Port Access Route Study: The Areas Offshore of Massachusetts and Rhode Island, 31792-31796 [2020-11262]

Download as PDF jbell on DSKJLSW7X2PROD with NOTICES 31792 Federal Register / Vol. 85, No. 102 / Wednesday, May 27, 2020 / Notices of registry, and merchant mariners’ documents with respect to merchant mariners; medical standards and guidelines for the physical qualifications of operators of commercial vessels; medical examiner education; and medical research. Please read this notice for a description of 14 Committee positions we are seeking to fill. DATES: Completed application should reach the Coast Guard on or before July 27, 2020. ADDRESSES: Applicants should send a cover letter expressing interest in an appointment to the National Merchant Mariner Medical Advisory Committee and a resume detailing their experience. We will not accept a biography. Applications should be submitted via one of the following methods: • By Email (preferred): Michael.W.Lalor@uscg.mil. Subject Line: N–MEDMAC • By Fax: 202–372–4908; ATTN: Michael Lalor, Alternate Designated Federal Officer; or • By Mail: Michael Lalor, Alternate Designated Federal Officer, Commandant (CG–MMC–2), U.S. Coast Guard Stop 7509, 2703 Martin Luther King Jr Ave SE, Washington, DC 20593– 7509 FOR FURTHER INFORMATION CONTACT: Michael Lalor, Alternate Designated Federal Officer of the Merchant Mariner Medical Advisory Committee; Telephone 202–372–2357; or Email at MMCPolicy@uscg.mil. SUPPLEMENTARY INFORMATION: The National Merchant Mariner Medical Advisory Committee is a Federal advisory committee. It will operate under the provisions of the Federal Advisory Committee Act, 5 U.S.C Appendix 2, and the administrative provisions in § 601 of the Frank LoBiondo Coast Guard Authorization Act of 2018 (specifically, 46 U.S.C. 15109). The Committee was established on December 4, 2019, by the Frank LoBiondo Coast Guard Authorization Act of 2018, which added § 15104, National Merchant Mariner Medical Advisory Committee, to Title 46 of the U.S. Code (46 U.S.C. 15104). The Committee will advise the Secretary of Homeland Security on matters relating to (1) medical certification determinations for the issuance of licenses, certificates of registry, and merchant mariners’ documents with respect to merchant mariners; (2) medical standards and guidelines for the physical qualifications of operators of commercial vessels; (3) medical VerDate Sep<11>2014 16:59 May 26, 2020 Jkt 250001 examiner education; and (4) medical research. The Committee is required to hold meetings at least once a year in accordance with 46 U.S.C. 15109(a). We expect the Committee to meet at least twice a year, but it may meet more frequently. The meetings are generally held in cities that have high concentrations of maritime personnel and related marine industry businesses. All members serve at their own expense and receive no salary or other compensation from the Federal Government. Members may be reimbursed, however, for travel and per diem in accordance with Federal Travel Regulations. Under 46 U.S.C. 15109(f) (6), membership terms expire on December 31st of the third full year after the effective date of appointment. The Secretary may require an individual to have passed an appropriate security background examination before appointment to the Committee, 46 U.S.C. 15109(f) (4). In this initial solicitation for Committee members, we will consider applications for all positions, which include: • Nine health-care professionals who have particular expertise, knowledge, and experience regarding the medical examinations of merchant mariners or occupational medicine; and • Five professional mariners who have particular expertise, knowledge, and experience in occupational requirements for mariners. Registered lobbyists are not eligible to serve on Federal Advisory Committees in an individual capacity. See ‘‘Revised Guidance on Appointment of Lobbyists to Federal Advisory Committees, Boards and Commissions’’ (79 FR 47482, August 13, 2014). Registered lobbyists are ‘‘lobbyists,’’ as defined in Title 2 U.S.C. 1602, who are required by Title 2 U.S.C. 1603 to register with the Secretary of the Senate and the Clerk of the House of Representatives. The Department of Homeland Security does not discriminate in the selection of Committee members based on race, color, religion, sex, national origin, political affiliation, sexual orientation, gender identity, marital status, disabilities and genetic information, age, membership in an employee organization, or any other non-merit factor. The Department of Homeland Security strives to achieve a widely diverse candidate pool for all of its recruitment selections. If you are interested in applying to become a member of the Committee, send your cover letter and resume to Mr. Michael Lalor, Alternate Designated PO 00000 Frm 00057 Fmt 4703 Sfmt 4703 Federal Officer of the National Merchant Mariner Medical Advisory Committee via one of the transmittal methods in the ADDRESSES section by the deadline in the DATES section of this notice. If you send your application to us via email, we will send you an email confirming receipt of your application. Dated: May 20, 2020. Jeffrey G. Lantz, Director of Commercial Regulations and Standards. [FR Doc. 2020–11298 Filed 5–26–20; 8:45 am] BILLING CODE 9110–04–P DEPARTMENT OF HOMELAND SECURITY Coast Guard [Docket No. USCG–2019–0131] Port Access Route Study: The Areas Offshore of Massachusetts and Rhode Island Coast Guard, DHS. Notice of availability. AGENCY: ACTION: The United States Coast Guard (USCG) announces the completion of The Areas Offshore of Massachusetts and Rhode Island Port Access Route Study. The study focused on the seven adjacent leased areas of the outer continental shelf south of Martha’s Vineyard, Massachusetts, and east of Rhode Island that together constitute the Massachusetts/Rhode Island Wind Energy Area (MA/RI WEA). The study was conducted to (1) determine what, if any, navigational safety concerns exist with vessel transits in the study area; (2) determine whether to recommend changes to enhance navigational safety by examining existing shipping routes and waterway uses as any or all of the lease areas within the MA/RI WEA are partially or fully developed as wind farms; and (3) to evaluate the need for establishing vessel routing measures. This notice summarizes the study’s recommendations. FOR FURTHER INFORMATION CONTACT: If you have questions on this notice, contact Mr. Craig Lapiejko, Waterways Management at First Coast Guard District, telephone (617) 223–8351, email craig.d.lapiejko@uscg.mil. SUMMARY: I. Table of Abbreviations AIS Automatic Identification System BOEM Bureau of Ocean Energy Management CFR Code of Federal Regulations DHS Department of Homeland Security FR Federal Register MARIPARS Massachusetts and Rhode Island Port Access Route Study E:\FR\FM\27MYN1.SGM 27MYN1 Federal Register / Vol. 85, No. 102 / Wednesday, May 27, 2020 / Notices MA/RI WEA Massachusetts/Rhode Island Wind Energy Area NEPA National Environmental Policy Act NM Nautical Mile NMFS National Marine Fisheries Service OCS Outer Continental Shelf PARS Port Access Route Study PWSA Ports and Waterways Safety Act TSS Traffic Separation Scheme U.S. United States U.S.C. United States Code USCG United States Coast Guard WEA Wind Energy Area WTG Wind Turbine Generator II. Background and Purpose jbell on DSKJLSW7X2PROD with NOTICES When did the USCG conduct this Port Access Route Study (PARS)? We conducted this PARS following our announcement of the PARS in a notice published in the Federal Register on March 26, 2019 (84 FR 11314). There was a 60-day public comment period, and USCG convened three VerDate Sep<11>2014 16:59 May 26, 2020 Jkt 250001 public meetings (in Massachusetts, Rhode Island, and New York) to receive public input. The USCG received 30 comments in response to our Federal Register Notice, public meetings and other outreach efforts which included announcement via a Marine Safety Information Bulletin (MSIB), publication in the Local Notice to Mariners (LNM), and Twitter posts. On January 29, 2020, we published a Notice of availability of draft report; request for comments entitled ‘‘Port Access Route Study (PARS): The Areas Offshore of Massachusetts and Rhode Island’’ in the Federal Register (85 FR 5222) announcing the availability of the draft version of the study report. During the 45-day public comment period, the USCG received 48 comments in response to our Federal Register Notice and other outreach which PO 00000 Frm 00058 Fmt 4703 Sfmt 4703 31793 included announcement via a Marine Safety Information Bulletin (MSIB), publication in the Local Notice to Mariners (LNM), and Twitter posts. All comments and supporting documents are available in a public docket and can be viewed at https:// www.regulations.gov. In the ‘‘Search’’ box insert ‘‘USCG–2019–0131’’ and click ‘‘Search.’’ Click the ‘‘Open Docket Folder’’ in the ‘‘Actions’’ column. Comments have been summarized in section III. What is the study area? The study area is described as an area bounded by a line connecting the following geographic positions: • 41°20′ N, 070°00′ W • 40°35′ N, 070°00′ W • 40°35′ N, 071°15′ W • 41°20′ N, 071°15′ W E:\FR\FM\27MYN1.SGM 27MYN1 Federal Register / Vol. 85, No. 102 / Wednesday, May 27, 2020 / Notices jbell on DSKJLSW7X2PROD with NOTICES Why did the USCG conduct this PARS? The topic of safe navigation routes to facilitate vessel transits through the MA/RI WEA has been considered since at least May of 2018, when the USCG first invited developers to discuss the issue. At various subsequent meetings throughout southeastern New England, VerDate Sep<11>2014 16:59 May 26, 2020 Jkt 250001 which included participation by the USCG, other federal, state, and local agencies, fishing industry representatives, and myriad stakeholders, various vessel transit layout plans were proposed. After a consensus among all stakeholders could not be reached, the USCG concluded PO 00000 Frm 00059 Fmt 4703 Sfmt 4703 that a PARS should be conducted to determine the best possible alternative for potentially seven distinct offshore renewable energy installations (‘‘wind farms’’) which could be constructed, each with its own number, size, type of wind turbines, and distinct turbine layout. E:\FR\FM\27MYN1.SGM 27MYN1 EN27MY20.000</GPH> 31794 Federal Register / Vol. 85, No. 102 / Wednesday, May 27, 2020 / Notices PARS are conducted anytime the USCG considers a need to recommend routing changes, within the territorial seas, for any port. The Ports and Waterways Safety Act (PWSA) requires the USCG to conduct a study before establishing new or adjusting existing fairways or TSS. U.S. waterways support multiple uses, such as commercial shipping, tug and barge operations, commercial and recreational fishing, research vessels, offshore support vessels, military vessels, and aquaculture apparatus. A PARS is a study, not a rulemaking. The USCG does not plan a related rulemaking provided that the MA/RI WEA turbine layout is developed along a standard and uniform grid pattern. How did the USCG conduct this PARS? The PARS was conducted in alignment with guidance outlined in USCG Commandant Instruction 16003.2B, Marine Planning to Operate and Maintain the Marine Transportation System (MTS) and Implement National Policy which is available in the docket or see https:// media.defense.gov/2017/Mar/15/ 2001716995/-1/-1/0/CI_16003_2A.PDF. jbell on DSKJLSW7X2PROD with NOTICES What is the goal of the study? The goal of the study is to enhance navigational safety in the study area by examining existing shipping routes and waterway uses. To accomplish this goal, the USCG has undertaken measures to (1) determine what, if any, navigational safety concerns exist with vessel transits in the study area; (2) determine whether to recommend changes to enhance navigational safety by examining existing shipping routes and waterway uses as any or all of the lease areas within the MA/RI WEA are partially or fully developed as wind farms; and (3) evaluate the need for establishing vessel routing measures. III. Discussion of Comments A total of 48 comments on the draft version of the final report were submitted by representatives of the maritime community, wind energy developers, non-governmental organizations, federal and state governmental agencies, and private citizens. Twenty three of the comments are considered to be in support of the recommendations, while sixteen of the comments were considered to be opposed to the recommendations and nine of the comments were considered to be neutral. Comments covered many topics, but a number of commenters with specific concerns focused their comments on navigation corridors, radar interference VerDate Sep<11>2014 16:59 May 26, 2020 Jkt 250001 with a request for additional studies, and cost benefit analysis or economic analysis. The substance of those comments is covered below. Other comments received are more appropriate for the offshore wind NEPA process as USCG provides BOEM with a navigation safety recommendation for each project. Comments not related to the subject of the draft report are not covered in this notice. Navigation Corridors Various comments were received concerning navigation corridors. Although the majority of commenters agreed with our recommendation for a standard and uniform grid pattern with 1 NM spacing between WTGs across the entire WEA, others disagreed and supported larger 2 NM to 4 NM corridors to serve as clear lanes for vessels to transit within the WEA. Although these larger navigation corridors may appear to provide more area for navigation, they actually provide far less area than the numerous corridors that result from the recommended array and spacing. Additionally, the project developers have made clear that larger corridors, even though fewer in number, would result in reduced WTG spacing for the WEA. Because the reduced turbine spacing makes navigation more challenging, most traffic would then be funneled into the corridors thereby increasing traffic density and risks for vessel interaction. Furthermore, the recommended standard and uniform grid pattern provide sufficient space for certain vessels that fish in the WEA to continue fishing after the wind farms are constructed. If the WEA provided several larger corridors as some commenters proposed, the reduced turbine spacing would largely preclude fishing in the WEA, an area of almost 1400 square miles. For these reasons, the USCG has determined that if the MA/RI WEA turbine layout is developed along a standard and uniform grid pattern, formal or informal vessel routing measures would not be required as such a grid pattern will result in the functional equivalent of numerous navigation corridors that can safety accommodate both transits through and fishing within the WEA. While these navigation corridors would be smaller than those suggested by some commenters, the USCG believes they should be sufficient to maintain navigational safety and provide vessels with multiple straight-line options to transit safely throughout the MA/RI WEA. PO 00000 Frm 00060 Fmt 4703 Sfmt 4703 31795 Radar Interference and Additional Studies Some commenters expressed their concerns about possible radar interference while transiting within the WEA and said the Coast Guard should conduct additional studies before making final recommendations for the MARIPARS. There are, however, no wind farms in U.S. waters with a sufficient number and arrangement of turbines to conduct such a study. As the Block Island wind farm is a single line of five turbines spaced approximately 0.5 NM apart, it does not provide the turbine array needed to conduct such a study. The USCG has reviewed all available studies on radar interference and found that although these studies show that structures may have some effect upon radar, as discussed in the MARIPARS report, they do not render radar inoperable and do not inform planning decisions about turbine arrangement or spacing. Coast Guard vessels and aircraft that will operate in the WEA also rely upon radar for safe navigation, collision avoidance and maritime situational awareness. Although the Coast Guard is confident that by following principles of prudent seamanship and utilizing all available bridge resources, including AIS, vessels can safely navigate through the WEA in most weather conditions, it will continue to evaluate operational effectiveness within wind farms as they are being developed. Additionally, the USCG will remain a participating member of the Wind Turbine Radar Interference Working Group which will continue to evaluate WTG impacts to marine radar and will recommend mitigation strategies through the BOEM leasing process as necessary. Cost Benefit Analysis or Economic Analysis The USCG received comments requesting we conduct a cost benefit analysis or economic analysis. The purpose of the MARIPARS was to determine what routing measures, if any, may be necessary for navigation safety should any or all of the lease areas within the MA/RI WEA become partially or fully developed as wind farms. In conducting the MARIPARS, the USCG considered traditional uses of the waterway and related economic impacts, as well as the economic impacts related to its recommendations on routing measures on wind farm development in the MA/RI WEA. While these economic impacts were addressed in some areas of the MARIPARS, the purpose of such limited examination was twofold: (1) To address how E:\FR\FM\27MYN1.SGM 27MYN1 31796 Federal Register / Vol. 85, No. 102 / Wednesday, May 27, 2020 / Notices jbell on DSKJLSW7X2PROD with NOTICES economic issues might impact behaviors with regards to safe navigation and (2) to find a balanced solution for navigation concerns that addresses both the proposed uses of the waterway and the traditional uses of the waterway. As MARIPARS is merely a study for the purpose of making recommendations, and not a regulatory action through which the Coast Guard is imposing a cost or other burden upon the public, the Coast Guard cannot complete such a study at this time. If, however, the Coast Guard were to later determine that it should take regulatory measures as a result of this study, it would then evaluate the economic aspects of the proposed regulatory activity as part of the rulemaking process. IV. Study Recommendations The recommendations of this PARS are primarily based on the comments received to the docket, public outreach, and consultation with other government agencies. The MARIPARS evaluated several concerns that resulted in the following recommendations: A. That the MA/RI WEA’s turbine layout be developed along a standard and uniform grid pattern with at least three lines of orientation and standard spacing to accommodate vessel transits, traditional fishing operations, and search and rescue operations, throughout the MA/RI WEA. The adoption of a standard and uniform grid pattern through BOEM’s approval process will likely eliminate the need for the USCG to pursue formal or informal routing measures within the MA/RI WEA at this time. 1. Lanes for vessel transit should be oriented in a northwest to southeast direction, 0.6 NM to 0.8 NM wide. This width will allow vessels the ability to maneuver in accordance with the COLREGS while transiting through the MA/RI WEA. 2. Lanes for commercial fishing vessels actively engaged in fishing should be oriented in an east to west direction, 1 NM wide. 3. Lanes for USCG search and rescue operations should be oriented in a north to south and east to west direction, 1 NM wide. This will ensure two lines of orientation for USCG helicopters to conduct search and rescue operations. In the event that subsequent MA/RI WEA project proposals diverge from a standard and uniform grid pattern approved in previous projects, the USCG will revisit the need for informal and formal measures to preserve safe, efficient navigation and SAR operations. B. That mariners transiting in or near the MA/RI WEA should use extra VerDate Sep<11>2014 16:59 May 26, 2020 Jkt 250001 caution, ensure proper watch and assess all risk factors. Offshore renewable energy installations present new challenges to safe navigation, but proper voyage planning and access to relevant safety information should ensure that safety is not compromised. In general, mariners transiting through this WEA should make a careful assessment of all factors associated with their voyage. These factors at a minimum should include; (1) The operator’s experience and condition with regard to fitness and rest. (2) The vessels characteristics, which should include the size, maneuverability, and sea keeping ability. The overall reliable and operational material condition of propulsion, steering, and navigational equipment. (3) Weather conditions—both current and predicted including sea state and visibility. (4) Voyage planning to include up-todate information regarding the positions of completed wind towers or wind towers under construction and their associated construction vessels. A great deal of consideration should also be given to whether the transit will be conducted during day or night. V. Summary of Changes No substantive changes were made to the report as a result of the comment period. Only minor editorial changes were made to the report. VI. Future Actions The USCG will continue to serve as a NEPA cooperating agency to BOEM’s environmental review of each proposed project. In that role, the USCG will evaluate the navigational safety risks of each proposal on a case-by-case basis. The First Coast Guard District actively monitors all waterways subject to its jurisdiction to ensure navigation safety and will continue to monitor the areas offshore of Massachusetts and Rhode Island for evolving conditions, which may require additional studies to ensure navigational safety and minimize impacts to USCG operations. The final report is available for viewing and download from the Federal Register docket at https:// www.regulations.gov or the USCG Navigation Center website at https:// www.navcen.uscg.gov/?pageName= PARSReports. This notice is published under the authority of 46 U.S.C. 70003, 70004 and 5 U.S.C. 552(a). PO 00000 Frm 00061 Fmt 4703 Sfmt 4703 Dated: May 14, 2020. A.J. Tiongson, Rear Admiral, U.S. Coast Guard, Commander, First Coast Guard District. [FR Doc. 2020–11262 Filed 5–26–20; 8:45 am] BILLING CODE 9110–04–P DEPARTMENT OF HOMELAND SECURITY U.S. Customs and Border Protection [CBP Dec. 20–06] Western Hemisphere Travel Initiative: Designation of an Approved Native American Tribal Card Issued by the Confederated Tribes of the Colville Reservation as an Acceptable Document To Denote Identity and Citizenship for Entry in the United States at Land and Sea Ports of Entry U.S. Customs and Border Protection, DHS. ACTION: Notice. AGENCY: This notice announces that the Commissioner of U.S. Customs and Border Protection is designating an approved Native American tribal card issued by the Confederated Tribes of the Colville Reservation (‘‘Colville Tribes’’) to U.S. and Canadian citizens as an acceptable travel document for purposes of the Western Hemisphere Travel Initiative. The approved card may be used to denote identity and citizenship of Colville Tribes members entering the United States from contiguous territory or adjacent islands at land and sea ports of entry. DATES: This designation will become effective on May 27, 2020. FOR FURTHER INFORMATION CONTACT: Colleen Manaher, Executive Director, Planning, Program Analysis, and Evaluation, Office of Field Operations, U.S. Customs and Border Protection, via email at Colleen.M.Manaher@ cbp.dhs.gov. SUPPLEMENTARY INFORMATION: SUMMARY: Background The Western Hemisphere Travel Initiative Section 7209 of the Intelligence Reform and Terrorism Prevention Act of 2004 (IRTPA), Public Law 108–458, as amended, required the Secretary of Homeland Security (Secretary), in consultation with the Secretary of State, to develop and implement a plan to require U.S. citizens and individuals for whom documentation requirements have previously been waived under section 212(d)(4)(B) of the Immigration and Nationality Act (8 U.S.C. E:\FR\FM\27MYN1.SGM 27MYN1

Agencies

[Federal Register Volume 85, Number 102 (Wednesday, May 27, 2020)]
[Notices]
[Pages 31792-31796]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2020-11262]


-----------------------------------------------------------------------

DEPARTMENT OF HOMELAND SECURITY

Coast Guard

[Docket No. USCG-2019-0131]


Port Access Route Study: The Areas Offshore of Massachusetts and 
Rhode Island

AGENCY: Coast Guard, DHS.

ACTION: Notice of availability.

-----------------------------------------------------------------------

SUMMARY: The United States Coast Guard (USCG) announces the completion 
of The Areas Offshore of Massachusetts and Rhode Island Port Access 
Route Study. The study focused on the seven adjacent leased areas of 
the outer continental shelf south of Martha's Vineyard, Massachusetts, 
and east of Rhode Island that together constitute the Massachusetts/
Rhode Island Wind Energy Area (MA/RI WEA). The study was conducted to 
(1) determine what, if any, navigational safety concerns exist with 
vessel transits in the study area; (2) determine whether to recommend 
changes to enhance navigational safety by examining existing shipping 
routes and waterway uses as any or all of the lease areas within the 
MA/RI WEA are partially or fully developed as wind farms; and (3) to 
evaluate the need for establishing vessel routing measures. This notice 
summarizes the study's recommendations.

FOR FURTHER INFORMATION CONTACT: If you have questions on this notice, 
contact Mr. Craig Lapiejko, Waterways Management at First Coast Guard 
District, telephone (617) 223-8351, email [email protected].

I. Table of Abbreviations

AIS Automatic Identification System
BOEM Bureau of Ocean Energy Management
CFR Code of Federal Regulations
DHS Department of Homeland Security
FR Federal Register
MARIPARS Massachusetts and Rhode Island Port Access Route Study

[[Page 31793]]

MA/RI WEA Massachusetts/Rhode Island Wind Energy Area
NEPA National Environmental Policy Act
NM Nautical Mile
NMFS National Marine Fisheries Service
OCS Outer Continental Shelf
PARS Port Access Route Study
PWSA Ports and Waterways Safety Act
TSS Traffic Separation Scheme
U.S. United States
U.S.C. United States Code
USCG United States Coast Guard
WEA Wind Energy Area
WTG Wind Turbine Generator

II. Background and Purpose

When did the USCG conduct this Port Access Route Study (PARS)?

    We conducted this PARS following our announcement of the PARS in a 
notice published in the Federal Register on March 26, 2019 (84 FR 
11314).
    There was a 60-day public comment period, and USCG convened three 
public meetings (in Massachusetts, Rhode Island, and New York) to 
receive public input. The USCG received 30 comments in response to our 
Federal Register Notice, public meetings and other outreach efforts 
which included announcement via a Marine Safety Information Bulletin 
(MSIB), publication in the Local Notice to Mariners (LNM), and Twitter 
posts.
    On January 29, 2020, we published a Notice of availability of draft 
report; request for comments entitled ``Port Access Route Study (PARS): 
The Areas Offshore of Massachusetts and Rhode Island'' in the Federal 
Register (85 FR 5222) announcing the availability of the draft version 
of the study report.
    During the 45-day public comment period, the USCG received 48 
comments in response to our Federal Register Notice and other outreach 
which included announcement via a Marine Safety Information Bulletin 
(MSIB), publication in the Local Notice to Mariners (LNM), and Twitter 
posts. All comments and supporting documents are available in a public 
docket and can be viewed at https://www.regulations.gov. In the 
``Search'' box insert ``USCG-2019-0131'' and click ``Search.'' Click 
the ``Open Docket Folder'' in the ``Actions'' column.
    Comments have been summarized in section III.

What is the study area?

    The study area is described as an area bounded by a line connecting 
the following geographic positions:

 41[deg]20' N, 070[deg]00' W
 40[deg]35' N, 070[deg]00' W
 40[deg]35' N, 071[deg]15' W
 41[deg]20' N, 071[deg]15' W

[[Page 31794]]

[GRAPHIC] [TIFF OMITTED] TN27MY20.000

Why did the USCG conduct this PARS?

    The topic of safe navigation routes to facilitate vessel transits 
through the MA/RI WEA has been considered since at least May of 2018, 
when the USCG first invited developers to discuss the issue. At various 
subsequent meetings throughout southeastern New England, which included 
participation by the USCG, other federal, state, and local agencies, 
fishing industry representatives, and myriad stakeholders, various 
vessel transit layout plans were proposed. After a consensus among all 
stakeholders could not be reached, the USCG concluded that a PARS 
should be conducted to determine the best possible alternative for 
potentially seven distinct offshore renewable energy installations 
(``wind farms'') which could be constructed, each with its own number, 
size, type of wind turbines, and distinct turbine layout.

[[Page 31795]]

    PARS are conducted anytime the USCG considers a need to recommend 
routing changes, within the territorial seas, for any port. The Ports 
and Waterways Safety Act (PWSA) requires the USCG to conduct a study 
before establishing new or adjusting existing fairways or TSS. U.S. 
waterways support multiple uses, such as commercial shipping, tug and 
barge operations, commercial and recreational fishing, research 
vessels, offshore support vessels, military vessels, and aquaculture 
apparatus. A PARS is a study, not a rulemaking. The USCG does not plan 
a related rulemaking provided that the MA/RI WEA turbine layout is 
developed along a standard and uniform grid pattern.

How did the USCG conduct this PARS?

    The PARS was conducted in alignment with guidance outlined in USCG 
Commandant Instruction 16003.2B, Marine Planning to Operate and 
Maintain the Marine Transportation System (MTS) and Implement National 
Policy which is available in the docket or see https://media.defense.gov/2017/Mar/15/2001716995/-1/-1/0/CI_16003_2A.PDF.

What is the goal of the study?

    The goal of the study is to enhance navigational safety in the 
study area by examining existing shipping routes and waterway uses. To 
accomplish this goal, the USCG has undertaken measures to (1) determine 
what, if any, navigational safety concerns exist with vessel transits 
in the study area; (2) determine whether to recommend changes to 
enhance navigational safety by examining existing shipping routes and 
waterway uses as any or all of the lease areas within the MA/RI WEA are 
partially or fully developed as wind farms; and (3) evaluate the need 
for establishing vessel routing measures.

III. Discussion of Comments

    A total of 48 comments on the draft version of the final report 
were submitted by representatives of the maritime community, wind 
energy developers, non-governmental organizations, federal and state 
governmental agencies, and private citizens. Twenty three of the 
comments are considered to be in support of the recommendations, while 
sixteen of the comments were considered to be opposed to the 
recommendations and nine of the comments were considered to be neutral.
    Comments covered many topics, but a number of commenters with 
specific concerns focused their comments on navigation corridors, radar 
interference with a request for additional studies, and cost benefit 
analysis or economic analysis. The substance of those comments is 
covered below. Other comments received are more appropriate for the 
offshore wind NEPA process as USCG provides BOEM with a navigation 
safety recommendation for each project. Comments not related to the 
subject of the draft report are not covered in this notice.

Navigation Corridors

    Various comments were received concerning navigation corridors. 
Although the majority of commenters agreed with our recommendation for 
a standard and uniform grid pattern with 1 NM spacing between WTGs 
across the entire WEA, others disagreed and supported larger 2 NM to 4 
NM corridors to serve as clear lanes for vessels to transit within the 
WEA. Although these larger navigation corridors may appear to provide 
more area for navigation, they actually provide far less area than the 
numerous corridors that result from the recommended array and spacing. 
Additionally, the project developers have made clear that larger 
corridors, even though fewer in number, would result in reduced WTG 
spacing for the WEA. Because the reduced turbine spacing makes 
navigation more challenging, most traffic would then be funneled into 
the corridors thereby increasing traffic density and risks for vessel 
interaction. Furthermore, the recommended standard and uniform grid 
pattern provide sufficient space for certain vessels that fish in the 
WEA to continue fishing after the wind farms are constructed. If the 
WEA provided several larger corridors as some commenters proposed, the 
reduced turbine spacing would largely preclude fishing in the WEA, an 
area of almost 1400 square miles.
    For these reasons, the USCG has determined that if the MA/RI WEA 
turbine layout is developed along a standard and uniform grid pattern, 
formal or informal vessel routing measures would not be required as 
such a grid pattern will result in the functional equivalent of 
numerous navigation corridors that can safety accommodate both transits 
through and fishing within the WEA. While these navigation corridors 
would be smaller than those suggested by some commenters, the USCG 
believes they should be sufficient to maintain navigational safety and 
provide vessels with multiple straight-line options to transit safely 
throughout the MA/RI WEA.

Radar Interference and Additional Studies

    Some commenters expressed their concerns about possible radar 
interference while transiting within the WEA and said the Coast Guard 
should conduct additional studies before making final recommendations 
for the MARIPARS. There are, however, no wind farms in U.S. waters with 
a sufficient number and arrangement of turbines to conduct such a 
study. As the Block Island wind farm is a single line of five turbines 
spaced approximately 0.5 NM apart, it does not provide the turbine 
array needed to conduct such a study. The USCG has reviewed all 
available studies on radar interference and found that although these 
studies show that structures may have some effect upon radar, as 
discussed in the MARIPARS report, they do not render radar inoperable 
and do not inform planning decisions about turbine arrangement or 
spacing.
    Coast Guard vessels and aircraft that will operate in the WEA also 
rely upon radar for safe navigation, collision avoidance and maritime 
situational awareness. Although the Coast Guard is confident that by 
following principles of prudent seamanship and utilizing all available 
bridge resources, including AIS, vessels can safely navigate through 
the WEA in most weather conditions, it will continue to evaluate 
operational effectiveness within wind farms as they are being 
developed. Additionally, the USCG will remain a participating member of 
the Wind Turbine Radar Interference Working Group which will continue 
to evaluate WTG impacts to marine radar and will recommend mitigation 
strategies through the BOEM leasing process as necessary.

Cost Benefit Analysis or Economic Analysis

    The USCG received comments requesting we conduct a cost benefit 
analysis or economic analysis. The purpose of the MARIPARS was to 
determine what routing measures, if any, may be necessary for 
navigation safety should any or all of the lease areas within the MA/RI 
WEA become partially or fully developed as wind farms. In conducting 
the MARIPARS, the USCG considered traditional uses of the waterway and 
related economic impacts, as well as the economic impacts related to 
its recommendations on routing measures on wind farm development in the 
MA/RI WEA. While these economic impacts were addressed in some areas of 
the MARIPARS, the purpose of such limited examination was twofold: (1) 
To address how

[[Page 31796]]

economic issues might impact behaviors with regards to safe navigation 
and (2) to find a balanced solution for navigation concerns that 
addresses both the proposed uses of the waterway and the traditional 
uses of the waterway.
    As MARIPARS is merely a study for the purpose of making 
recommendations, and not a regulatory action through which the Coast 
Guard is imposing a cost or other burden upon the public, the Coast 
Guard cannot complete such a study at this time. If, however, the Coast 
Guard were to later determine that it should take regulatory measures 
as a result of this study, it would then evaluate the economic aspects 
of the proposed regulatory activity as part of the rulemaking process.

IV. Study Recommendations

    The recommendations of this PARS are primarily based on the 
comments received to the docket, public outreach, and consultation with 
other government agencies. The MARIPARS evaluated several concerns that 
resulted in the following recommendations:
    A. That the MA/RI WEA's turbine layout be developed along a 
standard and uniform grid pattern with at least three lines of 
orientation and standard spacing to accommodate vessel transits, 
traditional fishing operations, and search and rescue operations, 
throughout the MA/RI WEA. The adoption of a standard and uniform grid 
pattern through BOEM's approval process will likely eliminate the need 
for the USCG to pursue formal or informal routing measures within the 
MA/RI WEA at this time.
    1. Lanes for vessel transit should be oriented in a northwest to 
southeast direction, 0.6 NM to 0.8 NM wide. This width will allow 
vessels the ability to maneuver in accordance with the COLREGS while 
transiting through the MA/RI WEA.
    2. Lanes for commercial fishing vessels actively engaged in fishing 
should be oriented in an east to west direction, 1 NM wide.
    3. Lanes for USCG search and rescue operations should be oriented 
in a north to south and east to west direction, 1 NM wide. This will 
ensure two lines of orientation for USCG helicopters to conduct search 
and rescue operations.
    In the event that subsequent MA/RI WEA project proposals diverge 
from a standard and uniform grid pattern approved in previous projects, 
the USCG will revisit the need for informal and formal measures to 
preserve safe, efficient navigation and SAR operations.
    B. That mariners transiting in or near the MA/RI WEA should use 
extra caution, ensure proper watch and assess all risk factors. 
Offshore renewable energy installations present new challenges to safe 
navigation, but proper voyage planning and access to relevant safety 
information should ensure that safety is not compromised.
    In general, mariners transiting through this WEA should make a 
careful assessment of all factors associated with their voyage. These 
factors at a minimum should include;
    (1) The operator's experience and condition with regard to fitness 
and rest.
    (2) The vessels characteristics, which should include the size, 
maneuverability, and sea keeping ability. The overall reliable and 
operational material condition of propulsion, steering, and 
navigational equipment.
    (3) Weather conditions--both current and predicted including sea 
state and visibility.
    (4) Voyage planning to include up-to-date information regarding the 
positions of completed wind towers or wind towers under construction 
and their associated construction vessels. A great deal of 
consideration should also be given to whether the transit will be 
conducted during day or night.

V. Summary of Changes

    No substantive changes were made to the report as a result of the 
comment period. Only minor editorial changes were made to the report.

VI. Future Actions

    The USCG will continue to serve as a NEPA cooperating agency to 
BOEM's environmental review of each proposed project. In that role, the 
USCG will evaluate the navigational safety risks of each proposal on a 
case-by-case basis.
    The First Coast Guard District actively monitors all waterways 
subject to its jurisdiction to ensure navigation safety and will 
continue to monitor the areas offshore of Massachusetts and Rhode 
Island for evolving conditions, which may require additional studies to 
ensure navigational safety and minimize impacts to USCG operations.
    The final report is available for viewing and download from the 
Federal Register docket at https://www.regulations.gov or the USCG 
Navigation Center website at https://www.navcen.uscg.gov/?pageName=PARSReports.
    This notice is published under the authority of 46 U.S.C. 70003, 
70004 and 5 U.S.C. 552(a).

    Dated: May 14, 2020.
A.J. Tiongson,
Rear Admiral, U.S. Coast Guard, Commander, First Coast Guard District.
[FR Doc. 2020-11262 Filed 5-26-20; 8:45 am]
BILLING CODE 9110-04-P

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