The U.S. Coast Guard issued a notice of proposed rulemaking on January 26, 2026, to reduce the size of the Longview anchorage ground in the Columbia River near Longview, Oregon and Washington. This action stems from the need to complete the Longview Channel realignment project led by the U.S. Army Corps of Engineers. The project addresses safety concerns for commercial vessels navigating under the Lewis and Clark Bridge, where increased vessel sizes have heightened risks. By modifying the anchorage, the Coast Guard aims to provide adequate space for vessels to transit the realigned channel at the bridge's maximum height clearance. This proposal, docketed as USCG-2025-0806, invites public comments until February 25, 2026, and could enhance the efficiency of the Columbia River marine transportation system.
Background and Purpose
The Columbia River serves as a critical artery for commercial shipping in the Pacific Northwest, handling significant cargo volumes through its marine transportation system. In recent years, commercial vessels have grown larger, prompting adaptations to ensure safe passage. The U.S. Army Corps of Engineers initiated the Longview Channel realignment project after a comprehensive assessment identified navigation challenges under the Lewis and Clark Bridge in Longview, Washington. The bridge's fixed structure limits vertical clearance, and the realignment seeks to optimize the channel path to allow vessels to pass at the highest possible point.
This proposal by the Coast Guard directly supports that effort by shrinking the existing Longview anchorage. As detailed in the Federal Register notice, the anchorage modification is essential because the current boundaries overlap with the planned channel adjustments. The Coast Guard's authority for this rulemaking derives from statutes including 33 U.S.C. 2071, which empowers the agency to establish and regulate anchorage grounds, and 46 U.S.C. 70006 and 70034, related to waterway management. Department of Homeland Security Delegation No. 00170.1, Revision No. 01.3, further delegates this responsibility. These legal foundations emphasize the federal role in maintaining navigable waters, with precedents in similar adjustments to anchorages in busy waterways like the Hudson River or San Francisco Bay, where safety and commerce intersect.
Key players include the Coast Guard, under the Department of Homeland Security, and the Army Corps of Engineers, responsible for channel maintenance. Local stakeholders, such as port authorities in Longview and commercial shipping operators, have likely influenced the project through consultations, though the notice does not specify direct input.
Details of the Proposed Rule
The proposed rule amends 33 CFR Part 110, specifically section 110.228(a)(3), which defines the Longview anchorage boundaries. The revision reduces the anchorage area to avoid interference with the realigned channel. New coordinates outlined in the notice create a smaller enclosure, starting at 46°06'28.69" N, 122°57'38.33" W, and connecting points that effectively trim the anchorage's footprint. An image in the docket illustrates this change, showing how the reduction maximizes navigable space under the bridge.
According to the notice, this adjustment ensures commercial vessels can safely transit without compromising anchorage availability. The Coast Guard notes that vessels will retain the ability to anchor in the modified area, balancing safety with operational needs. No new restrictions on vessel types or usage are introduced, but the change reflects broader trends in maritime infrastructure adaptation to accommodate larger ships, such as those carrying bulk cargo or containers along the Columbia River.
Regulatory Analyses and Implications
The Coast Guard's regulatory analyses indicate minimal broader impacts. Under the Regulatory Flexibility Act, the agency certifies no significant economic effect on small entities, as vessels can still navigate safely and use the anchorage. This view assumes that affected parties, like small fishing operations or recreational boaters, will adapt without substantial costs. The proposal also avoids new information collection requirements under the Paperwork Reduction Act and aligns with federalism principles in Executive Order 13132, with no direct effects on tribal governments per Executive Order 13175.
Environmentally, the action qualifies for categorical exclusion under the National Environmental Policy Act, as it involves anchorage adjustments without significant human or ecological impacts. A draft Record of Environmental Consideration is available in the docket. Short-term implications include improved navigation safety during the channel realignment's completion, potentially reducing accident risks. Long-term, this could support economic growth by facilitating larger vessel traffic, benefiting industries reliant on the river.
Different perspectives emerge: commercial shipping interests may welcome enhanced efficiency, while anchorage users could view the reduction as limiting options during peak traffic. Environmental groups might scrutinize any habitat disruptions, though the notice suggests none. Politically, this fits into federal efforts to bolster infrastructure, as seen in broader initiatives under the Department of Homeland Security.
Public Participation and Next Steps
The notice emphasizes public input, with comments due by February 25, 2026, via regulations.gov under docket USCG-2025-0806. This process allows stakeholders to address concerns, potentially influencing the final rule.
In summary, this proposal addresses evolving navigation needs in the Columbia River. Potential next steps include reviewing comments, which could lead to rule adjustments or confirmation. Ongoing debates may focus on balancing commercial demands with safety and environmental considerations, highlighting the challenges of modernizing aging infrastructure.
