[Code of Federal Regulations]

[Title 33, Volume 3]

[Revised as of July 1, 2006]

From the U.S. Government Printing Office via GPO Access

[CITE: 33CFR207.275]



[Page 55-60]

 

                TITLE 33--NAVIGATION AND NAVIGABLE WATERS

 

 CHAPTER II--CORPS OF ENGINEERS, DEPARTMENT OF THE ARMY, DEPARTMENT OF 

                                 DEFENSE

 

PART 207_NAVIGATION REGULATIONS--Table of Contents

 

Sec.  207.275  McClellan-Kerr Arkansas River navigation system: use, 

administration, and navigation.



    (a) Applicability of regulations. These regulations apply to all 

locks and appurtenant structures, wharves, and other Corps of Engineers 

structures in the following waterways: The White River between 

Mississippi River and Arkansas Post Canal, Arkansas; Arkansas Post 

Canal, Arkansas; Arkansas River between Dam No. 2, Arkansas, and 

Verdigris River, Oklahoma; Verdigris River between Arkansas River and 

Catoosa, Oklahoma; and reservoirs on these waterways between Mississippi 

River, Arkansas, and Catoosa, Oklahoma.

    (b) Authority of district engineers. The use, administration, and 

navigation of the structures to which this section applies shall be 

under the direction of the officers of the Army Corps of Engineers, 

detailed in charge of the respective districts, and their authorized 

assistants. The cities in which these district engineers are located, 

and the limits of their jurisdictions, are as follows:

    (1) District Engineer, U.S. Army Engineer District, Little Rock, 

Arkansas. From Mississippi River, Arkansas, to Arkansas-Oklahoma State 

line at Fort Smith, Arkansas.

    (2) District Engineer, U.S. Army Engineer District, Tulsa, Oklahoma. 

From Arkansas-Oklahoma State line at Fort Smith, Arkansas, to Catoosa, 

Oklahoma.

    (c) Authority of lockmasters. The lockmaster shall be charge with 

the immediate control and management of the lock and of the area set 

aside as the lock area. The lockmaster shall ensure that all laws, 

rules, and regulations for the use of the lock and lock area are duly 

complied with, to which end he/she is authorized to give all necessary 

orders and directions both to employees of the Government and to any 

person within the limits of the lock area, whether navigating the lock 

or not. No one shall cause any movement of any vessel or other floating 

thing in the lock area except by or under the direction of the 

lockmaster. Failure to comply with directions given by the lockmaster 

pursuant to the regulations in this section may result in refusal of 

lockage. For the purpose of the regulations in this section, the ``lock 

area'' is considered to be between the upstream and downstream arrival 

points. The district engineer may extend the limits of the lock area 

consistent with the safe and efficient use of the waterway.

    (d) Precedence at locks. (1) Precedence shall be given to vessels 

owned by the United States, licensed commercial passenger vessels 

operating on a published schedule or regularly operating in the ``for 

hire'' trade, commercial tows, rafts, and pleasure craft, in the order 

named. Precedence being equal, the first vessel to arrive at a lock will 

normally be the first to lock through; however, the lockmaster may 

depart



[[Page 56]]



from this procedure to achieve optimum utilization of the lock or in 

accordance with the order of precedence stated above and in paragraphs 

(d)(2) and (h) of this section. Arrival points have been established 

ashore upstream and downstream of the locks. Vessels arriving at these 

markers or the mooring cells immediately upstream and downstream of the 

lock will be considered as having arrived at the lock within the meaning 

of this subparagraph.

    (2) Vessels or tows, with overall dimensions greater than 105 feet 

wide or 595 feet long may transit the lock at such time as the 

lockmaster determines that they will neither unduly delay the transit of 

craft of lesser dimensions, nor endanger the lock structure and 

appurtenances because of wind, current, or other adverse conditions. 

These craft are also subject to such special handling requirements as 

the lockmaster deems necessary at the time of transit.

    (e) Safety rules for vessels using navigation locks. (1) Leaking 

vessels may be excluded from the locks.

    (2) Smoking, open flames, and activities capable of producing a 

flammable atmosphere such as painting will not be permitted in the lock 

chamber.

    (3) All deckhands handling lines during locking procedures shall 

wear a personal flotation device.

    (f) Dangerous cargo barges. The following rules are prescribed for 

all tows containing dangerous cargoes as defined in Title 46, Code of 

Federal Regulations. These rules are applicable to both loaded barges 

and empty barges.

    (1) All hatches on barges used to transport dangerous cargoes shall 

be closed before the tow enters the lock area.

    (2) Prior to entering the lock area, towboat pilots shall furnish 

the name of product, the source of shipment, the company which made the 

shipment, and the consignee. If a towboat is not equipped with a radio 

or its radio is out of service, pilots shall furnish this information to 

the lockmaster while the tow is in the lock chamber. The shipping papers 

required by Title 46, Code of Federal Regulations, shall be available 

for review by the lockmaster. Lockage shall be refused when this 

information is not furnished to the lockmaster.

    (3) Fenders shall be water-soaked or otherwise spark proofed.

    (4) Smoking, open flames, chipping, or other spark producing 

activity are prohibited in the ``lock area.''

    (5) Simultaneous lockage of other vessels with vessels carrying 

dangerous cargoes or containing flammable vapors shall normally not be 

permitted. if significant delays are occurring at a lock, such 

simultaneous lockages, except with pleasure craft, may be permitted by 

the lockmaster, when he/she determines such action safe and appropriate, 

provided:

    (i) The first vessel entering or the last vessel exiting shall be 

secured before the other enters or leaves.

    (ii) All masters involved have agreed to the joint use of the lock.

    (g) General locking procedures. (1) In case two or more boats or 

tows are to enter for the same lockage, their order of entry and exit 

shall be determined by the lockmaster.

    (2) Tows entering a lock shall come to a complete stop at a point 

designated by the district engineer before proceeding to the mooring 

position.

    (3) When entering or exiting locks, tow speeds shall not exceed 200 

feet per minute (rate of slow walk) or the rate of travel whereby the 

tow can be stopped by checking should mechanical difficulties develop. 

When navigating over Norrell Dam during high water, vessels shall reduce 

speed to the minimum necessary to maintain steerageway. Pilots should 

check with the individual lockmasters concerning prevailing conditions. 

It is also recommended that pilots check their ability to reverse their 

engines prior to beginning an approach. Towboat engines shall not be 

turned off in the lock unless authorized by lockmaster.

    (4) The sides and ends of all vessels passing through any lock shall 

be free from protrusions of any kind which might damage the lock 

structure.

    (5) All vessels shall be provided with suitable fenders. When 

entering and exiting locks, one deckhand, or more if the lockmaster so 

directs, shall be stationed at the bow and stern of tows. These 

deckhands shall maintain their



[[Page 57]]



stations while tows are moving adjacent to any part of a lock. They 

shall protect the lock walls by the use of hand-held fenders. In all 

cases, two deckhands shall be stationed at the bows of tows 100 feet 

wide or wider when entering locks. They shall remain at their stations 

until the bows of such tows pass the recessed miter gates.

    (6) Masters and pilots must use every precaution to prevent 

unnecessary delay in entering or leaving locks. Vessels failing to enter 

locks with reasonable promptness when signaled to do so shall lose their 

turn. Rearranging or switching of barges in the locks or in approaches 

is prohibited unless approved or directed by the lockmaster.

    (7) No vessel shall enter a lock unless its draft is at least two 

feet less than the least depth of water over the sills. Information 

concerning controlling depth over sills can be obtained from the 

lockmaster at each lock or by inquiry at the office of the district 

engineer of the district in which the lock is located.

    (8) Vessels awaiting their turn to lock shall be positioned so that 

they will not interfere with vessels leaving the lock. However, to the 

extent practicable under the prevailing conditions, vessels and tows 

shall be positioned so as to minimize approach time.

    (9) Number of lockages. (i) Tows or rafts locking in sections will 

generally be allowed only two consecutive lockages if other vessels are 

waiting lockage, but may be allowed more in special cases. No part of a 

tow shall pass a lock until the whole of the one preceding it shall have 

passed. The lockmaster may prescribe a departure from the normal order 

of precedence to achieve the best lock utilization.

    (ii) One deckhand, or more if the lockmaster so directs, shall tend 

the lines at the bow and stern of each section of a tow that transits a 

lock or moors to the river walls.

    (10) Vessels shall enter and leave locks under such control as to 

prevent any damage to the walls and gates.

    (11) Placing or discharging refuse of any description into the lock, 

on the lock walls, on the esplanade, or on any other government property 

is prohibited.

    (h) Lockage of pleasure craft. In order to fully utilize the 

capacity of the lock, lockmasters may expedite the lockage of pleasure 

craft by locking them through with commercial vessels, except vessels 

carrying volatile cargoes or other substances likely to emit toxic, 

flammable, or explosive vapors. If the lockage of pleasure craft cannot 

be accomplished within the time required for three single lockages, a 

separate lockage of pleasure craft shall be made. Pleasure craft 

operators are advised that the locks have a pull chain located at the 

end of each river wall which signals the lockmaster that lockage is 

desired.

    (i) Locking rafts and floating dredge discharge line. While awaiting 

lockage, rafts and tows containing floating dredge discharge line shall 

not obstruct the lock approaches. They shall be properly and securely 

assembled to assure adequate control while entering and exiting locks. 

The passage of loose logs through a lock is prohibited. Lockage will be 

refused to rafts unless the logs float sufficiently high to make it 

evident that the raft will not sink.

    (j) Mooring--(1) At locks. (i) When in the locks, all vessels shall 

be moored as directed by the lockmaster. Vessels shall be moored with 

bow and stern lines leading in opposite directions to prevent the vessel 

from ``running'' in the lock. All vessels will have one additional line 

available on the head of the tow for emergency use. The pilot of a 

vessel shall remain at his station in the pilot house and the deckhands 

shall stand by the mooring lines during the entire locking procedure. 

When the vessel is securely moored, the pilot shall not cause movement 

of the propeller except in an emergency or unless directed by the 

lockmaster. Tying to lock ladders is strictly prohibited.

    (ii) Mooring of any vessel will not be permitted at or between the 

arrival points without permission of the lockmaster.

    (2) Outside of locks. (i) Vessels over 40 feet in length shall not 

land or anchor against revetted banks without written permission of the 

district engineer, except in case of emergency. When an emergency 

landing is necessary, adjacent locks shall be notified. In all



[[Page 58]]



cases, every precaution to avoid damage to the revetment works shall be 

exercised. The construction of log rafts along mattressed or paved banks 

or the tying up and landing of log rafts against such banks require the 

permission of the district engineer.

    (ii) Government mooring facilities at the junction of main stem and 

secondary channels are to provide temporary mooring for tows awaiting 

transfer of barges to or from ports, docks, or fleeting areas located on 

the secondary channels. These facilities shall not be used for storage 

of barges or fleeting activities. The maximum permissible time of 

mooring at the facilities shall be determined by the district engineer.

    (k) Locking signals. Vessels must approach the locks with caution 

and not enter or leave the locks until signaled to do so by the 

lockmaster.

    (1) Signal by radio. Requests for lockage by radio will be the 

primary signal for vessels equipped with VHF-FM radios operating in the 

FCC authorized Maritime Band. District engineers will advise all known 

interested parties of the channels available for use in communicating 

with the locks. Pilots of commercial tows should contact the locks at 

least one-half hour before arrival in order that they may be informed of 

current river and traffic conditions that may affect the safe passage of 

their tows.

    (2) Sound signals. In addition to radio communication, the following 

sound signals are prescribed for use during lockage. Sound signals given 

by vessels and locks shall be given by means of a horn. The term 

prolonged blast means a blast of from four to six second's duration. The 

term short blast means a blast of about one second's duration.

    (i) Vessels desiring a single lockage shall give notice to the 

lockmaster by one prolonged blast of the horn followed by one short 

blast. If a double lockage is required, vessels shall give one prolonged 

blast of the horn followed by two short blasts. These signals are not 

required from pleasure craft not equipped with horns. Locking procedures 

for pleasure craft are prescribed in paragraph (h).

    (ii) When the lock is ready for entrance, the lockmaster shall give 

one prolonged blast of the horn to signal permission to enter the lock 

chamber.

    (iii) The lockmaster shall give permission to leave the lock chamber 

by one short blast of the horn.

    (iv) Five or more short and rapid blasts of the lock horn will be 

used as a means of attracting attention, to indicate caution, or to 

signal danger. This signal will be used to attract the attention of the 

masters and crews of vessels using the lock or navigating in the lock 

area and to indicate that something unusual involving danger or 

requiring special caution is happening or is about to happen. When this 

signal is given by the lockmaster, the masters and crews of vessels in 

the vicinity shall immediately become alert to determine the reason for 

the signal and shall take the necessary steps to cope with the 

situation.

    (3) Visual signals. Signal lights are displayed outside each lock 

gate to supplement the radio and sound signals. Vessels will be governed 

as follows:

    (i) One flashing green light to indicate that the lock is open to 

approaching navigation.

    (ii) One flashing red light to indicate that the lock is not open to 

approaching navigation. Vessels shall stand clear.

    (iii) Flashing amber and green lights to indicate that one or both 

lock gates can not be fully recessed or other unusual conditions exist. 

Vessels can enter the lock with caution.

    (iv) In the absence of any of the above visual signals, pilots shall 

signal for lockage by radio or horn and wait for the lockmaster to 

acknowledge their signal.

    (l) Navigation lights on locks and dams. (1) The following 

navigation lights will be displayed at all locks except Norrell Lock and 

Lock No. 2 during hours of darkness and heavy fog.

    (i) Three green lights visible through an arc of 360 degrees 

arranged in a vertical line on the end of the upstream river wall.

    (ii) Two green lights visible through an arc of 360 degrees arranged 

in a vertical line on the end of the downstream river wall.



[[Page 59]]



    (iii) A single red light visible through an arc of 360 degrees on 

the ends of the upstream and downstream land walls.

    (2) The following navigation lights will be displayed at Lock No. 2 

during hours of darkness and heavy fog. They shall also be displayed at 

Norrell Lock during hours of darkness and heavy fog except when 

navigation is passing over the dam.

    (i) Three green lights visible through an arc of 360 degrees 

arranged in a vertical line on the end of the upstream river wall.

    (ii) Two green lights visible through an arc of 360 degrees arranged 

in a vertical line on the end of the downstream river wall.

    (iii) A single red light visible through an arc of 360 degrees on 

the dolphin located furthest upstream in line with the land wall and on 

the dolphin located furthest downstream in line with the land wall.

    (3) The following navigation lights will be displayed at Norrell 

Lock and Dam during hours of darkness and heavy fog when navigation is 

passing over the dam. During daylight hours a yellow and black disc will 

be displayed on each end (upstream and downstream) of the river wall to 

signal navigation over the dam.

    (i) Three red lights visible through an arc of 360 degrees arranged 

in a vertical line on the end of the upstream river wall.

    (ii) Two red lights visible through an arc of 360 degrees arranged 

in a vertical line on the end of the downstream river wall.

    (iii) A single red light visible through an arc of 360 degrees on 

the dolphin located furthest upstream in line with the land wall and on 

the dolphin located furthest downstream in line with the land wall.

    (iv) A single, flashing blue light visible through an arc of 360 

degrees located on the end of the dam opposite the lock.

    (m) Restricted areas at locks and dams. All waters immediately above 

and below each dam, as posted by the respective district engineers, are 

hereby designated as restricted areas. No vessel or other floating craft 

shall enter any such restricted area without permission of the 

lockmaster. The limits of the restricted areas at each dam will be 

determined by the responsible district engineer and marked by signs 

installed in conspicuous and appropriate locations.

    (n) Trespass on lock and dam property. (1) Trespass on locks or dams 

or other United States property pertaining to the locks or dams is 

strictly prohibited except in those areas specifically permitted by the 

lockmaster. Any person committing a willful injury to any United States 

property or personnel will be prosecuted.

    (2) No fishing will be permitted from the lock or dam structures.

    (3) No one but employees of the United States shall move any lock 

machinery unless directed by the lockmaster. Tampering or meddling with 

the machinery or other parts of the lock is strictly forbidden.

    (o) Repair and construction of navigation structures. To avoid 

damage to plant and structures connected with the construction or repair 

of locks and dams, vessels passing structures in the process of 

construction or repair shall reduce their speed and navigate with 

special caution while in the vicinity of such work.

    (p) Reporting the navigation incidents. In furtherance of 

maintaining navigation safety the following rules are prescribed for all 

navigation interests:

    (1) Any incident resulting in uncontrolled barges shall immediately 

be reported to the nearest lock and the appropriate U.S. Coast Guard 

Office. The report shall include information as to the number of loose 

barges, their cargo, and the time and location where they broke loose. 

The lockmaster shall be kept informed of the progress being made in 

bringing the barges under control so that he/she can initiate whatever 

actions may be warranted.

    (2) Masters, owners, or other persons using the waterways to which 

the regulations in this section apply shall report to the nearest 

lockmaster or the district engineer by the most expeditious means 

available all marine accidents; such as fire, collision, sinking, or 

grounding, where there is possible obstruction of the channel or 

interference with navigation; furnishing a clear statement as to the 

name, address, and ownership of the vessel or



[[Page 60]]



vessels involved; the time and place; and the action taken. In all 

cases, the owner of a sunken vessel shall take immediate steps to mark 

the wreck properly.

    (i) Sunken or sinking barges shall be reported to the nearest lock 

both downstream and upstream of the location in order that traffic 

passing those points may be advised of the hazards. The appropriate U.S. 

Coast Guard Office shall also be notified.

    (ii) Whenever it is necessary to report an incident involving 

uncontrolled, sunken or sinking barges, the cargo in the barges shall be 

precisely identified.

    (iii) The owners or masters of vessels sunk in the navigable waters 

of the United States shall provide the appropriate district engineer 

with a copy of the sunken vessel report furnished to the appropriate 

U.S. Coast Guard Marine Inspection Office.

    (q) [Reserved]

    (r) Liability for damage. This section shall not affect the 

liability of the owners and operators of vessels for any damage caused 

by their operations. Should any Government property be damaged as the 

result of the operation of a vessel, the master of the vessel shall 

report the accident to the nearest lockmaster or the appropriate 

district engineer.

    (s) Persistent violation of regulations. If the owner or operator of 

any vessel persistently violates the regulations of this section or any 

orders given in pursuance thereof, after due notice of same, lockage may 

be refused by the district engineer. The lockmaster may refuse lockage 

if deemed necessary to protect government property in the vicinity of 

the lock.

    (t) Vessels to carry regulations. A copy of these regulations shall 

be kept at all times on board each commercial vessel engaged in 

navigating the waterway. Copies may be obtained from any lock or 

district engineer's office on request. Masters of such vessels are also 

required to have on board current copies of the navigation charts and 

applicable Notices to Navigation Interest.



[51 FR 30639, Aug. 28, 1986, as amended at 56 FR 13765, Apr. 4, 1991]