Routing measures can also organize or direct traffic to avoid a hazard or an environmentally sensitive area. Examples of routing measures include traffic separation schemes, two-way routes and areas to be avoided ATBAs. In , a voluntary Tanker Exclusion Zone was created along the British Columbia coast to help avoid potential oil spills. The zone extends from the shores of British Columbia westward.
The size of the area was based on calculating the worst possible drift of a disabled tanker with a cargo, versus the time required for help to arrive.
The exclusion zone does not apply to tankers travelling to or from Canadian ports. It also only applies to tankers with cargo, not tankers in ballast. If passed, this Act would restrict oil tankers carrying more than 12, tonnes of crude oil or persistent oil products from stopping, loading or unloading at ports or marine installations in northern British Columbia. The proposed Act complements the existing voluntary Tanker Exclusion Zone, which has been in place since Tankers of over 40, tonnes deadweight cannot use the Inside Passage.
Deadweight is the mass a ship can carry, such as cargo, fuel, water and everything required for its operation.
It extends from the Alaska panhandle to B. In response, we have issued some transportation-related measures and guidance.
You may address questions concerning VTS to fldr-g-mwv comdt. Channel Designation : Ch 12 Houston 3 : " Houston Traffic " The navigable waters north of 29 N. Marys River between 45 57' N. De Tour Reef Light and 46 Marys Falls Canal and those navigable waters east of a line from 46 Channel Designation : Ch 5A In the event of a communication failure either by the vessel traffic center or the vessel or radio congestion on a designated VTS frequency, communications may be established on an alternate VTS frequency.
The bridge-to-bridge navigational frequency Designated frequency monitoring is required within U. If, in a specific circumstance, a VTS User is unable to safely comply with a measure or direction issued by the VTS, the VTS User may deviate only to the extent necessary to avoid endangering persons, property or the environment.
The deviation shall be reported to the VTS as soon as practicable. Requests to deviate from any provision in [33 CFR Vessel Traffic Services] or from locally established VTS policies and procedures due to circumstances that develop during a transit or immediately preceding a transit may be made verbally to the VTS Director through the VTS watch.
Requests to deviate shall be made as far in advance as practicable. Upon receipt of the request, the VTS Director may authorize a deviation if it is determined that, based on vessel handling characteristics, traffic density, radar contacts, environmental conditions and other relevant information, such a deviation provides a level of safety equivalent to that provided by the required measure or is a maneuver considered necessary for safe navigation under the circumstances.
A verbal request for deviation must state the need and fully describe the proposed alternative to the required measure or regulation. Requests shall be made as far in advance as possible. Requests to deviate from any provision of [33 CFR Vessel Traffic Service] or from locally established VTS policies and procedures, either for an extended period of time or if anticipated before the start of a transit, must be submitted in writing to the Captain of the Port, Prince William Sound. Upon receipt of the written request, the Captain of the Port may authorize a deviation if it is determined that such a deviation provides a level of safety equivalent to that provided by the required measure or is a maneuver considered necessary for safe navigation under the circumstances.
An application for a deviation must state the need and fully describe the proposed alternative to the required measure or regulation. The Captain of the Port may authorize a deviation from Navigation Safety regulations if they determine that the deviation does not impair the safe navigation of the vessel under anticipated conditions and will not result in a violation of the rules for preventing collisions at sea.
The application for deviation must state the need and fully describe the proposed alternative to the required measure or regulation. A Safety Zone is a water area, shore area, or water and shore area to which, for safety or environmental purposes, access is limited to authorized persons, vehicles, or vessels.
It may be stationary and described by fixed limits or it may be described as a zone around a vessel in motion. No person, vehicle, vessel or object may enter or remain in a Safety Zone unless authorized by the Captain of the Port. The area within yards of any waterfront facility at the Trans- Alaska Pipeline Valdez Terminal complex or vessels moored or anchored at the Trans-Alaska Pipeline Valdez Terminal complex.
The area within yards of any tank vessel maneuvering to approach, moor, unmoor, or depart the Trans-Alaska Pipeline Valdez Terminal complex. Ammunition Island locally referred to as the Valdez Container Terminal. The area yards off a vessel carrying ammunition navigating the Vessel Traffic system from abeam Naked Island, maneuvering to approach, moor, unmoor at Ammunition Island, or the departure of the vessel from Ammunition Island.
A Security Zone is an area of land, water, or land and water which is so designated by the Captain of the Port to safeguard from destruction, loss, or injury from sabotage or other subversive acts, accidents, or other causes of a similar nature vessels, harbors, ports, and waterfront facilities in the United States and all territory and water, continental or insular that is subject to the jurisdiction of the United States.
Unless otherwise provided in the special regulations of 33 CFR subpart F: o No person or vessel may enter or remain in a security zone without the permission of the Captain of the Port. Valdez Marine Terminal. Transiting Tank Vessels. Valdez Narrows. Knowles Head Anchorage is for the temporary use of vessels during: a Adverse weather or tidal conditions.
No vessel may anchor in this anchorage without notifying the VTS in advance. Each anchored vessel shall notify the VTS prior to dropping anchor and again when it weighs anchor. The VTS continuously monitors any vessel anchored within these boundaries for safety purposes. This information will be used to monitor the vessel for safety purposes to ensure the vessel is not dragging anchor and will be passed to other vessels bound for the anchorage and local agencies that require it.
Monitoring of vessels while at anchor by the VTS, in no way absolves the mariner of their responsibility to monitor the status of their vessel while at anchor and act in a safe and prudent manner. This part: 1 Requires the use of the vessel bridge-to-bridge radiotelephone; 2 Provides the Coast Guard's interpretation of the meaning of important terms in the Act; 3 Prescribes the procedures for applying for an exemption from the Act and the regulations issued under the Act and a listing of exemptions.
Towing vessel means any commercial vessel engaged in towing another vessel astern, alongside, or by pushing ahead. Vessel Traffic Services VTS means a service implemented under Part of this chapter by the United States Coast Guard designed to improve the safety and efficiency of vessel traffic and to protect the environment. This area of service may be subdivided into sectors for the purpose of allocating responsibility to individual Vessel Traffic Centers or to identify different operating requirements.
NOTE: Although regulatory jurisdiction is limited to the navigable waters of the United States, certain vessels will be encouraged or may be required, as a condition of port entry, to report beyond this area to facilitate traffic management within the VTS Area.
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