INTRODUCTION:                                                                                                                               

1. As a result of partnering efforts with navigation stakeholders, a consolidated Notice to Navigation Interests has been prepared for the McClellan- Kerr Arkansas River Navigation System (MKARNS). The intent is to provide consistency by reviewing and informing current district regulations with a joint notice that will be updated annually. The notice is applicable to the Little Rock (SWL) and Tulsa (SWT) Districts.

2. The basic document includes policies of general application to the described areas within the Southwestern Division, while the appendices cite policies applicable to MKARNS projects from Navigation Mile (NM) 0 to NM 445. Also included as appendices as an appendix is the Code of Federal Regulations containing the "Little Red Book" of navigation regulations prescribed by the Secretary of the Army.

3. Comments on how we may improve this notice may be sent to: U.S. Army Corps of Engineers - Little Rock District, ATTN: CESWL-OP-OM, 700 W. Capitol Avenue, P.O. Box 867, Little Rock, AR 72203-0867 or you may e-mail CESWL-OP-OM@usace.army.mil.

GENERAL:

1. Reference revised Regulations, 33 C.F.R. 207.275, McClellan-Kerr Arkansas River Navigation System (MKARNS); use, administration, and navigation, and 33 C.F.R. 207.800, Collection of navigation statistics. These regulations contain information essential to the navigation of those waters and may be found in Appendix---A (33 CFR 207.275) and Appendix---B (33 CFR 207.800). Copies of the above regulations can be obtained from the internet at: 

https://www.ecfr.gov/cgi-bin/retrieveECFR?gp=&SID=d71f22ef6f7923dbab55f8bdf3ad534f&mc=true&n=pt33.3.207&r=PART&ty= HTML#se33.3.207_1275 (33 CFR 207.275)

https://www.ecfr.gov/cgi-bin/text-idx?SID=d71f22ef6f7923dbab55f8bdf3ad534f&mc=true&node=se33.3.207_1800&rgn=div8  (33 CFR 207.800)

2. The following information is furnished in addition to the above-referenced regulations to provide guidance about the procedures, control, and management of the locks on the McClellan-Kerr Arkansas River Navigation System (MKARNS). Suggested towboat operations are also included that will enhance safety and reduce damage to Government structures, commercial vessels, and recreational craft.

SAFETY:

1. Commercial and recreational craft shall use the locks at all times except for navigable pass dams, and authorized fixed weir passages.

2. Vessels shall NOT pass under gates in the dam when they are out of the water and the river is flowing freely through the gate openings.

3.Lockage of leaking or listing vessels will be REFUSED. Leaking or listing vessels shall be moored in a location OUTSIDE of the channel and OUTSIDE of the Arrival Point so as not to interfere with passing navigation.

4. All craft and tows entering or exiting a lock, shall proceed at a speed NOT greater than 200 feet per minute (rate of a slow walk) during normal flow conditions. At Dardanelle and Robert S. Kerr Locks, down bound tows are required to stop 100 feet upstream from the recessed upstream miter gate leaves to obtain proper alignment prior to receiving instruction to proceed with entry. The stopping point is marked with a "STOP" sign.

5. All tows entering the lock shall be properly aligned(fully parallel) with the guide wall or guard wall prior to entering the chamber. Tows may be required to stop prior to entering certain locks at which unusual conditions exist.

6. When approval is given by lock personnel, a descending or ascending vessel may approach and moor with a backing line to the guide wall or guard wall; however, the head of the tow shall be no closer than 100 feet from the near end of the lock gate recess.

7. Burning fenders shall be dropped overboard immediately rather than being placed on the deck of a barge, towboat or vessel. Fenders shall NOT be secured to cleats or timberheads and left unattended. Appendix---A (33 CFR 207.275) subparagraph (g)-(10) of the regulation states, "Vessels shall enter and leave locks under such control as to prevent any damage to the walls and gates."

8. With regard to the use of fenders, see the appropriate appendix for policies applicable to MKARNS projects. Additionally, Appendix---A provides pertinent navigation regulations and the authority of lockmasters.

9. It is the responsibility of the vessel operator to provide adequate mooring lines. The lock operator may require mooring lines to be replaced with satisfactory lines before lockage is made if the lines appear to be of such quality, size, or condition that would make safe lockage questionable. Appendix---A (33 CFR 207.275) subparagraph (g) (10) of the regulations states, "Vessels shall enter and leave locks under such control as to prevent any damage to the walls and gates."

10. All towboat crews, while locking or moving a tow into or out of a lock chamber, must station themselves to preclude the possibility of being injured by the parting of a cable or line under strain. Single part lines only will be used to check a moving tow. During inclement weather conditions (snow and ice) the working area of the tow where lines are used shall be free of snow and ice to prevent injury to towing industry personnel. Working lines shall be kept dry and in good working condition (not frozen) to allow lines to be worked properly and to prevent injury to personnel.

11. Towboat crewmembers shall NOT jump between moving tows and lock or guide walls while preparing for lockage, locking, or departing lock. Use of lock wall ladder ways is permitted ONLY after tows are securely moored and the chamber is at upper pool.

12. Tabulated below are the minimum numbers of vessel personnel required for handling lines during lockages. The captain/pilot cannot act as a deckhand.

mum No. of Lines

Minimum No. of Deckhands

Type of Vessel

Pleasure craft and commercial vessels

1

1*

Commercial tows with 1 or 2 barges, total length not more than 300 feet, and total width not more than 70 feet.

2

1

Commercial tows with more than 2

Barges, total length greater than 300 feet, or total width greater than 70 feet.

2

2

2 (each cut)

3

Tows requiring double lockage

(one deckhand to remain with the cut moored to a guide wall or guard wall).

Tows using tow haulage assistance

(one deckhand to remain with the first cut moored to a guide wall or

guard wall, two deckhands with the cut in the lock chamber and additional personnel as needed to handle lines from the top of the lock wall).

2 (each cut)

3

*The above requirement for one deckhand shall be waived for small pleasure craft when the operator is the only person on board.*

13. All vessels, when in the locks, shall be moored and/or moved as directed by the lock operator.

14. Commercial towing companies shall ensure that vessel operators and boat crew members have received orientation and training in all aspects of deck work and lockage procedures, including use of the tow haulage system, to ensure the safety of personnel, floating plant, and structures.

15. All cylinders or containers holding gases or liquids under pressure or any other chemical or substance shall be securely fastened to the hull of the vessel to prevent their rolling overboard into the lock chamber.

16. All containers holding paint, gasoline, or other volatile materials shall be securely fastened with tight fitting covers.

17. All tow haulage lines shall be serviceable, the correct length, width and handled by deckhands and all winch controls shall be operated by the lock operator.

18. All vessels and rafts shall comply with 33 CFR 162.90, PORTS AND WATERWAYS SAFETY. PART 162 - INLAND WATERWAYS NAVIGATION REGULATIONS. Appendix---C (33 CFR 162.90)

19. Lockage may or will be refused to towboat pilots and crews who do not comply with the provisions of this notice.

OPERATIONAL ASPECTS:

1. Commercial fishing craft are included in the classification "recreational craft" when considering the precedent at the locks.

2. Personal watercraft of the "sit-down" variety, (those you sit on and ride), will be accepted for lockage. The "stand-up" variety, (those that require the vessel to be moving for the operator to be out of the water), will not be accepted for lockage unless the craft is tied off to and locked through with an approved vessel, and the operator of the "stand-up" craft boards the approved vessel. Operators of personal watercraft and their passengers are required to wear Coast Guard approved PFDs during lockage. Paddleboards, sailboards and surfboards are not considered sit down variety water craft.

3. The sides of all vessels passing through the locks shall be free from projections that may damage lock structures. Suitable fenders shall be used with all commercial tows (empty or loaded) passing through the locks to prevent damage to the lock walls, miter gates and other structures. Fenders shall be cylindrical in shape and no less than 6 inches in diameter and 18 inches in length. The fenders shall be used on guide and guard walls, miter gates and in the lock chambers to protect the structure. The fenders shall be manufactured or fabricated for the purpose of fendering, using woven rope; laminated, molded reinforced, natural, or synthetic rubber, or other suitable material. Single, double, or triple strands of mooring line, with or without knots, and old tires will not be considered as suitable fenders. Lock operators may refuse lockage to all commercial and recreational vessels and/or tows not conforming to the above. Appendix---A (33 CFR 207.275) subparagraph (g) (10) of the regulations states, "Vessels shall enter and leave locks under such control as to prevent any damage to the walls and gates."

4. The Corps of Engineers endorses the towing industry initiative toward voluntary "self-help," such as pulling unpowered cuts out of lock chambers where significant delays are being experienced because of high lockage demand, lock repairs, or some other reason.

5. Radio communications between a lock and an approaching tow are required at all times. All tows shall have a positive two-way voice communication between the pilot and the head of the tow to facilitate proper and safe approach to the lock guide wall and subsequent entrance into the lock chamber. All tows that decide to switch to another channel during the locking process for communication with their deckhands will be required to inform the lock personnel as to what channel they are changing to.

6. Lock Personnel will monitor the frequencies below. However, the District Engineers are authorized to require that the initial contact to any lock be made on other frequencies where circumstances indicate necessity.

Initial contact with locks is as follows:

MKARNS WATERWAY

Montgomery Point Lock and Dam # 99 to Newt Graham Lock and Dam # 18                                                              156.8 MHz (Channel 16)*

*All tows awaiting lockage shall monitor the appropriate lock channel at all times. This will allow the lock personnel the capability of calling tows in the case of needing pull boats, broadcasting general announcements, call for preparation for lockage, etc.*

7. Under normal conditions, tows that can be arranged to avoid a double lockage shall be rearranged prior to approaching the lock. Non-compliance will result in not being assigned a lock turn, until tow has been rearranged to comply or until no other vessel awaits lockage.

8. Towboats, when entering a lock, must remain fully attached to the barges until the tow has been stopped and properly moored. Barges within the tow configuration must be properly cabled. Lockage may be refused if lock operator considers barge couplings inadequate. Appendix---A (33 CFR 207.275) subparagraph (g)-(10) of the regulation states, "Vessels shall enter and leave locks under such control as to prevent any damage to the walls and gates."

9. When leaving the lock, rearrangement of tows in motion will be permitted at the discretion of the lockmaster. I f there is a floating plant, bridges, or other structure located immediately downstream from the lock, these procedures shall not be used. Appendix---A (33 CFR 207.275) subparagraph (g) (10) of the regulation states, "Vessels shall enter and leave locks under such control as to prevent any damage to the walls and gates."

10. After being lowered or raised and the tow has moved forward to complete the rearrangement, a setover tow shall be moored by at least one bow line and one stern line while rearranging the tow. One mooring line will be permitted on a three-barge-wide knockout tow, except at Norrell Lock and Lock No. 2 where at least two lines shall be required due to surge conditions.

11. When requested, the pilot of the towboat shall provide an accurate description of the contents of any covered or tank barge in their tow. Transiting of the locks with unknown cargos will not be permitted. All towboat pilots are required to provide accurate, detailed information concerning commodity classification and tonnage. Lockage turn may be forfeited if tow pilots do not provide this data.

12. All deck barges loaded with rock, scrap material, construction equipment or any other material shall be loaded and made-up to allow safe movement of crew members for lockage operations. A minimum of 2 feet of clear space shall be maintained along the outside edges of all tows. The barges shall be loaded so that the material does not move or fall into the 2-foot wide clear space while moving or transporting the barges. Additionally, material shall be loaded on barges such that it will not become dislodged or moved during the locking process, possibly falling off the barge into the lock chamber or coming to rest protruding off the edge of the barge. The sides and ends of all vessels passing through any lock shall be free from protrusions that might damage the lock structure. Appendix---A subparagraph (g) (10) of the regulations states, "Vessels shall enter and leave locks under such control as to prevent any damage to the walls and gates."

13. When a setover or a knockout is required in the lock chamber, the towboat shall not be tied at an angle and must be made up to the tow with the port and starboard sides parallel to the lock walls. This procedure is specified to limit pivot movements during lock exit thus reducing the risk of a towboat colliding with a miter gate.

14. Knockout lockages will be accomplished in the same manner as a setover unless permission to perform a "flying knockout" is given by the lockmaster prior to changing the water level. The "flying knockout" maneuver will be allowed unless local conditions require denying permission. Pilots that wish to perform a "flying knockout" should ask permission to do so at each lock when they request lockage.

15. Towboats shall not turn around in the area between the open miter gate leaves.

16. Towboats requiring more than one lockage for passage will not be “flushed” downstream upon request but only when safety dictates.

17. Towboats requesting an overnight stay at any MKARNS Lock will not be allowed to occupy the Lock chamber. With no traffic expected and Lock Operator approval the towboat may secure to one of the guide walls or guard walls.

18. Towboat crews are not allowed to use cellphones, tablets or any other device that may distract personnel from their duties, thereby possibly reducing safety and increasing risk while approaching, locking and departing from any MKARNS Locks.

19. The process for reporting navigation incidents and associated information can be found in Appendix---A & Appendix---B

20. During crew changes and deliveries of supplies, all involved personnel shall not leave without cleaning all litter or other waste deposited during transfer. Other details of crew changes and deliveries can be found in Appendix---D (IMTS Crew Changes and Delivery of Supplies, dated 1 Jan 2010)

21. The Little Rock Advisory Vessel Traffic Service, commonly referred to as VTS, requires special procedures for tows navigating through the 3 vertical lift railroad bridges at miles 118.2, 118.7, and 119.6 when flows on the Arkansas River exceed 70,000 cubic feet per second at Murray Lock and Dam. VTS procedures and associated information is located in Appendix---E

22. Double Lockages using tow haulage assistance and associated information can be found in Appendix---F

23. Montgomery Point Operators will inform mariners with the current path of transit depending on elevations > 115, through the Nav. pass or ele. < 115, through the Lock Chamber. MPLD Operators will provide mariners with elevation differential (Norrell Tailwater – MPLD Headwater) when water conditions deem necessary. See table 1 for barge restrictions. MPLD Operators will notify mariners of Operator crew changes that may result in MPLD to be unstaffed and the estimated time of return. (See Appendix G)

TABLE 1

WREC Differential

# Barges

2.9 feet or less

No restriction

3.0 to 4.4 feet

12 barge down bound restriction No restriction up bound

4.5 to 5.0 feet

9 barge down bound restriction No up bound restriction

5.1 to 5.9 feet

4 barge down bound restriction during daylight 2 barge down bound restriction during night No up bound restriction

24. Norrell Operators will provide mariners with elevation differential (Norrell Tailwater – MPLD Headwater) when water conditions deem necessary. Norrell Operators will notify mariners of Operator crew changes that may result in Norrell being unstaffed (night only) and the estimated time of return. During high water, Norrell Operators will notify mariners of path of transit depending on water elevations <143 through the lock, 143-155 Open Pass and > 155 through the Nav. Pass.

25. Navigation Notice SWL 18-50 “Montgomery Point Lock and Dam (NM 0.5) Change In Operations When Navigation Pass Is Open” can be found in Appendix---G

26. Lockage may or will be refused to pilots and crews who do not comply with the provisions of this notice.

Original source can be found here