Shipping Safety Fairways Along the Atlantic Coast, 37034-37040 [2020-12910]

Agencies

• Coast Guard
• DEPARTMENT OF HOMELAND SECURITY

[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:
---------------------------------------------------------------------------

    \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