Federal Register
TSS Traffic Separation Scheme
U.S.C. United States Code
II. Background and Purpose
The Smith Point TSS was put in place in 1969, before the
promulgation of any regulations governing formal Traffic Separation
Schemes. It was never formally established by rule and exists only as a
notation on the nautical charts. Lying at the mouth of the Potomac
River, in the Chesapeake Bay, just south of the border between Maryland
and Virginia, it has historically been used by vessel traffic that
transits to and from destinations within the Lower Chesapeake Bay, the
Potomac River, and the Upper Chesapeake Bay. In contrast to Offshore
TSS's, which are codified in 33 CFR part 167, and which are the only
TSS's that have been established by rule to date, the Smith Point TSS
lies in the inland waters, as defined in 33 CFR 2.26.
See Figure 1, contained in a ``Figures'' document separate from
this Notice of Inquiry, for a graphical depiction of the Smith Point
TSS. For instructions on locating the ``Figures'' document, see the
``Public Participation and Request for Comments'' portion of the
SUPPLEMENTARY INFORMATION section.
As nearby ports and indeed the maritime industry itself have grown
over the fifty years since the Smith Point TSS was first charted,
traffic patterns, traffic density, and vessel sizes have all changed
considerably. Meanwhile, both the development and growth of the port
community, and the growth in the size of the ships navigating these
waters, appear to have rendered the Smith Point TSS obsolete. With the
advent of the Global Positioning System, Automatic Identification
System and overall improved navigation technology since
[[Page 56851]]
1969, today's maritime pilots have better communications and awareness
of the locations of other vessels navigating in the vicinity of Smith
Point. These pilots have safely coordinated large vessel traffic
despite not being able to use the TSS as designed.
Due to the increase in size and draft of typical cargo vessels
since the Smith Point TSS was first identified on the charts in 1969,
depths in the north-bound and south-bound vessel traffic lanes are
inadequate for modern deep draft vessels transiting through this area
and today's larger vessels can no longer use the routing measure as
designed. The natural bottom contours of the Bay provide the greatest
depths in the center of the southbound lane of the TSS. See Figures 2 &
3 in the Figures document in the docket. And while the Inland
Navigational Rules (eCFR, 2023) provide that a vessel shall, so far as
practicable, avoid crossing traffic lanes, larger inbound vessels must
use the opposing outbound lane of the Smith Point TSS to avoid the risk
of grounding. This scenario leads to a traffic pattern contrary to the
charted routing measure and not in accordance with Rule 10 of the
Inland Rules, which may actually increase the risk of collisions. As
the Smith Point TSS appears to be counterproductive today, we are
seeking public comments regarding its continued need.
If after consideration of the comments received we determine that
the Smith Point TSS should be removed from nautical charts and
publications, we will then reestablish the current Smith Point Fairway
Lighted Buoy SP (LLNR 7490), which marks the turning point of the TSS
separation zone, as the Smith Point Lighted Buoy SP, a white and red
striped Safe Water Buoy. The light will change from yellow to white
with Morse Code ``A'' flash characteristic. We also seek public comment
from waterway users on the Coast Guard's plan to change the signal and
meaning of this buoy.
III. Information Requested
If you believe there is some reason the Smith Point TSS should be
retained, please let us know that and provide us with your reasoning
for wanting to keep it in place. Please include comments regarding the
potential impacts of this possible change and any other concerns that
you may have regarding the Smith Point TSS.
IV. Public Participation and Request for Comments
We encourage you to submit comments in response to this
notification of inquiry through the Federal Decision Making portal at
<a href="https://www.regulations.gov">https://www.regulations.gov</a>. To do so, go to <a href="https://www.regulations.gov">https://www.regulations.gov</a>, type USCG-2023-0330 in the search box and click
``Search.'' Next, look for this document in the Search Results column,
and click on it. Then click on the Comment option. In your submission,
please include the docket number for this notification of inquiry and
provide a reason for each suggestion or recommendation. If your
material cannot be submitted using <a href="https://www.regulations.gov">https://www.regulations.gov</a>, contact
the person in the FOR FURTHER INFORMATION CONTACT section of this
document for alternate instructions.
To view documents mentioned in this notification of inquiry as
being available in the docket, find the docket as described in the
previous paragraph, and then select ``Supporting & Related Material''
in the Document Type column. Public comments will also be placed in our
online docket and can be viewed by following instructions on the
<a href="https://www.regulations.gov">https://www.regulations.gov</a> Frequently Asked Questions web page. We
review all comments received, but we may choose not to post off-topic,
inappropriate, or duplicate comments that we receive.
We accept anonymous comments. Comments we post to <a href="https://www.regulations.gov">https://www.regulations.gov</a> 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).
We do not plan to hold a public meeting to receive oral comments on
this notification of inquiry; however, should the need arise, we will
announce the date, time, and location in a separate document published
in the Federal Register. If you have signed up for docket email alerts
mentioned in the paragraph above, you will receive an email notice when
the public meeting notice is published and placed in the docket.
This document is issued under authority of 5 U.S.C. 552(a).
Dated: August 15, 2023.
Mary Ellen J. Durley,
Captain, U.S. Coast Guard, Acting Commander, Fifth Coast Guard
District.
[FR Doc. 2023-17849 Filed 8-18-23; 8:45 am]
BILLING CODE 9110-04-P
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