[Code of Federal Regulations]
[Title 33, Volume 3]
[Revised as of July 1, 2007]
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]