
[Federal Register: August 26, 2009 (Volume 74, Number 164)]
[Rules and Regulations]               
[Page 43055-43060]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr26au09-8]                         

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DEPARTMENT OF HOMELAND SECURITY

Coast Guard

33 CFR Part 165

[Docket No. USCG-2009-0767]
RIN 1625-AA11

 
Safety Zone and Regulated Navigation Area, Chicago Sanitary and 
Ship Canal, Romeoville, IL

AGENCY: Coast Guard, DHS.

ACTION: Temporary final rule.

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SUMMARY: The Coast Guard is establishing a safety zone and regulated 
navigation area on the Chicago Sanitary and Ship Canal near Romeoville, 
IL. This temporary final rule places navigational and operational 
restrictions on all vessels transiting the navigable waters located 
adjacent to and over the U.S. Army Corps of Engineers' (USACE) 
electrical dispersal fish barrier system.

DATES: This temporary final rule is effective from 8 a.m. on August 17, 
2009, until 5 p.m. on August 25, 2009.

ADDRESSES: Documents indicated in this preamble as being available in 
the docket are part of docket USCG-2009-0767 and are available online 
by going to http://www.regulations.gov, inserting USCG-2009-0767 in the 
``Keyword'' box, and then clicking ``Search.'' They are also available 
for inspection or copying at the Docket Management Facility (M-30), 
U.S. Department of Transportation, West Building Ground Floor, Room 
W12-140, 1200 New Jersey Avenue, SE., Washington, DC 20590, between 9 
a.m. and 5 p.m., Monday through Friday, except Federal holidays.

FOR FURTHER INFORMATION CONTACT: If you have questions on this 
temporary final rule, call CDR Tim Cummins, Deputy Prevention Division, 
Ninth Coast Guard District, telephone 216-902-6045. If you have 
questions on viewing the docket, call Renee V. Wright, Program Manager, 
Docket Operations, telephone 202-366-9826.

SUPPLEMENTARY INFORMATION:

Regulatory Information

    The Coast Guard is issuing this temporary final rule without prior 
notice and opportunity to comment pursuant to authority under section 
4(a) of the Administrative Procedure Act (APA) (5 U.S.C. 553(b)). This 
provision authorizes an agency to issue a rule without prior notice and 
opportunity to comment when the agency for good cause finds that those 
procedures are ``impracticable, unnecessary, or contrary to the public 
interest.'' Under 5 U.S.C. 553(b)(B), the Coast Guard finds that good 
cause exists for not publishing a notice of proposed rulemaking (NPRM) 
with respect to this rule because the U.S. Army Corps of Engineers 
(USACE) made the decision, without time for a proper notice period, to 
permanently increase the voltage of the fish barrier to two-volts per 
inch in response to data which indicates that Asian carp are closer to 
the Great Lakes waterway system than originally thought. The electric 
current in the water created by the electrical dispersal barriers 
coupled with the uncertainty of the effects of the increased voltage 
poses a safety risk to commercial vessels and recreational boaters who 
transit the area. Therefore, it would be against the public interest to 
delay the issuing of this rule.
    Under 5 U.S.C. 553(d)(3), the Coast Guard finds that good cause 
exists for making this rule effective less than 30 days after 
publication in the Federal Register because of the safety risk to 
commercial vessels and recreational boaters who transit the area. The 
following discussion and the Background and Purpose section below 
provide additional support of the Coast Guard's determination that good 
cause exists for not publishing a NPRM and

[[Page 43056]]

for making this rule effective less than 30 days after publication.
    In 2002, the USACE energized a demonstration electrical dispersal 
barrier located in the Chicago Sanitary and Ship Canal. The 
demonstration barrier, commonly referred to as ``Barrier I,'' generates 
a low-voltage electric field (one-volt per inch) across the canal, 
which connects the Illinois River to Lake Michigan. Barrier I was built 
to block the passage of aquatic nuisance species, such as Asian carp, 
and prevent them from moving between the Mississippi River basin and 
Great Lakes via the canal. In 2006, the USACE completed construction of 
a new barrier, ``Barrier IIA.'' Because of its design, Barrier IIA can 
generate a more powerful electric field (up to four-volts per inch), 
over a larger area within the Chicago Sanitary and Ship Canal, than 
Barrier I. Testing was conducted by the USACE which indicated that two-
volts per inch is the optimal voltage to deter aquatic nuisance 
species. The USACE's original plan was to perform testing on the 
effects of the increased voltage on vessels passing through the fish 
barrier prior to permanently increasing the voltage. However, after 
receiving data that the Asian carp were closer to the Great Lakes than 
expected, the decision was made to immediately energize the barrier to 
two-volts per inch without prior testing.
    A comprehensive, independent analysis of Barrier IIA, conducted in 
2008 by the USACE at the one-volt per inch level, found a serious risk 
of injury or death to persons immersed in the water located adjacent to 
and over the barrier. Additionally, sparking between barges transiting 
the barrier (a risk to flammable cargoes) occurred at the one-volt per 
inch level. The Coast Guard and USACE developed regulations and safety 
guidelines, with stakeholder input, which addressed the risks and 
hazards associated with operating the barriers at the one-volt per inch 
level. These regulations were published in 33 CFR 165.923, 70 FR 76692 
(Dec 28, 2005) and in a series of temporary final rules: 71 FR 4488 
(Jan 27, 2006); 71 FR 19648 (Apr 17, 2006); 73 FR 33337 (Jun 12, 2008); 
73 FR 37810 (Jul 2, 2008); 73 FR 45875 (Aug 7, 2008); 73 FR 63633 (Oct 
27, 2008); 74 FR 6352 (Feb 9, 2009); and 74 FR 24722 (May 26, 2009).
    The USACE recently notified the Coast Guard that it plans to 
immediately increase the voltage of Barrier IIA to two-volts per inch 
on a full-time basis starting August 17, 2009. Both Barrier IIA and 
Barrier I will operate at the same time; hence, Barrier I will provide 
a redundant back up to Barrier IIA.
    In the past, the Coast Guard has advised the USACE that it has no 
objection to the activation of Barrier IIA and Barrier I at a maximum 
strength of one-volt per inch. Testing on commercial vessels transiting 
the canal over the fish barrier was conducted at one-volt per inch 
indicating that although the barriers create risks to people and 
vessels, those risks could be mitigated by following certain 
procedures. These procedures were implemented in a temporary interim 
rule establishing a regulated navigation area and safety zone that was 
published in the Federal Register on February 9, 2009 (74 FR 6352) as 
well as a notice of proposed rulemaking published in the Federal 
Register on May 26, 2009 (74 FR 24722).
    However, both of these rulemakings contemplated further testing of 
the effects of higher voltages on commercial and recreational vessels 
as well as people. Because no tests have been conducted at voltages 
higher than one-volt per inch, the Coast Guard will implement this 
safety zone until such tests are conducted indicating it is safe for 
vessels to pass over and adjacent to the fish barrier. The regulated 
navigation area will be implemented only in the event that the voltage 
of the barriers is decreased to one-volt per inch, or it is determined 
after additional testing that it is safe for vessels to pass.

Background and Purpose

    The Nonindigenous Aquatic Nuisance Prevention and Control Act of 
1990, as amended by the National Invasive Species Act of 1996, 
authorized the USACE to conduct a demonstration project to identify an 
environmentally sound method for preventing and reducing the dispersal 
of non-indigenous aquatic nuisance species through the Chicago Sanitary 
and Ship Canal. The USACE selected an electric barrier because it is a 
non-lethal deterrent with a proven history, which does not overtly 
interfere with navigation in the canal.
    A demonstration dispersal barrier (Barrier I) was constructed and 
has been in operation since April 2002. It is located approximately 30 
miles from Lake Michigan and creates an electric field in the water by 
pulsing low voltage DC current through steel cables secured to the 
bottom of the canal. A second barrier, Barrier IIA, was constructed 800 
to 1300 feet downstream of the Barrier I. The potential field strength 
for Barrier IIA will be up to four times that of the Barrier I. Barrier 
IIA was successfully operated for the first time for approximately 
seven weeks in September and October 2008, while Barrier I was taken 
down for maintenance. Construction on a third barrier (Barrier IIB) is 
planned; Barrier IIB would augment the capabilities of Barriers I and 
IIA.
    In the spring of 2004, a commercial towboat operator reported an 
electrical arc between a wire rope and timberhead while making up a tow 
in the vicinity of the Barrier I. During subsequent USACE safety 
testing in January 2005, sparking was observed at points where metal-
to-metal contact occurred between two barges in the barrier field.
    The electric current in the water also poses a safety risk to 
commercial and recreational boaters transiting the area. The Navy 
Experimental Diving Unit (NEDU) was tasked with researching how the 
electric current from the barriers would affect a human body if 
immersed in the water. The NEDU final report concluded that the 
possible effects to a human body if immersed in the water include 
paralysis of body muscles, inability to breathe, and ventricular 
fibrillation.
    A Safety Work Group facilitated by the Coast Guard and in 
partnership with the USACE and industry initially met in February 2008 
and focused on three goals: (1) Education and public outreach, (2) 
keeping people out of the water, and (3) egress/rescue efforts. The 
Safety Work Group has regularly been attended by eleven stakeholders. 
Key partners include the American Waterways Operators, Illinois River 
Carriers Association, Army Corps of Engineers Chicago District, Coast 
Guard Marine Safety Unit Chicago, Coast Guard Sector Lake Michigan/
Captain of the Port Lake Michigan, and the Ninth Coast Guard District.
    Based on the safety hazards associated with electric current 
flowing through navigable waterways and the uncertainty of the effects 
of higher voltage on people and vessels that pass over and adjacent to 
the barriers, the Coast Guard is closing the waterway until proper 
testing can be conducted by the USACE. The Coast Guard appreciates the 
commercial significance of this waterway and will work closely with the 
USACE to re-open the waterway as soon as possible; however, it is 
imperative that this safety zone be immediately enacted to avoid loss 
of life.
    The Coast Guard plans on publishing a new temporary interim rule 
(TIR) with requests for comments as soon as safety testing of the 
waterway is completed in order to accommodate for the results of the 
testing. The Coast Guard will then likely follow with a supplemental 
notice of proposed rulemaking (SNPRM) in order to provide a complete 
notice and

[[Page 43057]]

comment period for interested parties. We encourage the public to 
participate in the rulemaking process by submitting and reviewing 
comments and related materials at http://www.regulations.gov to the 
dockets associated with this TIR and any subsequent NPRM/SNPRM.

Discussion of Rule

    This temporary final rule will suspend 33 CFR 165.T09-1247. This 
rule also continues the suspension of 33 CFR 165.923 which was earlier 
suspended from January 18, 2009, until September 30, 2009 (74 FR 6352, 
Feb. 9, 2009). This rule places a safety zone on all waters located 
adjacent to and over the electrical dispersal barriers on the Chicago 
Sanitary and Ship Canal. The safety zone will be enforced at all times 
the USACE operates the electrical dispersal barrier higher than one-
volt per inch until safety testing is conducted that indicates vessels 
may safely pass. This safety zone, which encompasses all the waters of 
the Chicago Sanitary and Ship Canal located between mile marker 296.0 
(approximately 958 feet south of the Romeo Road Bridge) and mile marker 
296.7 (aerial pipeline located approximately 0.51 miles north east of 
Romeo Road Bridge), will be enforced by the Captain of the Port Lake 
Michigan, for such times before, during, and after barrier testing as 
he or she deems necessary to protect mariners and vessels from damage 
or injury. The Captain of the Port Lake Michigan will cause notice of 
enforcement or suspension of enforcement of this safety zone to be made 
by all appropriate means to effect the widest publicity among the 
affected segments of the public. Such means of notification will 
include, but are not limited to, Broadcast Notice to Mariners and Local 
Notice to Mariners. The Captain of the Port will issue a Broadcast 
Notice to Mariners notifying the public when enforcement of the safety 
zone is suspended. In addition, the Captain of the Port Lake Michigan 
maintains a telephone line that is manned 24-hours a day, seven days a 
week. The public can obtain information concerning enforcement of the 
safety zone by contacting the Captain of the Port Lake Michigan via the 
Coast Guard Sector Lake Michigan Command Center at (414) 747-7182.
    In the event that the barrier voltage is dropped back to one-volt 
per inch; it is deemed safe for vessels to transit the over and 
adjacent to the barriers; or the Captain of the Port Lake Michigan 
grants waivers to the safety zone; this rule implements a regulated 
navigation area to control the movements of all vessels passing over 
and adjacent to the barriers. This regulated navigation area is the 
same as those previously implemented in this area. The regulated 
navigation area encompasses all waters of the Chicago Sanitary and Ship 
Canal located between mile marker 295.0 (approximately 1.1 miles south 
of the Romeo Road Bridge) and mile marker 297.5 (approximately 1.3 
miles northeast of the Romeo Road Bridge). The requirements placed on 
commercial vessels include: (1) Vessels engaged in commercial service, 
as defined in 46 U.S.C. 2101(5), may not pass (meet or overtake) in the 
regulated navigation area and must make a SECURITE call when 
approaching the regulated navigation area to announce intentions and 
work out passing arrangements on either side; (2) commercial tows 
transiting the regulated navigation area must be made up with wire rope 
to ensure electrical connectivity between all segments of the tow; and 
(3) all up-bound and down-bound barge tows that contain one or more red 
flag barges must be assisted by a bow boat until the entire tow is 
clear of the regulated navigation area. Red flag barges are barges 
certificated to carry, in bulk, any hazardous material as defined in 46 
CFR 150.115. Currently, 46 CFR 150.115 defines hazardous material as:
    (a) A flammable liquid as defined in 46 CFR 30.10-22 or a 
combustible liquid as defined in 46 CFR 30.10-15;
    (b) A material listed in Table 151.05, Table 1 of part 153, or 
Table 4 of part 154 of Title 46, CFR; or
    (c) A liquid, liquefied gas, or compressed gas listed in 49 CFR 
172.101.
    The USACE has informed the Coast Guard that they will continue to 
contract bow boat assistance for barge tows containing one or more red 
flag barges. Operators of tows containing one or more red flag barges 
should notify the bow boat contractor at least two hours prior to the 
need for assistance. The tow operator should then remain in contact 
with the contractor after the initial call for bow boat assistance and 
advise the contractor of any delays. Information on how to arrange for 
bow boat assistance may be obtained by contacting the Army Corps of 
Engineers at 312-846-5333, during normal working hours. The Coast Guard 
will also publish this information in its Local Notice to Mariners.
    This temporary final rule places additional restrictions and 
operating requirements on all vessels within a smaller portion of the 
regulated navigation area, specifically, the waters between the Romeo 
Road Bridge (approximate mile marker 296.18) and mile marker 296.7 
(aerial pipeline located approximately 0.51 miles north east of Romeo 
Road Bridge). Within this smaller area, this temporary final rule 
prohibits all vessels from loitering, mooring or laying up on the right 
or left descending banks, or making or breaking tows on the waters 
between the Romeo Road Bridge (approximate mile marker 296.18) and mile 
marker 296.7 (aerial pipeline located approximately 0.51 miles north 
east of Romeo Road Bridge). In addition, vessels may only enter the 
waters between the Romeo Road Bridge (approximate mile marker 296.18) 
and mile marker 296.7 (aerial pipeline located approximately 0.51 miles 
north east of Romeo Road Bridge) for the sole purpose of transiting to 
the other side and must maintain headway throughout the transit. All 
vessels and persons are prohibited from dredging, laying cable, 
dragging, fishing, conducting salvage operations, or any other 
activity, which could disturb the bottom of the canal in the area 
located between the Romeo Road Bridge (approximate mile marker 296.18) 
and mile marker 296.7 (aerial pipeline located approximately 0.51 miles 
north east of Romeo Road Bridge). The temporary final rule also 
requires all personnel on open decks to wear a Coast Guard approved 
Type I personal flotation device while on the waters between the Romeo 
Road Bridge (approximate mile marker 296.18) and mile marker 296.7 
(aerial pipeline located approximately 0.51 miles north east of Romeo 
Road Bridge).
    These restrictions are necessary for safe navigation of the 
regulated navigation area and to ensure the safety of vessels and their 
personnel as well as the public's safety due to the electrical 
discharges noted during safety tests conducted by the USACE. Deviation 
from this temporary final rule is prohibited unless specifically 
authorized by the Commander, Ninth Coast Guard District or his 
designated representatives. The Commander, Ninth Coast Guard District 
designates Captain of the Port Lake Michigan and Commanding Officer, 
Marine Safety Unit Chicago, as his designated representatives for the 
purposes of the regulated navigation area.

Regulatory Analyses

    We developed this rule after considering numerous statutes and 
executive orders related to rulemaking. Below we summarize our analyses 
based on 13 of these statutes or executive orders.

Regulatory Planning and Review

    This rule is not a significant regulatory action under section 3(f) 
of

[[Page 43058]]

Executive Order 12866, Regulatory Planning and Review, and does not 
require an assessment of potential costs and benefits under section 
6(a)(3) of that Order. The Office of Management and Budget has not 
reviewed it under that Order.
    We expect the economic impact of this rule to be minimal. This 
determination is based the following: (1) The Chicago Sanitary and Ship 
Canal will be re-opened as soon as is practicable; (2) the Coast Guard 
expects to be able to re-open the Chicago Sanitary and Ship Canal at 
least to some commercial traffic as soon as the first phase of safety 
testing is complete; (3) interested parties were already notified by a 
notice of enforcement under a previous temporary interim rule that this 
portion of the Chicago Sanitary and Ship Canal would be closed for 
safety testing by the USACE from 8 a.m. until 8 p.m. August 17, 2009, 
to August 21, 2009; (4) if the Chicago Sanitary and Ship Canal is re-
opened to commercial traffic, the USACE intends to pay the cost of the 
bow boat required by barge tows containing one or more red flag barges 
during the time this rule is effective; and (5) vessels may request 
permission from the Captain of the Port Lake Michigan to transit 
through the safety zone while the safety zone is enforced; (6) in 
exigent circumstances, it may be possible to temporarily drop the 
voltage of the fish barrier back to one-volt per inch.
    Because this safety zone must be implemented immediately without a 
full notice and comment period, the full economic impact of this rule 
is difficult to determine at this time. The Coast Guard urges 
interested parties to submit comments that specifically address the 
economic impacts of permanent or temporary closures of the Chicago 
Sanitary and Ship Canal.

Small Entities

    Under the Regulatory Flexibility Act (5 U.S.C. 601-612), we have 
considered whether this proposed rule would have a significant economic 
impact on a substantial number of small entities. The term ``small 
entities'' comprises small businesses, not-for-profit organizations 
that are independently owned and operated and are not dominant in their 
fields, and governmental jurisdictions with populations of less than 
50,000.
    The Coast Guard certifies under 5 U.S.C. 605(b) that this rule will 
not have a significant economic impact on a substantial number of small 
entities.
    This rule would affect the following entities, some of which might 
be small: the owners and operators of vessels intending to transit or 
anchor in a portion of the Chicago Sanitary and Ship Canal.
    This safety zone and regulated navigation area will not have a 
significant economic impact on a substantial number of small entities 
for the following reasons: (1) The Chicago Ship and Sanitary Canal will 
be re-opened as soon as is practicable; (2) the Coast Guard expects to 
be able to re-open the Chicago Ship and Sanitary Canal at least to some 
commercial traffic as soon as the first phase of safety testing is 
complete; (3) interested parties were already notified by a notice of 
enforcement under the previous temporary interim rule that this portion 
of the Chicago Ship and Sanitary Canal would be closed for safety 
testing by the USACE from 8 a.m. until 8 p.m. August 17, 2009, to 
August 21, 2009, (4) if the Chicago Ship and Sanitary Canal is re-
opened to commercial traffic, the USACE intends to pay the cost of the 
bow boat required by barge tows containing one or more red flag barges 
during the time this rule is effective; and (5) vessels may request 
permission from the Captain of the Port Lake Michigan to transit 
through the safety zone while the safety zone is enforced; (6) in 
exigent circumstances, it may be possible to temporarily drop the 
voltage of the fish barrier back to one-volt per inch.
    As noted above, the Coast Guard intends to publish an SNPRM and 
specifically seek public comment as to a permanent regulated navigation 
area and safety zone. The Coast Guard encourages public comment 
regarding the potential economic impact of the regulated navigation 
area and safety zone.

Assistance for Small Entities

    Under section 213(a) of the Small Business Regulatory Enforcement 
Fairness Act of 1996 (Pub. L. 104-121), we offer to assist small 
entities in understanding the rule so that they can better evaluate its 
effects on them and participate in the rulemaking process.
    Small businesses may send comments on the actions of Federal 
employees who enforce, or otherwise determine compliance with, Federal 
regulations to the Small Business and Agriculture Regulatory 
Enforcement Ombudsman and the Regional Small Business Regulatory 
Fairness Boards. The Ombudsman evaluates these actions annually and 
rates each agency's responsiveness to small business. If you wish to 
comment on actions by employees of the Coast Guard, call 1-888-REG-FAIR 
(1-888-734-3247). The Coast Guard will not retaliate against small 
entities that question or complain about this rule or any policy or 
action of the Coast Guard.

Collection of Information

    This rule calls for no new collection of information under the 
Paperwork Reduction Act of 1995 (44 U.S.C. 3501-3520).

Federalism

    A rule has implications for federalism under Executive Order 13132, 
Federalism, if it has a substantial direct effect on State or local 
governments and would either preempt State law or impose a substantial 
direct cost of compliance on them. We have analyzed this rule under 
that Order and have determined that it does not have implications for 
federalism.

Unfunded Mandates Reform Act

    The Unfunded Mandates Reform Act of 1995 (2 U.S.C. 1531-1538) 
requires Federal agencies to assess the effects of their discretionary 
regulatory actions. In particular, the Act addresses actions that may 
result in the expenditure by a State, local, or Tribal government, in 
the aggregate, or by the private sector of $100,000,000 or more in any 
one year. Though this rule will not result in such an expenditure, we 
do discuss the effects of this rule elsewhere in this preamble.

Taking of Private Property

    This rule will not effect a taking of private property or otherwise 
have taking implications under Executive Order 12630, Governmental 
Actions and Interference with Constitutionally Protected Property 
Rights.

Civil Justice Reform

    This rule meets applicable standards in sections 3(a) and 3(b)(2) 
of Executive Order 12988, Civil Justice Reform, to minimize litigation, 
eliminate ambiguity, and reduce burden.

Protection of Children

    We have analyzed this rule under Executive Order 13045, Protection 
of Children from Environmental Health Risks and Safety Risks. This rule 
is not an economically significant rule and does not create an 
environmental risk to health or risk to safety that may 
disproportionately affect children.

Indian Tribal Governments

    The Coast Guard recognizes the treaty rights of Native American 
Tribes. Moreover, the Coast Guard is committed to working with Tribal 
Governments to implement local policies and to mitigate Tribal 
concerns. We have determined

[[Page 43059]]

that these regulations and fishing rights protection need not be 
incompatible. We have also determined that this rule does not have 
Tribal implications under Executive Order 13175, Consultation and 
Coordination with Indian Tribal Governments, because it does not have a 
substantial direct effect on one or more Indian Tribes, on the 
relationship between the Federal Government and Indian Tribes, or on 
the distribution of power and responsibilities between the Federal 
Government and Indian Tribes. Nevertheless, Indian Tribes that have 
questions concerning the provisions of this rule or options for 
compliance are encouraged to contact the point of contact listed under 
FOR FURTHER INFORMATION CONTACT.

Energy Effects

    We have analyzed this rule under Executive Order 13211, Actions 
Concerning Regulations That Significantly Affect Energy Supply, 
Distribution, or Use. We have determined that it is not a ``significant 
energy action'' under that order because it is not a ``significant 
regulatory action'' under Executive Order 12866 and is not likely to 
have a significant adverse effect on the supply, distribution, or use 
of energy. The Administrator of the Office of Information and 
Regulatory Affairs has not designated it as a significant energy 
action. Therefore, it does not require a Statement of Energy Effects 
under Executive Order 13211.

Technical Standards

    The National Technology Transfer and Advancement Act (NTTAA) (15 
U.S.C. 272 note) directs agencies to use voluntary consensus standards 
in their regulatory activities unless the agency provides Congress, 
through the Office of Management and Budget, with an explanation of why 
using these standards would be inconsistent with applicable law or 
otherwise impractical. Voluntary consensus standards are technical 
standards (e.g., specifications of materials, performance, design, or 
operation; test methods; sampling procedures; and related management 
systems practices) that are developed or adopted by voluntary consensus 
standards bodies.
    This rule does not use technical standards. Therefore, we did not 
consider the use of voluntary consensus standards.

Environment

    We have analyzed this rule under Department of Homeland Security 
Management Directive 023-01 and Commandant Instruction M16475.lD, which 
guide the Coast Guard in complying with the National Environmental 
Policy Act of 1969 (NEPA) (42 U.S.C. 4321-4370f), and have concluded 
that this action is one of the category of actions which do not 
individually or cumulatively have significant effect on the human 
environment. Therefore, this rule is categorically excluded, under 
section 2.B.2 Figure 2-1, paragraph (34)(g), of the Instruction and 
neither an environmental assessment nor an environmental impact 
statement is required. This rule involves the establishing, 
disestablishing, or changing of regulated navigation areas and security 
or safety zones. An environmental analysis checklist and a categorical 
exclusion determination are available in the docket where indicated 
under ADDRESSES.

List of Subjects in 33 CFR Part 165

    Harbors, Marine safety, Navigation (water), Reporting and 
recordkeeping requirements, Security measures, Waterways.

0
For the reasons discussed in the preamble, the Coast Guard amends 33 
CFR part 165 as follows:

PART 165--REGULATED NAVIGATION AREAS AND LIMITED ACCESS AREAS

0
1. The authority citation for part 165 continues to read as follows:

    Authority: 33 U.S.C. 1226, 1231; 46 U.S.C. Chapter 701, 3306, 
3703; 50 U.S.C. 191, 195; 33 CFR 1.05-1, 6.04-1, 6.04-6, and 160.5; 
Pub. L. 107-295, 116 Stat. 2064; Department of Homeland Security 
Delegation No. 0170.1.


Sec.  165.T09-1247  [Suspended]

0
2. Section 165.T09-1247 is suspended.
0
3. A new temporary section 165.T09-0767 is added as follows:


Sec.  165.T09-0767  Safety Zone and Regulated Navigation Area, Chicago 
Sanitary and Ship Canal, Romeoville, IL.

    (a) Safety Zone. (1) The following area is a permanent safety zone: 
All waters of the Chicago Sanitary and Ship Canal located between mile 
marker 296.0 (approximately 958 feet south of the Romeo Road Bridge) 
and mile marker 296.7 (aerial pipeline located approximately 0.51 miles 
northeast of Romeo Road Bridge).
    (2) Enforcement Period. The safety zone will be enforced from 8 
p.m. on August 17, 2009, until 5 p.m. on August 25, 2009.
    (3) Notice of suspension of enforcement. The Captain of the Port 
Lake Michigan will enforce the safety zone established by this section 
at all times. However, the Captain of the Port Lake Michigan may 
temporarily suspend enforcement of the safety zone. If enforcement of 
the zone is temporarily suspended, the Captain of the Port Lake 
Michigan will cause a notice of the suspension of enforcement of this 
safety zone to be made by all appropriate means to effect the widest 
publicity among the affected segments of the public including 
publication in the Federal Register as practicable, in accordance with 
33 CFR 165.7(a). Such means of notification may also include but are 
not limited to, Broadcast Notice to Mariners or Local Notice to 
Mariners. The Captain of the Port Lake Michigan will also issue a 
Broadcast Notice to Mariners and Local Notice to Mariners notifying the 
public when the temporary suspension of enforcement is over and the 
zone is once again in operation.
    (4) Regulations. (i) In accordance with the general regulations in 
Sec.  165.23 of this part, entry into, transiting, or anchoring within 
this safety zone is prohibited unless authorized by the Captain of the 
Port Lake Michigan, or his on-scene representative.
    (ii) This safety zone is closed to all vessel traffic, except as 
may be permitted by the Captain of the Port Lake Michigan or his on-
scene representative.
    (iii) The ``on-scene representative'' of the Captain of the Port is 
any Coast Guard commissioned, warrant or petty officer who has been 
designated by the Captain of the Port to act on her behalf. The on-
scene representative of the Captain of the Port will be aboard a Coast 
Guard, Coast Guard Auxiliary, or other designated vessel or will be on 
shore and will communicate with vessels via VHF-FM radio or loudhailer. 
The Captain of the Port or his on-scene representative may be contacted 
via VHF-FM radio Channel 16.
    (iv) Vessel operators desiring to enter or operate within the 
safety zone shall contact the Captain of the Port Lake Michigan or her 
on-scene representative to obtain permission to do so. Vessel operators 
given permission to enter or operate in the safety zone must comply 
with all directions given to them by the Captain of the Port Lake 
Michigan or his on-scene representative.
    (b) Regulated Navigation Area. The following is a Regulated 
Navigation Area: All waters of the Chicago Sanitary and Ship Canal, 
Romeoville, IL located between mile marker 295.0 (approximately 1.1 
miles south of the Romeo Road Bridge) and mile marker 297.5 
(approximately 1.3 miles northeast of the Romeo Road Bridge).
    (1) Definitions. The following definitions apply to this section:
    Bow boat means a towing vessel capable of providing positive 
control of

[[Page 43060]]

the bow of a tow containing one or more barges, while transiting the 
regulated navigation area. The bow boat must be capable of preventing a 
tow containing one or more barges from coming into contact with the 
shore and other moored vessels.
    Designated representatives means the Captain of the Port Lake 
Michigan and Commanding Officer, Marine Safety Unit Chicago.
    Hazardous material means any material as defined in 46 CFR 150.115.
    Red flag barge means any barge certificated to carry any hazardous 
material in bulk.
    (2) Notice of enforcement or suspension of enforcement. The Captain 
of the Port Lake Michigan will enforce the Regulated Navigation Area 
established by this section only upon notice. Captain of the Port Lake 
Michigan will cause notice of the enforcement of this regulated 
navigation area to be made by all appropriate means to effect the 
widest publicity among the affected segments of the public including 
publication in the Federal Register as practicable, in accordance with 
33 CFR 165.7(a). Such means of notification may also include but are 
not limited to, Broadcast Notice to Mariners or Local Notice to 
Mariners. The Captain of the Port Lake Michigan will issue a Broadcast 
Notice to Mariners and Local Notice to Mariners notifying the public 
when enforcement of these safety zones is suspended.
    (3) Regulations. (i) The general regulations contained in 33 CFR 
165.13 apply.
    (ii) All up-bound and down-bound barge tows that contain one or 
more red flag barges transiting through the regulated navigation area 
must be assisted by a bow boat until the entire tow is clear of the 
regulated navigation area.
    (iii) Vessels engaged in commercial service, as defined in 46 
U.S.C. 2101(5), may not pass (meet or overtake) in the regulated 
navigation area and must make a SECURITE call when approaching the 
regulated navigation area to announce intentions and work out passing 
arrangements on either side.
    (iv) Commercial tows transiting the regulated navigation area must 
be made up with wire rope to ensure electrical connectivity between all 
segments of the tow.
    (v) All vessels are prohibited from loitering between the Romeo 
Road Bridge (approximate mile marker 296.18) and mile marker 296.7 
(aerial pipeline located approximately 0.51 miles north east of Romeo 
Road Bridge).
    (vi) Vessels may enter the waters between the Romeo Road Bridge 
(approximate mile marker 296.18) and mile marker 296.7 (aerial pipeline 
located approximately 0.51 miles north east of Romeo Road Bridge) for 
the sole purpose of transiting to the other side and must maintain 
headway throughout the transit. All vessels and persons are prohibited 
from dredging, laying cable, dragging, fishing, conducting salvage 
operations, or any other activity, which could disturb the bottom of 
the canal in the area located between the Romeo Road Bridge 
(approximate mile marker 296.18) and mile marker 296.7 (aerial pipeline 
located approximately 0.51 miles north east of Romeo Road Bridge).
    (vii) All personnel on open decks must wear a Coast Guard approved 
Type I personal flotation device while in the waters between the Romeo 
Road Bridge (approximate mile marker 296.18) and mile marker 296.7 
(aerial pipeline located approximately 0.51 miles north east of Romeo 
Road Bridge).
    (viii) Vessels may not moor or lay up on the right or left 
descending banks of the waters between the Romeo Road Bridge 
(approximate mile marker 296.18) and mile marker 296.7 (aerial pipeline 
located approximately 0.51 miles north east of Romeo Road Bridge).
    (ix) Towboats may not make or break tows if any portion of the 
towboat or tow is located in the waters between the Romeo Road Bridge 
(approximate mile marker 296.18) and mile marker 296.7 (aerial pipeline 
located approximately 0.51 miles north east of Romeo Road Bridge).
    (4) Compliance. All persons and vessels must comply with this 
section and any additional instructions or orders of the Ninth Coast 
Guard District Commander, or his designated representatives.
    (5) Waiver. For any vessel, the Ninth Coast Guard District 
Commander, or his designated representatives, may waive any of the 
requirements of this section, upon finding that operational conditions 
or other circumstances are such that application of this section is 
unnecessary or impractical for the purposes of vessel and mariner 
safety.

    Dated: August 17, 2009.
D.R. Callahan,
Captain, U.S. Coast Guard, Commander, Ninth Coast Guard District, 
Acting.
[FR Doc. E9-20619 Filed 8-24-09; 11:15 am]

BILLING CODE 4910-15-P
