United States Coast Pilot 2 Atlantic Coast - Cape Cod, MA to Sandy Hook, NJ 2019

UNITED STATES CPoilaostt® Atlantic Coast: Cape Cod, Massachusetts to Sandy Hook, New Jersey 2019 (48th) Edition This edition cancels the 47th Edition and includes all previously published corrections. Weekly updates to this edition are available at: nauticalcharts.noaa.gov/publications/coast-pilot/index.html They are also published in the National Geospatial-Intelligence Agency (NGA) U.S. Notice to Mariners. U.S. Department of Commerce Wilbur L. Ross, Jr., Secretary of Commerce National Oceanic and Atmospheric Administration (NOAA) RDML Timothy Gallaudet, Ph.D., USN Ret., Assistant Secretary of Commerce for Oceans and Atmosphere and Acting Under Secretary of Commerce for Oceans and Atmosphere National Ocean Service Nicole R. LeBoeuf, Deputy Assistant Administrator for Ocean Services and Coastal Zone Management

74°W 73°W 72°W 71°W 70°W II      U.S. Coast Pilot 2  Albany Troy MASSACHUSETTS Boston MASSACHUSETTS BAY 42°N HUDSON RHODE ISLAND RIVER Hartford CAPE COD BAY Providence CONNECTICUT 4 NEW YORK 7 6 8 Martha’s Vineyard 12 Block Island New Haven 5 Nantucket Island LONG ISLAND SOUND 41°N 9 NEW Coast Pilot 2 - Chapter Index JERSEY 10 Chapter 4 – Outer Cape Cod and Nantucket Sound Chapter 5 – Vineyard Sound and Buzzards Bay New York City Chapter 6 – Narragansett Bay Chapter 7 – Block Island Sound 11 ATLANTIC OCEAN Chapter 8 – Eastern Long Island Sound Chapter 9 – Western Long Island Sound Chapter 10 – South Coast of Long Island Chapter 11 – New York Harbor and Approaches Chapter 12 – Hudson River

 ¢   Preface      III Preface The United States Coast Pilot is published by the National Ocean Service (NOS), National Oceanic and Atmospheric Administration (NOAA), pursuant to the Act of 6 August 1947 (33 U.S.C. 883a and b), and the Act of 22 October 1968 (44 U.S.C. 1310). The Coast Pilot supplements the navigational information shown on NOAA nautical charts. The Coast Pilot is continually updated and maintained from inspections conducted by NOAA survey vessels and field parties, corrections published in Notices to Mariners, information from other Federal agencies, State and local governments, maritime and pilots’ associations, port authorities, and concerned mariners. NOAA’s Office of Coast Survey encourages public feedback regarding its suite of nautical charting products and services through the Nautical Inquiry/Discrepancy Reporting System. This system allows comments, inquiries and chart discrepancies to be submitted directly to NOAA’s nautical charting program. Inquiries are typically acknowledged by email within one day, and ninety percent are answered or resolved within five days. General comments or inquiries can be made at ocsdata.ncd.noaa.gov/idrs/inquiry.aspx. Nautical chart or Coast Pilot discrepancies can be reported at ocsdata.ncd.noaa.gov/idrs/discrepancy.aspx. Coast Survey also maintains a toll free phone line for public comments or inquiries. Customers may contact the charting program by telephone on weekdays from 8:00 a.m. to 4:00 p.m. (Eastern Time) at 888–990–6622. Update your Coast Pilot Check for weekly critical updates for this edition at nauticalcharts.noaa.gov/publications/coast-pilot/index.html (See 33 CFR 164.33 Charts and Publications, chapter 2, for regulations.) You may print the specifically affected paragraphs to revise this book, or download an updated .pdf of the entire volume. A Weekly Record of Updates is provided for your convenience directly preceding the index.

IV   ¢   U.S. Coast Pilot 2 

  Contents   V Contents Preface����������������������������������������������������������������������������������������������������������������������������������������������������������������������������������������������III Chapter 1: General Information������������������������������������������������������������������������������������������������������������������������������������������������1 Chapter 2: Navigation Regulations ���������������������������������������������������������������������������������������������������������������������������������������35 Chapter 3: Cape Cod To Sandy Hook��������������������������������������������������������������������������������������������������������������������������������� 167 Chapter 4: Outer Cape Cod and Nantucket Sound��������������������������������������������������������������������������������������������������������� 191 Chapter 5: Vineyard Sound and Buzzards Bay��������������������������������������������������������������������������������������������������������������� 215 Chapter 6: Narragansett Bay������������������������������������������������������������������������������������������������������������������������������������������������ 241 Chapter 7: Block Island Sound��������������������������������������������������������������������������������������������������������������������������������������������� 263 Chapter 8: Eastern Long Island Sound������������������������������������������������������������������������������������������������������������������������������ 285 Chapter 9: Western Long Island Sound���������������������������������������������������������������������������������������������������������������������������� 315 Chapter 10: South Coast of Long Island��������������������������������������������������������������������������������������������������������������������������� 347 Chapter 11: New York Harbor and Approaches������������������������������������������������������������������������������������������������������������ 361 Chapter 12: Hudson River ���������������������������������������������������������������������������������������������������������������������������������������������������� 391 Appendix A��������������������������������������������������������������������������������������������������������������������������������������������������������������������������������� 407 Appendix B��������������������������������������������������������������������������������������������������������������������������������������������������������������������������������� 415 Weekly Record of Updates���������������������������������������������������������������������������������������������������������������������������������������������������� 441 Index��������������������������������������������������������������������������������������������������������������������������������������������������������������������������������������������� 445

VI    Contents     

 U.S. Coast Pilot 2, Chapter 1    ¢    1 General Information (1) A map precedes each chapter and outlines the nautical charts used in the area to be discussed. In these chapters, as UNITED STATES COAST PILOT® much as possible, the coastal description is in geographic sequence, north to south on the east coast, east to west on (2) The United States Coast Pilot, published by the the gulf coast, clockwise around each of the Great Lakes National Oceanic and Atmospheric Administration and south to north on the west coast and Alaskan coast. (NOAA), is a series of nine nautical books (volumes) Features are described as they appear on the largest scale that encompasses a wide variety of information important chart, with that chart number prominently shown in blue. to navigators of U.S. coastal/intracoastal waters and the (11) Appendix A contains contact information regarding waters of the Great Lakes. The Coast Pilot is intended to the various products, services and agencies detailed be used as a supplement to NOAA nautical charts. Much throughout the volume. of the content cannot be shown graphically on the charts (12) Appendix B contains useful reference tables and is not readily available elsewhere. Topics which are regarding climate, meteorology, unit of measure covered include environmental factors of weather, climate, conversions, abbreviations, etc. ice conditions, tides, water levels, currents, prominent (13) The Weekly Record of Updates is intended as a log coastal features and landmarks. Specific information for critical updates applied to this volume. on vertical clearances, wharf descriptions, small-craft (14) The Index contains geographic names mentioned facilities, hazards, dredged channels and depths are also throughout a Coast Pilot volume. These names are provided. Navigation services and regulations are also boldfaced and indexed along with the number of the identified including pilotage, towing, anchorages, routes largest scale chart on which the entire feature appears. and traffic separation schemes, environmental protection, Asterisks preceding a chart number in the index of and other Federal laws. Coast Pilot 5 indicate charts published by the National Geospatial-Intelligence Agency, and in the index of Coast (3) New editions of each volume are issued annually. Pilot 6, charts published by the Canadian Hydrographic Fully updated files are posted weekly on the Internet, Service. and are also available for Print on Demand sales (see Appendix A). (15) (4) Amendments to this publication are available at Bearings nauticalcharts.noaa.gov/publications/coast-pilot/index. (16) Bearings and courses are in degrees true and are html. measured clockwise from 000° (north) to 359°. The (5) <Deleted Paragraph> bearings of an aid to navigation (e.g., directional light, (5) National Geospatial-Intelligence Agency (NGA) light sector, range) are given as viewed from the bridge of a vessel toward the light. U.S. Notice to Mariners: msi.nga.mil (17) (6) Bridges and Cables Using the Coast Pilot (18) Vertical clearances of bridges and overhead cables (7) Chapter 1 contains definitions of general and are in feet above mean high water unless otherwise stated; standard terms used throughout the volume, discussions clearances in Coast Pilot 6 are in feet above Low Water of NOAA charting products and services, descriptions of Datum unless otherwise stated. When the water level maritime services by various U.S. Government agencies, is above Low Water Datum, the bridge and overhead Notices to Mariners and other information pertinent to cable clearances given in the Coast Pilot and shown on safe navigation. the charts should be reduced accordingly. Clearances (8) Chapter 2 contains selected extracts from the Code of drawbridges are for the closed position, although the of Federal Regulations (CFR) that affect mariners. open clearances are also given for vertical-lift bridges. (9) Chapter 3 contains general information that is Whenever a bridge span over a channel does not open fully peculiar to the region covered by a particular Coast Pilot to an unlimited clearance position, a minimum clearance volume. For example, practical information regarding for the sections over the channel is given; the same applies offshore currents and dangers, coastal aids to navigation, to swing and pontoon bridges with openings less than 50 prominent landmarks and the general character of the feet horizontally. Clearances given in the Coast Pilot are coast and depths helpful in approaching the region. those approved for nautical charting and are supplied by (10) In Chapter 4 and the remaining numbered chapters, the detailed description of the region begins.

2    ¢    U.S. Coast Pilot 2, Chapter 1   the U.S. Coast Guard (bridges) and U.S. Army Corps of which may be depicted on charts with depth legends, Engineers (cables). See charts for horizontal clearances notes or soundings, the Coast Pilot will strive to list the of bridges, as these are generally given in the Coast Pilot corresponding controlling depths with the dates of the only when they are less than 50 feet (15 meters). Tables latest known surveys. Depths may vary considerably listing structures across waterways, found in some Coast between maintenance dredging; consult the Notices Pilots, show both horizontal and vertical clearances. to Mariners for latest controlling depths. Submarine cables are rarely mentioned. (28) (19) Under-keel clearances Cable ferries (29) It is becoming increasingly evident that economic (20) Cable ferries are guided by cables fastened to pressures are causing mariners to navigate through waters shore and sometimes propelled by a cable rig attached of barely adequate depth, with under-keel clearances to the shore. Generally, the cables are suspended during being finely assessed from the charted depths, predicted crossings and dropped to the bottom when the ferries dock. tide levels and depths recorded by echo sounders. Where specific operating procedures are known they are (30) It cannot be too strongly emphasized that even mentioned in the text. Since operating procedures vary, charts based on modern surveys may not show all sea- mariners are advised to exercise extreme caution and bed obstructions or the shoalest depths, and actual tide seek local knowledge. DO NOT ATTEMPT TO PASS levels may be appreciably lower than those predicted. A MOVING CABLE FERRY. (31) In many ships an appreciable correction must be applied to shoal soundings recorded by echo sounders (21) due to the horizontal distance between the transducers. This separation correction, which is the amount by which Courses recorded depths therefore exceed true depths, increases (22) These are true and are given in degrees clockwise with decreasing depths to a maximum equal to half the distance apart of the transducers; at this maximum the from 000° (north) to 359°. The courses given are the transducers are aground. Ships whose transducers are courses to be made good. more than 6 feet (1.8 meters) apart should construct a table of true and recorded depths using the Traverse (23) Tables. (Refer to the topic on echo soundings elsewhere in Chapter 1.) Currents (32) Other appreciable corrections, which must be (24) Stated current velocities are the averages at strength. applied to many ships, are for settlement and squat. These corrections depend on the depth of water below the keel, Velocities are in knots, which are nautical miles per hour. the hull form and the speed of the ship. Directions are the true directions to which the currents set (33) Settlement causes the water level around the ship (see Chapter 3, this book). to be lower than would otherwise be the case. It will always cause echo soundings to be less than they would (25) otherwise be. Settlement is appreciable when the depth is less than seven times the draft of the ship and increases Depths as the depth decreases and the speed increases. (26) Depth is the vertical distance from the chart datum (34) Squat denotes a change in trim of a ship underway, relative to her trim when stopped. It usually causes the to the bottom and is expressed in the same units (feet, stern of a vessel to sit deeper in the water. However, it is meters or fathoms) as those soundings found on the chart. reported that in the case of mammoth ships, squat causes (See Chart Datum, this chapter, for further detail.) The the bow to sit deeper. Depending on the location of the controlling depth is the least known depth of a channel. echo sounding transducers, this may cause the recorded This depth is determined by periodic hydrographic depth to be greater or less than it ought to be. Caution surveys and restricts use of the channel to drafts less and common sense are continuing requirements for than that depth. The centerline controlling depth applies safe navigation. only to the channel centerline or close proximity; lesser depths may exist in the remainder of the channel. The (35) midchannel controlling depth is the controlling depth of only the middle half of the channel. Federal project Distances depth is the original design dredging depth of a channel (36) These are in nautical miles unless otherwise stated. A planned by the U.S. Army Corps of Engineers (USACE) and may be deeper than current conditions. For this reason, nautical mile is one minute of latitude, or approximately project depth must not be confused with controlling depth. 2,000 yards, and is about 1.15 statute miles. Depths alongside wharves usually have been reported by (37) Coast Pilot 6 is in statute miles unless otherwise owners and/or operators of the waterfront facilities and stated. A statute mile is 5,280 feet or about 0.87 nautical have not been verified by Government surveys. Since mile. these depths may be subject to change, local authorities should be consulted for the latest controlling depths. (27) For all maintained channels with controlling depths detailed on charts in tabular form, the Coast Pilot usually states only the project depths. For all other channels

 U.S. Coast Pilot 2, Chapter 1    ¢    3 (38) (55) Geographic Coordinates Time (39) Geographic coordinates listed in the Coast Pilot (56) Unless otherwise stated, all times are given in local are referred to North American Datum of 1983 (NAD standard time in the 24-hour system. (Noon is 1200, 2:00 83) unless otherwise noted for certain CFR extracts in p.m. is 1400 and midnight is 0000.) Chapter 2. (57) (40) Winds Heights (58) Directions are the true directions from which the (41) These are in feet (meters) above the tidal datum winds blow; however, sometimes (rarely) compass points used for that purpose on the charts, usually mean high are used. Unless otherwise indicated, speeds are given in water. However, the heights of the decks of piers and knots, which are nautical miles per hour. wharves are given in feet (meters) above the chart datum (58) <58-59 Deleted> for depths. (42) Coast Pilot 6 is in feet (meters) above the chart (59) datum used for that purpose on the charts, usually Low Water Datum. NAUTICAL CHARTS (43) (60) <Deleted Paragraph> (60) NOAA produces and maintains a suite of over 1,000 Light and Sound Signal Characteristics (44) These are not described in the Coast Pilot. Also, nautical charts that cover the U.S. coastal waters, the Great Lakes and U.S. territories. These charts provide light sectors and visible ranges are generally not fully a graphic representation of water depths, the shoreline, described. This information can be found in U.S. Coast prominent topographic and man-made features, aids to Guard Light Lists. navigation and other navigational information useful to the mariner. NOAA’s charts are available in a variety of (45) digital formats designed to meet the specific requirements of all mariners. Paper copies may also be obtained through Obstructions one of NOAA’s Print-on-Demand partners. (46) Wrecks and other obstructions are mentioned only if (61) they are relatively permanent and in or near normal traffic routes. Paper Print on Demand Nautical Charts (61) <Deleted Paragraph> (47) (62) The content of Print-On-Demand (POD) charts Radio Navigational Aids is updated weekly by NOAA with the most current (48) For detailed information on Radio Navigation Aids U.S. Coast Guard Local Notice to Mariners, National Geospatial-Intelligence Agency Notice to Mariners and see the United States Coast Guard Light Lists and other critical safety information. POD charts are printed the National Geospatial-Intelligence Agency’s Radio under the authority of NOAA and shipped through Navigational Aids, Publication 117. partnerships between NOAA and commercial providers. POD information and a list of participating POD (49) chart agents can be found at nauticalcharts.noaa.gov/ publications/print-agents.html#paper-charts-mobile. Ranges (62) <62-63 Deleted> (50) These are not fully described. “A 339° Range” (63) means that the rear structure bears 339° from the front structure. (See United States Coast Guard Light Lists.) Portable Document Format (PDF) Nautical Charts (64) Almost all of NOAA’s nautical charts may be (51) downloaded for free as Portable Document Format Reported information (PDF) files at nauticalcharts.noaa.gov/charts/noaa- (52) Information received by NOAA from various raster-charts.html#full-size-nautical-charts. The PDF nautical charts are exact replicas of the images used to sources concerning depths, dangers, currents, facilities, produce POD and Raster Navigational Charts (RNC). and other topics, which has not been verified by As such, they also have all the latest updates based on Government surveys or inspections, is often included in U.S. Coast Guard Local Notices to Mariners, National the Coast Pilot; such unverified information is qualified Geospatial-Intelligence Agency Notices to Mariners and as “reported” and should be regarded with caution. other critical safety information. (65) Most PDF charts can be printed at the proper scale (53) from any plotter accommodating a 36-inch paper width. When printed properly, PDF charts and POD charts are Tides very similar, but PDF charts have not yet been approved (54) Tidal information, including real-time water levels, tide predictions and tidal current predictions are available at tidesandcurrents.noaa.gov.

4    ¢    U.S. Coast Pilot 2, Chapter 1   to meet Federal regulations for paper chart carriage new edition for release. Once the authorized POD chart requirements as POD charts have. is available, it meets federal chart carriage requirements, and should be put into service immediately. It should be (66) updated from the last correction and cleared through dates shown in the lower left corner of the chart. BookletCharts (75) The chart date is of vital importance to the navigator. (67) The NOAA BookletChart™ is a product that can When charted information becomes obsolete, further use of the chart for navigation is dangerous. Natural and be printed by the users for free. They are made to help artificial changes, many of them critical, are occurring recreational boaters locate themselves on the water. constantly; therefore it is important that navigators use BookletCharts are reduced in scale and divided into pages up-to-date charts. Nautical charts and publications are for convenience but otherwise contain all the information available for purchase from authorized POD agents and of the full-scale nautical charts and are updated weekly. their sales outlets. For more information visit nauticalcharts.noaa.gov/ (76) NOAA’s “Nautical Chart Update” website allows charts/noaa-raster-charts.html#booklet-charts. mariners to update their nautical charts from one database that includes information from NOAA, NGA U.S. Notice (68) to Mariners, U.S. Coast Guard Local Notices to Mariners and the Canadian Coast Guard Notices to Mariners at: Raster Navigational Charts (NOAA RNC®) nauticalcharts.noaa.gov/charts/chart-updates.html. (69) NOAA Raster Navigational Charts (NOAA RNC®) (77) are geo-referenced digital images of NOAA’s entire suite of paper charts. NOAA RNCs are official data that can Nautical Chart Numbering System be used in many types of electronic charting systems (78) This chart numbering system, adopted by NOAA (ECS), including Raster Chart Display Systems (RCDS) and some Electronic Chart Display and Information and National Geospatial-Intelligence Agency (NGA), Systems (ECDIS). Current regulations support the use provides for a uniform method of identifying charts of RNCs as a primary means of navigation when ENCs published by both agencies. Nautical charts published are not available, but they require an accompanying by NGA and by the Canadian Hydrographic Service are minimal set of up-to-date paper charts. They can integrate identified in the Coast Pilot by an asterisk preceding the position information from the Global Positioning System chart number. (GPS) and other navigational sensors, such as radar and automatic identification systems (AIS) to show a vessel's (79) track, waypoints, and planned routes. NOAA RNCs and their weekly updates are available free of charge Chart Scale at nauticalcharts.noaa.gov/charts/noaa-raster-charts. (80) The scale of a chart is the ratio of a given distance html. on the chart to the actual distance that it represents on (70) the earth. For example, one unit of measurement on a 1:10,000 scale chart is equal to 10,000 of the same unit Electronic Navigational Charts (NOAA ENC®) on the earth's surface. Large scale charts show greater (71) NOAA Electronic Navigational Charts (NOAA detail of a relatively small area. Small scale charts show less detail but cover a larger area. Certain hydrographic ENC®) are databases of charted objects and their attributes information may be omitted on smaller scale charts. with standardized content, structure and format. They Mariners should always obtain the largest scale comply with International Hydrographic Organization coverage for near shore navigation. (IHO) specifications stated in IHO Publication S-57. They (81) The scales of nautical charts range from 1:2,500 to may be used as an alternative to paper charts required on about 1:5,000,000. Graphic scales are generally shown SOLAS class vessels. on charts with scales of 1:80,000 or larger, and numerical (72) ENCs are intended for use in electronic charting scales are given on smaller scale charts. NOAA charts are systems (ECS) as well as Electronic Chart Display and classified according to scale as follows: Information Systems (ECDIS). ECDIS are programmable (82) Sailing charts, scales 1:600,000 and smaller, are to show as much or as little data as the user requires. for use in fixing the mariner’s position approaching They can integrate position information from the Global the coast from the open ocean or for sailing between Positioning System (GPS) and other navigational sensors, distant coastwise ports. On such charts the shoreline and such as radar and automatic identification systems (AIS) topography are generalized and only offshore soundings, to show a vessel's track, waypoints and planned routes. principal lights, outer buoys and landmarks visible at Using this information ECDIS can use ENCs to give considerable distances are shown. warning of impending danger in relation to the vessel's (83) General charts, scales 1:150,000 to 1:600,000, are position and movement. NOAA ENCs and their updates for coastwise navigation outside of outlying reefs and are available free of charge at nauticalcharts.noaa.gov/ shoals. charts/noaa-enc.html. (84) Coast charts, scales 1:50,000 to 1:150,000, are for inshore navigation leading to bays and harbors of (73) Nautical Chart—New Editions and Corrections (74) New editions of paper Print-on-Demand (POD) charts are available on the Monday after NOAA clears a

 U.S. Coast Pilot 2, Chapter 1    ¢    5 (102) Source Diagrams and Zone of Confidence (ZOC) Diagrams The age and accuracy of hydrographic survey data that C D 40° support nautical charts can vary. Depth information on A1 52' nautical charts, paper or digital, is based on data from the D 50' latest available hydrographic survey, which in many cases A1 D 48' may be quite old. Diagrams are provided on nautical charts 46' to assist mariners in assessing hydrographic survey data and BD 44' the associated level of risk to navigate in a particular area. 40° There are currently two types of diagrams shown on NOAA D 42' paper and raster navigational charts (RNCs) of 1:500,000 08' 124°06' scale and larger—Zone of Confidence (ZOC) diagrams and 124°16' 14' 12' 10' source diagrams. ZOC information (designated CATZOC) is also found on electronic navigational charts (ENCs). This provides consistency in the display of source data between ENCs and newer paper charts. Both source and ZOC diagrams consist of a graphic representation of the extents of hydrographic surveys within the chart and accompanying table of related survey quality categories. CATZOC information on an ENC, unlike the diagrams on a paper chart or RNC, is displayed over the ENC data using symbols rather than letters. These symbols are displayed on a separate layer, which can be viewed when planning a route, then switched off until needed again at another time. On ZOC diagrams, the quality of the hydrographic data is ZOC CATEGORIES assessed according to six categories; five quality categories (Refer to Chapter 1, United States Coast Pilot) for assessed data (A1, A2, B, C and D) and a sixth category (U) for data that has not yet been assessed. On the ENC, ZOC DATE POSITION DEPTH SEAFLOOR the categories are shown using a rating system of stars— A1 ACCURACY ACCURACY COVERAGE the higher the quality, the greater the number of stars. B Assessment of hydrographic data quality and classification C 2008 2009 ± 16 ft = 1.6 ft + 1% depth All significant seafloor into zones of confidence is based on a combination of: D 1949 features detected survey date, position accuracy, depth accuracy and sea 1949 ± 160 ft = 3.2 ft + 2% depth floor coverage (the survey’s ability to detect objects on the Uncharted features seafloor.) ± 1600 ft = 6.5 ft + 2% depth hazardous to surface Worse than Worse than Source diagrams will be replaced with ZOC diagrams ZOC C navigation are not as new editions are created. Similar to the ZOC diagram, ZOC C expected but may exist they provide the mariner with additional information about the density and adequacy of the sounding data depicted Depth anomalies may be on the chart. The adequacy with which sounding data expected reflects the configuration of the bottom depends on the following factors: survey technology employed (sounding Large depth anomolies may be expected and navigation equipment), survey specifications in effect (prescribed survey line spacing and sounding interval) and type of bottom (e.g., rocky with existence of submerged pinnacles, flat sandy, coastal deposits subject to frequent episodes of deposition and erosion). considerable width and for navigating large inland intersect at right angles. On any particular chart the waterways. distances between meridians are equal throughout, but (85) Harbor charts, scales larger than 1:50,000, are for distances between parallels increase progressively from harbors, anchorage areas and the smaller waterways. the equator toward the poles so that a straight line between (86) Special charts, at various scales, cover the any two points is a rhumb line. This unique property of Intracoastal waterway and miscellaneous small-craft the Mercator projection is one of the main reasons why areas. it is preferred by the mariner. (89) The Polyconic projection is used on most U.S. (87) nautical charts of the Great Lakes. On this projection, parallels of latitude appear as non-concentric circles, and Chart Projections meridians appear as curved lines converging toward the (88) The Mercator projection used on most nautical pole and concave to the central meridian. The scale is charts has straight-line meridians and parallels that

6    ¢    U.S. Coast Pilot 2, Chapter 1   (103) Source Diagrams Referring to the accompanying sample Source Diagram below and the previous discussion of survey methods over time, transiting from Point X to Point Y, along the track indicated by the dotted line, would have the following information available about the relative quality of the depth information shown on the chart. Point X lies in an area surveyed by NOAA within the 1900-1939 time period. The sounding data would have been collected by leadline. Depths between sounding points can only be inferred, and undetected features might exist between the sounding points in areas of irregular relief. Caution should be exercised. The transit then crosses an area surveyed by NOAA within the 1940-1969 time period. The sounding data would have been collected by continuous recording single beam echo sounder. It is possible that features could have been missed between sounding lines, although echo sounders record all depths along a sounding line with varying beam widths. The transit ends in an area charted from miscellaneous surveys. These surveys may be too numerous to depict or may vary in age, reliability, origin or technology used. No inferences about the fitness of the data can be made in this area from the diagram. Referring again to the accompanying sample Source Diagram, and the previous discussion of survey methods over time, a mariner could choose to transit from Point X to Point Y, along the track shown with a dashed line. The transit starts again in an area surveyed by NOAA within the 1900-1939 time period. The sounding data would have been collected by leadline. Depths between sounding points can only be inferred, and undetected features might still exist between the sounding points in areas of irregular relief. Caution should be exercised. The transit then crosses an area surveyed by NOAA within the 1990 - present time period, with partial bottom coverage. The data is collected in metric units and acquired by continuous recording single beam echo sounder. It is possible that features could have been missed between the sounding lines, although echo sounders record all depths along a sounding line with varying beam widths. The transit then crosses into an area surveyed by NOAA within the 1990 - present time period, having full bottom coverage. This area of the charted diagram is shaded with a blue screen to draw attention to the fact that full bottom coverage has been achieved. The data would have been collected in metric units and acquired by side scan sonar or multibeam sonar technology. Undetected features in this area, at the time of the survey, would be unlikely. The transit ends in an area charted from miscellaneous surveys. These surveys may be too numerous to depict or may vary in age, reliability, origin or technology used. No inferences about the fitness of the data can be made in this area from the diagram. By choosing to transit along the track shown by the dashed line, the mariner would elect to take advantage of survey information that is more recent and collected with modern technology.

 U.S. Coast Pilot 2, Chapter 1    ¢    7 (104) Bottom Coverage and Survey Methods This type of survey method provided sounding data at a lower resolution than sonar systems, thus making small Prior to 1940, most survey data was acquired by lead obstructions and hazards difficult to identify. Although line, and soundings were positioned using horizontal sextant LIDAR systems provide continuously recorded swath data, angles. This positioning method is considered to be accurate the resulting sounding resolution is not dense enough for for near shore surveys. However, lead line surveys only the survey to be considered full bottom coverage. However, collect discrete single-point depths. The depths between the LIDAR surveys in which significant anomalies have been soundings can only be inferred and undetected shoals and further investigated using multi-beam sonar are considered other uncharted features may exist in these areas, especially adequate for the full bottom coverage designation. Stand- in areas of irregular relief. alone LIDAR surveys are depicted on the source diagram as partial bottom coverage areas. From 1940 to 1990, sounding data acquisition typically used continuous-recording single beam echo sounders as Although full bottom coverage surveys are not feasible stand-alone survey systems, which resulted in partial bottom in all areas, this method is typically preferred over lead line, sounding coverage. Although the sampling is continuous single beam echo sounder, and LIDAR technologies. Full along the track of the sounding vessel, features such as bottom coverage surveys typically extend inshore to depths discrete objects or small area shoals between sounding lines of 4-8 meters (13-26 feet). Due to scaling factors, a full may not have been detected. Positioning of the sounding bottom coverage survey area may appear to extend further vessel in this period progressed from horizontal sextant inshore once depicted on the source diagram. Generally, angles, through land based electronic positioning systems, to sounding data in depths of 6 meters (20 feet) and shoaler – 8 differentially corrected Global Positioning System (DGPS) meters (26 feet) and shoaler in Alaskan waters – has been satellite fixes. acquired using a partial bottom coverage method. Caution and prudent seamanship should be used when transiting From 1990 to the present, most surveys have been these near shore areas. conducted using either multi-beam sonar systems or a combination of side scan sonar and single beam echo The spacing of sounding lines required to survey an area sounder systems to achieve full bottom coverage. The using a single beam echo sounder depends on several factors term full bottom coverage refers to survey areas in which such as water depths, bottom configuration, survey scale, the field party has acquired continuously recorded, high- general nature of the area and the purpose of the survey. For resolution sonar data in overlapping swaths. This sonar example, a 1:10,000-scale survey conducted in an estuary data, either multi-beam bathymetry or side scan imagery, will typically have 100-meter line spacing requirements but has been analyzed in an attempt to locate all hazards to may be reduced to 50 meters or less to adequately develop navigation within the survey’s limits; all position data an irregular bottom, shoal or some other feature that may has been determined using DGPS. NOAA began utilizing present a hazard to navigation. Also, hydrographic project airborne light detection and ranging systems (LIDAR) instructions for surveys may have required line spacing that for near shore bathymetric surveying in the late 1990s. deviates from these general specifications. Leadline (pre 1940) Single Beam (1940’s - 1980’s) Multibeam (1990’s - present)

8    ¢    U.S. Coast Pilot 2, Chapter 1   correct along any parallel and along the central meridian (100) In coral regions and where rocks and boulders of the projection. Along other meridians the scale abound, it is always possible that surveys may have increases with increased difference of longitude from failed to find every obstruction. Thus, when navigating the central meridian. such waters, customary routes and channels should be followed, and areas where irregular and sudden changes (90) in depth indicate conditions associated with pinnacle rocks, coral heads, or boulders should be avoided.. Chart Datum,Tidal Waters (91) Chart Datum is the particular tidal level to which (101) Information charted as “reported” should be treated with caution when navigating the area, because the actual soundings and depth curves on a nautical chart or conditions have not been verified by government bathymetric map are referred. The tidal datum of Mean surveys. Lower Low Water is used on all NOAAcharts, except for charts in the Great Lakes and non-tidal inland waterways. (For information on Great Lakes Datum, see Coast Pilot 6.) (92) Horizontal Datum (93) Nautical charts are constructed based on one of a (105) number of horizontal datums which are adopted to best represent individual regions around the world. Note that Chart Symbols, Abbreviations and Terms the terms horizontal datum, horizontal geodetic datum, (106) The standard symbols and abbreviations approved and horizontal control datum are synonymous. (94) The exact placement of lines of latitude and longitude for use on nautical charts produced by the U.S. on a nautical chart is dependent on the referenced Government are described in U.S. Chart No. 1: Symbols, horizontal datum. Charts of the United States are currently Abbreviations and Terms used on Paper and Electronic referenced primarily to the North American Datum of Navigational Charts. This reference, jointly maintained 1983 (NAD 83), and the World Geodetic System 1984 by the National Geospatial-Intelligence Agency (NGA) (WGS 84). WGS 84 is equivalent to the NAD 83 for and NOAA, is available at nauticalcharts.noaa.gov/ charting purposes. publications/us-chart-1.html. (95) NAD 83 and WGS 84 have replaced the North (107) The publication Chart 1: Symbols, Abbreviations American Datum of 1927 and other regional datums as and Terms published by the Canadian Hydrographic the primary horizontal datum to which NOAA charts are Service, is available online at charts.gc.ca/publications/ referenced. Since some geographic positions may still be chart1-carte1/index-eng.asp. referenced to the older datums, NOAA has included notes (108) Some symbols and abbreviations used on foreign on charts which show the amount to shift those positions charts, including reproductions of foreign charts made by in latitude and longitude to fit the chart’s NAD 83 or WGS NGA, are different than those used on U.S. charts. It is 84 projection. recommended that mariners who use foreign charts also (96) It should be noted that the physical shift between obtain the symbol sheet or Chart No. 1 produced by the positions on older datums and NAD 83/WGS 84 was appropriate foreign agency. significant. Mariners should always be certain the (109) Mariners are warned that the buoyage systems, positions they are plotting on a nautical chart are on the shapes and colors used by other countries often have a same datum as the chart. different significance than the U.S. system. (97) (110) Chart Accuracy Areas with Blue Tint (98) The value of a nautical chart depends upon the (111) A blue tint is shown in water areas on many charts to accuracy of the surveys on which it is based. The chart accentuate shoals and other areas considered dangerous reflects what was found by field surveys and what has been for navigation when using that particular chart. Since the reported to NOAA. It also represents general conditions danger curve varies with the intended purpose of a chart at the time of surveys or reports and does not necessarily a careful inspection should be made to determine the portray present conditions. Significant changes may have contour depth of the blue tint areas. taken place since the date of the last survey or report. (99) Each sounding represents an actual measure of depth (112) and location at the time the survey was made, and each bottom characteristic represents a sampling of the surface Bridge and Cable Clearances layer of the sea bottom at the time of the sampling. Areas (113) For bascule bridges whose spans do not open to a where sand and mud prevail, especially the entrances and approaches to bays and rivers exposed to strong tidal full vertical position, unlimited overhead clearance is not current and heavy seas, are subject to continual change. available for the entire charted horizontal clearance when the bridge is open, due to the inclination of the drawspans over the channel. (114) Charted in black text, vertical clearances of overhead cables are for the lowest wires at mean high water as authorized and permitted by the U.S. Army Corps of

 U.S. Coast Pilot 2, Chapter 1    ¢    9 Engineers (USACE). Reported clearances received from (123) Disposal sites are areas established by Federal sources other than the USACE are labeled as such. When regulation (40 CFR 220 through 228) in which dumping of provided, safe vertical clearances are shown in magenta dredged and fill material and other nonbuoyant objects is text and indicate the highest points of a ship that can pass allowed with the issuance of a permit. Dumping of dredged under an overhead power cable without risk of electrical and fill material is supervised by the U.S. Army Corps of discharge from the cable to the ship or without making Engineers and all other dumping by the Environmental contact with a bridge. Vessels with masts, stacks, booms Protection Agency (EPA). (See U.S. Army Corps of or antennas should allow sufficient clearance under Engineers and Environmental Protection Agency, this power cables to avoid arcing. chapter, and Appendix A for office addresses.) (115) (124) Dumping grounds are also areas that were established by Federal regulation (33 CFR 205). Submarine Cables and Submerged Pipelines However, these regulations have been revoked and the (116) Submarine cables and submerged pipelines cross use of the areas discontinued. These areas will continue to be shown on nautical charts until such time as they are many waterways used by both large and small vessels, but no longer considered to be a danger to navigation. all of them may not be charted. For inshore areas, they usually are buried beneath the seabed, but for offshore (125) Disposal Sites and Dumping Grounds are rarely areas they may lie on the ocean floor. Warning signs are mentioned in the Coast Pilot, but are shown on nautical often posted to warn mariners of their existence. charts. Mariners are advised to exercise caution in the (117) The installation of submarine cables or pipelines in vicinity of all dumping areas. U.S. waters or the Continental Shelf of the United States is under the jurisdiction of one or more Federal agencies, (126) Spoil areas are for the purpose of depositing dredged depending on the nature of the installation. They are material, usually near and parallel to dredged channels. shown on the charts when the necessary information is Spoil areas are usually charted from survey drawings reported to NOAA and they have been recommended for from U.S. Army Corps of Engineers after-dredging charting by the responsible agency. The chart symbols surveys, though they may originate from private or other for submarine cable and pipeline areas are usually shown Government agency surveys. On nautical charts, spoil for inshore areas, whereas chart symbols for submarine areas are tinted blue, labeled and have all soundings and cable and pipeline routes may be shown for offshore depth curves omitted from within their boundaries. Spoil areas. Submarine cables and pipelines are not described areas present a hazard to navigation and even the smallest in the Coast Pilots. craft should avoid crossing them. (118) In view of the serious consequences resulting from damage to submarine cables and pipelines, vessel (127) Fish havens are artificial shelters constructed of operators should take special care when anchoring, various materials including rocks, rubble, derelict barges/ fishing or engaging in underwater operations near areas oil rigs and specially designed precast structures. This where these cables or pipelines may exist or have been material is placed on the sea floor to simulate natural reported to exist. Mariners are also warned that the areas reefs and attract fish. Fish havens are often located near where cables and pipelines were originally buried may fishing ports or major coastal inlets and are usually have changed and they may be exposed; extreme caution considered hazards to shipping. Before such a reef should be used when operating vessels in depths of water may be built, the U.S Army Corps of Engineers must comparable to the vessel’s draft. issue a permit specifying the location and depth over (119) Certain cables carry high voltage, while many the reef. Constructed of rigid material and projecting pipelines carry natural gas under high pressure or above the bottom, they can impede surface navigation petroleum products. Electrocution, fire or explosion with and therefore represent an important feature for charting. injury, loss of life or a serious pollution incident could Fish havens may be periodically altered by the addition occur if they are broached. of new material, thereby possibly increasing the hazard. (120) Vessels fouling a submarine cable or pipeline should They are outlined and labeled on charts and show the attempt to clear without undue strain. Anchors or gear minimum authorized depth when known. Fish havens are that cannot be cleared should be slipped, but no attempt tinted blue if they have a minimum authorized depth of should be made to cut a cable or a pipeline. 11 fathoms or less. If the minimum authorized depth is unknown and they are in depths greater than 11 fathoms, (121) they are considered a danger to navigation. Navigators should be cautious about passing over fish havens or Artificial Obstructions to Navigation anchoring in their vicinity. (122) Disposal areas are designated by the U.S. Army (128) Fishtrap areas are areas established by the U.S. Corps of Engineers for depositing dredged material Army Corps of Engineers, or State or local authority, in where there is sufficient depth not to cause shoaling which traps may be built and maintained according to or create a danger to surface navigation. The areas are established regulations. The fish stakes that may exist charted without blue tint, and soundings and depth curves in these areas are obstructions to navigation and may be are retained. dangerous. The limits of fishtrap areas and a cautionary

10    ¢    U.S. Coast Pilot 2, Chapter 1   note are usually charted. Navigators should avoid these (136) areas. NOTICES TO MARINERS (129) (137) Notices to Mariners are published to advise operators of marine information affecting the safety Local Magnetic Disturbances of navigation. The notices include changes in aids to (130) If measured values of magnetic variation differ navigation, depths in channels, bridge and overhead cable clearances, reported dangers and other useful from the expected (charted) values by several degrees, marine information. They should be used routinely for a magnetic disturbance note will be printed on the chart. updating the latest editions of nautical charts and related The note will indicate the location and magnitude of publications. the disturbance, but the indicated magnitude should not be considered as the largest possible value that may be (138) Local Notices to Mariners are issued by each Coast encountered. Large disturbances are more frequently Guard District Commander for the waters under their detected in the shallow waters near land masses than on jurisdiction. (See Appendix A for Coast Guard district(s) the deep sea. Generally, the effect of a local magnetic covered by this volume.) These notices are usually disturbance diminishes rapidly with distance, but in some published weekly and are available at navcen.uscg.gov. locations there are multiple sources of disturbances and the effects may be distributed for many miles. (139) U.S. Notice to Mariners, published weekly by the National Geospatial-Intelligence Agency, are prepared (131) jointly with NOAA and the Coast Guard. These notices contain selected items from the Local Notices to Mariners Compass Roses and other reported marine information required by (132) Each compass rose shows the date, magnetic oceangoing vessels operating in both foreign and domestic waters. Special items covering a variety of variation and the annual change in variation. Prior to subjects and generally not discussed in the Coast Pilot the new edition of a nautical chart, the compass roses or shown on nautical charts are published annually in are reviewed. Corrections for annual change and other Notice to Mariners No. 1. These items are important revisions may be made as a result of newer and more to the mariner and should be read for future reference. accurate information. On some general and sailing charts, These notices are available at msi.nga.mil/NGAPortal/ the magnetic variation is shown by isogonic lines in MSI.portal. addition to the compass roses. (140) All active Notices to Mariners affecting Tide and/ (133) or Tidal Current Predictions at the date of printing are published in the Tide Table and the Tidal Current Tables Echo Soundings annually. (134) The echo sounder on a ship may indicate small (141) Broadcast Notices to Mariners are made by the variations from charted soundings; this may be due to Coast Guard to report deficiencies and important changes the fact that various corrections (instrument corrections, in aids to navigation. (See Navigational Warnings, settlement and squat, draft and velocity corrections) Information and Weather, this chapter.) are made to echo soundings in surveying which are not normally made in ordinary navigation, or to observational (142) The Special Notice to Mariners is an annual errors in reading the echo sounder. Instrument errors vary publication containing important information for mariners between different equipment and must be determined by on a variety of subjects which supplements information not calibration aboard ship. Most types of echo sounders usually found on charts and in navigational publications. are factory calibrated for a velocity of sound in water It includes excerpts from various Federal laws and of 800 fathoms per second, but the actual velocity may regulations regarding marine pollution reporting, aids to differ from the calibrated velocity by as much as 5 navigation and Vessel Traffic Service (VTS) procedures. percent, depending upon the temperature and salinity of There are tips for trip planning, updates to the Rules of the waters in which the vessel is operating; the highest the Road and information on local hazards. Also included velocities are found in warm, highly saline water and the are points of contact, phone numbers and email addresses lowest in icy freshwater. Velocity corrections for these for various subject matter experts to assist the mariner in variations are determined and applied to echo soundings locating further information. during hydrographic surveys. All echo soundings must be corrected for the vessel’s draft, unless the draft (143) Vessels operating within the limits of the Coast observation has been set on the echo sounder. Guard districts can obtain information affecting NOAA (135) Observational errors include misinterpreting false charts and related publications from the Local Notices echoes from schools of fish, seaweed, etc., but the most to Mariners. Small craft using the Intracoastal Waterway serious error that commonly occurs is where the depth and other waterways and small harbors within the United is greater than the scale range of the instrument; a 400– States that are not normally used by oceangoing vessels fathom scale indicates 15 fathoms when the depth is 415 will require the Local Notices to Mariners to keep charts fathoms. Caution in navigation should be exercised when and related publications up to date. wide variations from charted depths are observed.

 U.S. Coast Pilot 2, Chapter 1    ¢    11 (144) may be determined from the known nominal range, and the existing visibility conditions. Neither the nominal nor AIDS TO NAVIGATION the luminous ranges do not take into account elevation, observer’s height of eye, or the curvature of the earth. (145) (154) Geographic range is a function of only the curvature of the earth and is determined solely from the U.S. Aids to Navigation System heights above sea level of the light and the observer’s eye; (146) The navigable waters of the United States are marked therefore, to determine the actual geographic range for a height of eye, the geographic range must be corrected to assist navigation using the U.S. Aids to Navigation by a distance corresponding to the height difference, System, a system consistent with the International the distance correction being determined from a table Association of MarineAids to Navigation and Lighthouse of “distances of visibility for various heights above sea Authorities (IALA) Maritime Buoyage System. The level”, found in the United States Coast Guard Light List. IALAMaritime Buoyage System is followed by most of (155) The maximum distances at which lights can be seen the world's maritime nations and will improve maritime may at times be increased by abnormal atmospheric safety by encouraging conformity in buoyage systems refraction and may be greatly decreased by unfavorable worldwide. IALA buoyage is divided into two regions weather conditions such as fog, rain, haze or smoke. All made up of Region A and Region B. All navigable waters except the most powerful lights are easily obscured by of the United States follow IALA Region B, except U.S. such conditions. In some conditions of the atmosphere possessions west of the International Date Line and white lights may have a reddish hue. During weather south of 10° north latitude, which follow IALA Region conditions which tend to reduce visibility, colored A. Lateral aids to navigation in Region A vary from those lights are more quickly lost to sight than white lights. located within Region B. Nonlateral aids to navigation Navigational lights should be used with caution because are the same as those used in Region B. Appropriate of the following conditions that may exist. nautical charts and publications should be consulted to (156) A light may be extinguished and the fact not reported determine whether the Region A or Region B marking to the Coast Guard for correction, or a light may be located schemes are in effect for a given area. in an isolated area where it will take time to correct. (157) In regions where ice conditions prevail the lantern (147) panes of unattended lights may become covered with ice or snow, which will greatly reduce the visibility and may Reporting Defects in Aids to Navigation also cause colored lights to appear white. (148) Promptly notify the nearest Coast Guard District (158) Brilliant shore lights used for advertising and other purposes, particularly those in densely populated areas, Commander if an aid to navigation is observed to be make it difficult to identify a navigational light. missing, sunk, capsized, out of position, damaged, (159) At short distances flashing lights may show a faint extinguished or showing improper characteristics. continuous light between flashes. (149) Aids to navigation in United States waters of the (160) The distance of an observer from a light cannot be Great Lakes and their connecting waters, except for the estimated by its apparent intensity. The characteristics of St. Lawrence River, are maintained by the U.S. Coast lights in an area should always be checked in order that Guard. Local jurisdiction for the region is assigned to powerful lights visible in the distance not be mistaken the Commander, Ninth Coast Guard District. The Lake for nearby lights showing similar characteristics at low Champlain region and the Hudson River are under intensity such as those on lighted buoys. the jurisdiction of the Commander, First Coast Guard (161) The apparent characteristic of a complex light may District. (See Appendix A for the addresses.) change with the distance of the observer, due to color (150) It is unlawful to establish or maintain any aid similar and intensity variations among the different lights of the to those maintained by the U.S. Coast Guard without group. The characteristic as charted and shown in the first obtaining permission from the Coast Guard District Light List may not be recognized until nearer the light. Commander. The licensed officer in command of a vessel (162) Motion of a vessel in a heavy sea may cause a light which collides with any aid must report the fact promptly to alternately appear and disappear, and thus give a false to the nearest U.S. Coast Guard Sector. characteristic. (163) Where lights have different colored sectors, be (151) guided by the correct bearing of the light; do not rely on being able to accurately observe the point at which the Lights color changes. On either side of the line of demarcation (152) The range of visibility of lights as given in the U.S. of colored sectors there is always a small arc of uncertain color. Coast Guard Light Lists and as shown on the charts is the (164) On some bearings from the light, the range of nominal range, which is the maximum distance at which visibility of the light may be reduced by obstructions. In a light may be seen in clear weather (meteorological visibility of 10 nautical miles) expressed in nautical miles. The Light Lists give the nominal ranges for all U.S. Coast Guard lighted aids except range and directional lights. (153) Luminous range is the maximum distance at which a light may be seen under the existing visibility conditions. By use of the diagram in the Light Lists, luminous range

12    ¢    U.S. Coast Pilot 2, Chapter 1   such cases, the obstructed arc might differ with height of (177) eye and distance. When a light is cut off by adjoining land and the arc of visibility is given, the bearing on which the Buoys light disappears may vary with the distance of the vessel (178) The aids to navigation depicted on charts comprise a from which observed and with the height of eye. When the light is cut off by a sloping hill or point of land, the system consisting of fixed and floating aids with varying light may be seen over a wider arc by a ship far off than degrees of reliability. Therefore, prudent mariners will not by one closer. rely solely on any single aid to navigation, particularly a (165) Arcs of circles drawn on charts around a light are not floating aid. intended to give information as to the distance at which (179) The approximate position of a buoy is represented it can be seen, but solely to indicate, in the case of lights by the dot or circle associated with the buoy symbol. which do not show equally in all directions, the bearings The approximate position is used because of practical between which the variation of visibility or obscuration limitations in positioning and maintaining buoys and of the light occurs. their sinkers in precise geographical locations. These (166) Lights of equal candlepower but of different colors limitations include, but are not limited to, inherent may be seen at different distances. This fact should be imprecisions in position fixing methods, prevailing considered not only in predicting the distance at which a atmospheric and sea conditions, the slope of and the light can be seen, but also in identifying it. material making up the seabed, the fact that buoys are (167) Lights should not be passed close aboard, because in moored to sinkers by varying lengths of chain and the many cases riprap mounds are maintained to protect the fact that buoy body and/or sinker positions are not under structure against ice damage and scouring action. continuous surveillance, but are normally checked only (168) Many prominent towers, tanks, smokestacks, during periodic maintenance visits which often occur buildings and other similar structures, charted as more than a year apart. The position of the buoy body landmarks, display flashing and/or fixed red aircraft can be expected to shift inside and outside of the charting obstruction lights. Lights shown from landmarks are symbol due to the forces of nature. The mariner is also charted only when they have distinctive characteristics cautioned that buoys are liable to be carried away, shifted, to enable the mariner to positively identify the location capsized, sunk, etc. Lighted buoys may be extinguished of the charted structure. or sound signals may not function as a result of ice, running ice or other natural causes, collisions or other (169) accidents. (180) For the foregoing reasons, a prudent mariner must Articulated Lights not rely completely upon the charted position or operation (170) An articulated light is a vertical pipe structure of floating aids to navigation but will also utilize bearings from fixed objects and aids to navigation on shore. supported by a submerged buoyancy chamber and Further, a vessel attempting to pass close aboard always attached by a universal coupling to a weighted sinker risks collision with a yawing buoy or with the obstruction on the seafloor. The light, allowed to move about by the buoy marks. the universal coupling, is not as precise as a fixed aid. (181) Buoys may not always properly mark shoals or other However, it has a much smaller watch circle than a obstructions due to shifting of the shoals or of the buoys. conventional buoy, because the buoyancy chamber tends Buoys marking wrecks or other obstructions are usually to force the pipe back to a vertical position when it heels placed on the seaward or channelward side and not directly over under the effects of wind, wave or current. over a wreck. Since buoys may be located some distance (171) Articulated lights are primarily designed to mark from a wreck they are intended to mark, and since sunken narrow channels with greater precision than conventional wrecks are not always static, extreme caution should be buoys. exercised when operating in the vicinity of such buoys. (172) (182) Daybeacons Automatic Identification System (AIS) Aids to Navi- (173) Daybeacons are unlighted aids affixed to stationary gation (183) AISisanautomaticcommunicationandidentification structures. They are marked with dayboards for daytime system intended to improve the safety of navigation identification.The dayboards aid navigation by presenting by assisting the efficient operation of a Vessel Traffic one of several standard shapes and colors which have Services (VTS), ship reporting, ship-to-ship and ship-to- navigational significance. Dayboards are sometimes shore operations. AIS is increasingly being used as an aid referred to as daymarks. to navigation. An AIS-equipped aid to navigation may (174) Daybeacons are found on-shore and in shallow provide a positive identification of the aid. It may also water. They are frequently used to mark channel edges. have the capability to transmit an accurate position and provide additional information such as actual tide height (175) and/or weather information. Articulated Daybeacons (176) Articulated daybeacons are similar to articulated lights, described above, except they are unlighted.

 U.S. Coast Pilot 2, Chapter 1    ¢    13 (184) The AIS message may represent an aid to navigation number and location of the red and green lights depend that physically exists (physical AIS Aid to Navigation) upon the type of drawbridge. or the message, transmitted from a remote location, may (191) Bridges and their lighting, construction and represent an aid to navigation that does not physically maintenance are set forth in 33 CFR 114, 115, 116, and exist (virtual AIS Aid to Navigation). A virtual aid to 118 (not carried in this Coast Pilot). Aircraft obstruction navigation is a digital information object promulgated lights prescribed by the Federal Aviation Administration by an authorized service provider that can be presented may operate at certain bridges. on navigational systems. (192) (185) Physical AIS aids to navigation are charted with the symbol for the physical aid (such as a buoy or light) with Sound Signals a magenta circle surrounding the symbol and labeled AIS. (193) Caution should be exercised in the use of sound Virtual aids to navigation are charted with a small central dot with a topmark symbol indicating the purpose of the signals for navigation purposes. They should be aid, surrounded by a magenta circle and labeled V-AIS. considered solely as warning devices. Temporary AIS aids to navigation and stations remotely (194) Sound travels through the air in a variable manner, transmitting an AIS signal are not charted. See U.S. Chart even without the effects of wind, and, therefore the No. 1, Section S, for additional information and hearing of sound signals cannot be implicitly relied upon. examples. (195) Experience indicates that distances must not be judged only by the intensity of the sound; that occasionally (186) there may be areas close to a sound signal in which it is not heard; and that fog may exist not far from a station, yet Examples of Charted AIS Aids to Navigation not be seen from it, so the signal may not be operating. It is not always possible to start a sound signal immediately G AIS V-AIS when fog is observed. C ″1″ (196) V-AIS Channel Markers Physical AIS Virtual AIS Aid to Navigation (197) Lights, daybeacons, and buoys along dredged Aid to Navigation channels do not always mark the bottom edges. Due to (187) local conditions, aids may be located inside or outside the channel limits shown by dashed lines on a chart. The Bridge Lights and Clearance Gages Light List tabulates the offset distances for these aids in many instances. (188) The Coast Guard regulates marine obstruction lights (198) Aids may be moved, discontinued or replaced by and clearance gages on bridges across navigable waters. other types to facilitate dredging operations. Mariners Where installed, clearance gages are generally vertical should exercise caution when navigating areas where numerical scales, reading from top to bottom, and show dredges with auxiliary equipment are working. the actual vertical clearance between the existing water (199) Temporary changes in aids are not included on the level and the lowest point of the bridge over the channel; charts. the gages are normally on the right-hand pier or abutment of the bridge, on both the upstream and downstream (200) sides. Light Lists (189) Bridge lights are fixed red or green and are privately (201) Light Lists, published by the Coast Guard, describe maintained; they are generally not charted or described in the text of the Coast Pilot. All bridge piers (and their aids to navigation, consisting of lights, sound signals, protective fenders) and abutments that are in or adjacent buoys, daybeacons and electronic aids, in the United to a navigation channel are marked on all channel sides States (including Puerto Rico and U.S. Virgin Islands) by red lights. On each channel span of a fixed bridge, and contiguous Canadian waters. Light Lists are updated there is a range of two green lights marking the center weekly and available at navcen.uscg.gov. Mariners of the channel and a red light marking both edges of the should refer to these publications for detailed information channel, except that when the margins of the channel are regarding the characteristics and visibility of lights, and confined by bridge piers, the red lights on the span are the description of light structures, buoys, sound signals omitted, since the pier lights then mark the channel edges. and electronic aids. For multiplespan fixed bridges, the main-channel span may also be marked by three white lights in a vertical (202) line above the green range lights. ELECTRONIC POSITIONING SYSTEMS (190) On all types of drawbridges, one or more red lights are shown from the drawspan (higher than the pier lights) (203) Global Positioning System (GPS)permits land, sea, when the span is closed; when the span is open, the higher and airborne users to determine their three-dimensional red lights are obscured and one or two green lights are position, velocity and time 24 hours a day, in all weather, shown from the drawspan, higher than the pier lights. The anywhere in the world. The basic system is defined as a constellation of satellites, the navigation payloads which

14    ¢    U.S. Coast Pilot 2, Chapter 1   produce the GPS signals, ground stations, data links Great Lakes. The number is intended for use when the and associated command and control facilities, that are telephone number of the nearest Coast Guard station operated and maintained by the Department of Defense. is unknown or when that station cannot be contacted. Please report GPS problems or anomalies at navcen.uscg. The toll-free number should not be used without first gov or contact the USCG Navigation Information Service attempting to contact the nearest Coast Guard station. at 703–313–5900. In all Great Lakes States the telephone number is 800- (204) The U.S. Coast Guard Navigation Center (NAVCEN) 321-4400. This number is to be used for public reports of operates the Coast Guard Maritime Differential GPS distress incidents, suspicious sightings, pollution or other (DGPS) Service. The Service broadcasts correction maritime concerns. signals on marine radiobeacon frequencies to improve (212) <Deleted Paragraph> the accuracy of and integrity to GPS-derived positions. Typically, the positional error of a DGPS position is 1 to 3 (212) meters, greatly enhancing harbor entrance and approach navigation. The Service provides service for coastal Radiotelephone Distress Message coverage of the continental U.S., the Great Lakes, Puerto (213) Distress calls indicate a vessel or aircraft is Rico, portions of Alaska and Hawaii and a greater part of the Mississippi River Basin. threatened by grave and imminent danger and requests immediate assistance. They have absolute priority over (205) all other transmissions. All stations which hear a distress call must immediately cease any transmission capable of LORAN-C interfering with the distress traffic and continue to listen (206) LORAN, an acronym for LOng RAnge Navigation, on the frequency used for the emission of the distress call. This call should not be addressed to a particular station, was an electronic aid to navigation consisting of and acknowledgment of receipt should not be given shore-based radio transmitters. In accordance with the before the distress message which follows it is sent. Department of Homeland Security Appropriations Act, (214) Distress calls are made on VHF-FM channel 16 the U.S. Coast Guard terminated the transmission of all (MAYDAY). For less serious situations than warrant LORAN-C signals as of August 2010, rendering them the distress procedure, the radiotelephone urgency unusable and permanently discontinued. For more details, signal consisting of three repetitions of the word PAN- visit navcen.uscg.gov. The Coast Guard strongly urges PAN (pronounced PAWN-PAWN), or the safety signal mariners accustomed to using LORAN-C for navigation SECURITE (pronounced SECURITAY) spoken three to shift to a GPS navigation system and become familiar times, are used as appropriate. For complete information with its operation. NOAA is removing LORAN-C lines on emergency radio procedures, see 47 CFR 80 or Radio of position from all of its charts as new editions are Navigational Aids, Pub. 117. published. (215) (207) Global Maritime Distress and Safety System SEARCH AND RESCUE (GMDSS) (216) This international system, developed by the (208) International Maritime Organization (IMO), is based on a combination of satellite and terrestrial radio services and Coast Guard Search and Rescue has changed international distress communications from (209) The Coast Guard conducts and/or coordinates search being primarily ship-to-ship based to primarily ship-to- shore (Rescue Coordination Center) based. Prior to the and rescue operations for surface vessels or aircraft that GMDSS, the number and types of radio safety equipment are in distress or overdue. Search and rescue vessels and required to be carried by vessels depended upon the aircraft have special markings, including a wide slash tonnage. Under GMDSS, the number and type of radio of red-orange and a small slash of blue on the forward safety equipment vessels are required to carry depend portion of the hull or fuselage. Other parts of aircraft, on the areas in which they travel; GMDSS sea areas are normally painted white, may have other areas painted defined by governments. All GMDSS-regulated ships red to facilitate observation. The cooperation of vessel must carry a satellite Emergency Position Indicating operators with Coast Guard helicopters, fixed-wing Radio Beacon (EPIRB), a NAVTEX receiver (if they aircraft, and vessels may mean the difference between life travel in any areas served by NAVTEX), an Inmarsat-C and death for some seaman or aviator; such cooperation SafetyNET receiver (if they travel in any areas not served is greatly facilitated by the prior knowledge on the part of by NAVTEX), a DSC-equipped VHF radiotelephone, vessel operators of the operational requirements of Coast two or more VHF handhelds and a search and rescue Guard equipment and personnel, of the international radar transponder (SART). distress signals and procedures and of good seamanship. (210) Search and Rescue Great Lakes (211) The United States Coast Guard has established a toll-free search and rescue telephone number for the

 U.S. Coast Pilot 2, Chapter 1    ¢    15 (217) operator with a pre-formatted message that can include the distressed vessel’s nine-digit MMSI, location, nature Automated Mutual Assistance Vessel Rescue Sys- of distress, desired mode of communication and preferred tem (AMVER) working frequency. (218) AMVER is a worldwide voluntary ship reporting system operated by the United States Coast Guard to (224) promote safety of life and property at sea. AMVER’s mission is to quickly provide search and rescue (SAR) Emergency Position Indicating Radiobeacons authorities, on demand, accurate information on the (EPIRB) positions and characteristics of vessels near a reported distress. Any merchant vessel anywhere on the globe, on (225) EPIRBs emit a radio signal that can be used to locate a voyage of greater than 24 hours duration, is welcome mariners in distress. SARSAT satellites can locate the in the AMVER system and family. International position of a 406 MHz EPIRB which greatly increases a participation is voluntary regardless of the vessel’s flag mariner’s chances of survival. While orbiting the earth, of registry, the nationality of the owner or company or the satellites continuously monitor EPIRB frequencies. ports of call. When SARSAT receives an EPIRB signal, it determines (219) According to U.S. Maritime Administration the beacon's position that is ultimately relayed to the (MARAD) regulations, U.S. flag merchant vessels of nearest Coast Guard Rescue Coordination Center where 1,000 gross tons or more operating in foreign commerce rescue units are dispatched to the scene. and foreign flag vessels of 1,000 gross tons or more for which an Interim War Risk Insurance Binder has been (226) Mariners should ensure that their EPIRB is in issued under the provisions of Title XII, Merchant Marine working condition and stowed properly at all times to Act, 1936, must report and regularly update their voyages avoid non-distress emissions. Mariners are required to and positions to AMVER in accordance with instructions register their 406 MHz EPIRBs for improved search set forth in the AMVER Ship Reporting System Manual. and rescue response and keep the registration current For more information contact AMVER Maritime at all times. Registration can be accomplished online at Relations U.S. Coast Guard, 1 South Street Battery Park beaconregistration.noaa.gov. Building, New York, NY 10004; Phone: 212–668–7764, Fax: 212-668-7684, Telex: 127594-AMVER NYK, or go (227) to amver.com. EPIRB Types (220) Type Frequency Description COSPAS-SARSAT (221) COSPAS: Space System for Search of Distress Cat I 406 MHz Float-free, automatically activated EPIRB. Detectable by satellite anywhere in the world. Vessels - SARSAT: Search and Rescue Satellite-Aided Recognized by the Global Maritime and Distress Tracking. COSPAS-SARSAT is an international satellite Safety System (GMDSS). system designed to provide distress alert and location data to assist search and rescue operations using satellites and Cat II 406 MHz Similar to Category I, except is manually activated. ground facilities to detect and locate the signals of distress Some models are also water activated. beacons operating on 406 MHz. For more information on the Cospas-Sarsat System go to cospas-sarsat.int. (228) (222) Medical Advice (229) <Deleted Paragraph> Digital Selective Calling (DSC) (229) Ships at sea with no medical personnel embarked (223) The U.S. Coast Guard offers VHF and MF/HF and experiencing a medical emergency onboard can radiotelephone service to mariners as part of the Global receive medical advice via radiotelex, radiotelephony Maritime Distress and Safety System. This service, or Inmarsat. Messages are generally addressed called digital selective calling (DSC), allows mariners to RADIOMEDICAL followed by the name of the coast instantly send an automatically formatted distress alert station to which the message is sent. The priority of the to the Coast Guard or other rescue authority anywhere in message should depend on the severity of the ailment. the world. Digital selective calling also allows mariners In extreme emergency, the urgency signal (PAN-PAN) to initiate or receive distress, urgency, safety and routine should precede the address. Messages are sent using radiotelephone calls to or from any similarly equipped distress and safety frequencies. vessel or shore station, without requiring either party to (230) <Deleted Paragraph> be near a radio loudspeaker. Each ship or shore station equipped with a DSC terminal has a unique Maritime (230) Mobile Station Identity (MMSI). This is a nine-digit number that specifically identifies a ship, coast station, Vessel Identification or group of stations. The DSC system alerts an operator (231) Coast Guard search and rescue aircraft and surface when a distress call is received. It will provide the craft use radar to assist in locating disabled vessels. Wooden and fiberglass vessels are often poor radar targets. Operators of disabled craft that are the object of a search are requested to hoist, as high above the waterline as possible, a radar-reflecting device. If no special radar- reflecting device is aboard, an improvised device can be used. This should consist of metallic objects of irregular shape. The more irregular the shape, the better will be the

16    ¢    U.S. Coast Pilot 2, Chapter 1   (239) U.S. VHF Channels Channel Ship Frequency (MHz) Channel Usage 01A Transmit Receive Port Operations and Commercial, VTS (Available only in New Orleans/Lower Mississippi area) 05A Port Operations or VTS in the Houston, New Orleans and Seattle areas 06 156.050 156.050 Intership Safety 07A 156.250 156.250 Commercial 08 156.300 156.300 Commercial (Intership only) 09 156.350 156.350 Boater Calling; Commercial and Non-commercial 10 156.400 156.400 Commercial 11 156.450 156.450 Commercial; VTS in selected areas 12 156.500 156.500 Port Operations; VTS in selected areas 156.550 156.550 Intership Navigation Safety (bridge-to-bridge) Ships greater than 20m maintain a listening watch on this channel in US 13 156.600 156.600 waters. Port Operations; VTS in selected areas 14 156.650 156.650 Environmental (Receive only) Used by Class C EPIRBs 15 International Distress, Safety and Calling. Ships required to carry radio, USCG, and most coast stations maintain a 156.700 156.700 listening watch on this channel. 16 – 156.750 State and local government maritime control Commercial 17 156.800 156.800 Commercial 18A Port Operations (duplex) 19A 156.850 156.850 Port Operations 20 156.900 156.900 U.S. Coast Guard only 20A 156.950 156.950 Coast Guard Liaison and Maritime Safety Information Broadcasts (Broadcasts announced on channel 16) 21A 157.000 161.600 U.S. Coast Guard only 22A 157.000 157.000 Public Correspondence (Marine Operator) 23A 157.050 157.050 Public Correspondence (Marine Operator) 24 157.100 157.100 Public Correspondence (Marine Operator) 25 157.150 157.150 Public Correspondence (Marine Operator) 26 157.200 161.800 Public Correspondence (Marine Operator) 27 157.250 161.850 Port Operations and Commercial, VTS (Available only in New Orleans/Lower Mississippi area) 28 157.300 161.900 Port Operations 63A 157.350 161.950 Port Operations 65A 157.400 162.000 Commercial. Used for bridge-to-bridge communications in lower Mississippi River (Intership only.) 66A 156.175 156.175 Non-Commercial 67 156.275 156.275 Non-Commercial 68 156.325 156.325 Digital Selective Calling (voice communications not allowed) 69 156.375 156.375 Non-Commercial 70 156.425 156.425 Non-Commercial (Intership only) 71 156.475 156.475 Port Operations 72 156.525 156.525 Port Operations 73 156.575 156.575 Port Operations (Intership only) 74 156.625 156.625 Non-Commercial 77 156.675 156.675 Commercial (Non-commercial in Great Lakes only) 78A 156.725 156.725 Commercial (Non-commercial in Great Lakes only) 79A 156.875 156.875 U.S. Government only (environmental protection operations) 80A 156.925 156.925 U.S. Government only 81A 156.975 156.975 U.S. Coast Guard only 82A 157.025 157.025 Public Correspondence (Marine Operator) 83A 157.075 157.075 Public Correspondence (Marine Operator) 84 157.125 157.125 Public Correspondence (Marine Operator) 85 157.175 157.175 Public Correspondence (Marine Operator) 86 157.225 161.825 Commercial (Intership only) 87 157.275 161.875 Automatic Identification System (AIS) 88A 157.325 161.925 Automatic Identification System (AIS) AIS 1 157.375 157.375 AIS 2 157.425 157.425 161.975 161.975 162.025 162.025 Boaters should normally use channels listed as Non-Commercial. Channel 16 is used for calling other stations or for distress alerting. Channel 13 should be used to contact a ship when there is danger of collision. All ships of length 20m or greater are required to guard VHF-FM channel 13, in addition to VHF-FM channel 16, when operating within U.S. territorial waters. Note that the letter “A” indicates simplex use of the ship station transmit side of an international duplex channel, and that operations are different than international operations on that channel. Some VHF transceivers are equipped with an International - U.S. switch for that purpose. “A” channels are generally only used in the United States, and use is normally not recognized or allowed outside the U.S. The letter “B” indicates simplex use of the coast station transmit side of an international duplex channel. The U.S. does not currently use “B” channels for simplex communications in this band.

 U.S. Coast Pilot 2, Chapter 1    ¢    17 (245) radar-reflective quality. For quick identification at night, (236) Radio navigational warning broadcasts are shine spotlights straight up. If aircraft are involved, once designed to provide the mariner with up-to-date marine you are identified, turn lights away so as not to blind information vital to safe navigation. There are three aircraft crew. types of broadcasts: coastal and local, long range and worldwide. (232) (237) Coastal and local warnings are generally restricted Float Plan to ports, harbors and coastal waters and involve items of (233) Small craft operators should prepare a float plan local interest. Usually, local or short-range warnings are broadcast from a single coastal station, frequently by voice before starting a trip and leave it ashore with a yacht club, and also radiotelegraph, to assist small craft operators in marina, friend or relative. It is advisable to regularly use the area. The information is often quite detailed. Foreign a checking-in procedure by radio or telephone for each area broadcasts are frequently in English as well as the point specified in the float plan. A float plan is vital for native language. In the United States, short-range radio determining if a boat is overdue and will assist in locating navigational warnings are broadcast by the U.S. Coast a missing vessel in the event search and rescue operations Guard Districts via NAVTEX and subordinate coastal become necessary. radio stations. (234) (238) Long range warnings are intended primarily to assist mariners on the high seas by promulgating navigational NAVIGATIONAL WARNINGS, INFORMATION AND safety information concerning port and harbor approaches, WEATHER coastlines and major ocean areas. Long-range radio navigational warnings are usually broadcast by means of (235) Marine radio warnings and weather are disseminated radiotelegraphy and in many instances by radio- bymanysourcesandthroughseveraltypesoftransmissions. teletypewriter. A NAVAREA system of navigational For complete information on radio warnings and weather, warning areas has been developed providing worldwide see Radio Navigational Aids, Pub. 117 and the National coverage using standard format and procedures. The U.S. Weather Service (NWS) publication Worldwide Marine Radiofacsimile Broadcast Schedules.

18    ¢    U.S. Coast Pilot 2, Chapter 1   (256) Standard Abbreviations Used in Broadcasts Aids to Navigation AERO RBN — Aeronautical Radiobeacon LT — Light RACON — Radar Beacon ART DBN — Articulated Daybeacon LLNR — Light List Number RA REF — Radar Reflector ART LT — Articulated Light LBB — Lighted Bell Buoy TRUB — Temporarily Replaced by DESTR — Destroyed LB — Lighted Buoy Unlighted Buoy DISCONTD — Discontinued LGB — Lighted Gong Buoy TRLB — Temporarily Replaced by ESTAB — Established LHB — Lighted Horn Buoy Lighted Buoy ELB — Exposed Location Buoy LWB — Lighted Whistle Buoy WHIS — Whistle FOG SIG — Fog Signal Station ODAS — Ocean Data Acquisition System LNB — Large Navigation Buoy PRIV MAINTD — Privately Maintained Light Characteristics AL — Alternating FFL — Fixed and Flashing ISO — Isophase CHAR — Characteristic F — Fixed MO(A) — Morse Code FL(2+1) — Composite Group-Flashing FL(3) — Group-Flashing OC — Occulting OC(2+1) — Composite Group-Occulting OC(2) — Group-Occulting FL — Single-Flashing Q — Continuous Quick-Flashing IQ — Interrupted Quick-Flashing Colors (Color refers to light characteristics of Aids to Navigation only) B — Black OR — Orange Y — Yellow BU — Blue R — Red G — Green W — White Organizations CCGD(#) — Commander, Coast Guard COE — Corps of Engineers NOS — National Ocean Service District (#) NGA — National Geospatial-Intelligence NWS — National Weather Service CG — Coast Guard Agency Vessels M/V — Motor Vessel* S/V — Sailing Vessel P/C — Pleasure Craft A/C — Aircraft R/V — Research Vessel * M/V includes: Steam Ship, Container Vessel, F/V — Fishing Vessel Cargo Vessel, etc. LNG — Liquified Natural Gas Carrier Compass Directions N — North W — West SE — Southeast S — South NE — Northeast SW — Southwest E — East NW — Northwest Various ANCH — Anchorage KHZ — Kilohertz RGE — Range REP — Reported ANCH PROHIB — Anchorage Prohibited KM — Kilometer RESTR — Restricted RK — Rock APPROX — Approximate KT(S) — Knot(s) ST — Saint SEC — Second (time, geo position) ATLC — Atlantic LAT — Latitude SIG STA — Signal Station STA — Station AUTH — Authorized LNM — Local Notice to Mariners SM — Statute Mile(s) S SIG STA — Storm Signal Station AVG — Average LONG — Longitude TEMP — Temporary TSTORM — Thunderstorm BRG — Bearing MAINTD — Maintained THRU — Through T — True BKW — Breakwater MAX — Maximum UNCOV — Uncovers UTC — Universal Coordinate Time BNM — Broadcast Notice to Mariners MHZ — Megahertz UMIB — Urgent Marine Information CHAN — Channel MB — Millibar Broadcast VEL — Velocity CFR — Code of Federal Regulations MM — Millimeter VERT CL — Vertical Clearance VIS — Visibility CONT — Continue MIN — Minute (time, geo position) YD — Yard(s) WARN — Warning DEG — Degrees (temp, geo-position) MOD — Moderate WX — Weather WK — Wreck DIA — Diameter MT —Mountain, Mount ED — Edition NM — Nautical Mile(s) EFF — Effect/Effective NTM — Notice to Mariners ENTR — Entrance OBSTR — Obstruction EXPLOS ANCH — Explosive Anchorage OCCASION — Occasion/Occasionally FM(S) — Fathoms OPAREA — Operating Area FT — Foot/Feet PAC — Pacific HBR — Harbor PT(S) — Point(s) HT — Height POS — Position HZ — Hertz PA —Position Approximate HOR CL — Horizontal Clearance PRES — Pressure HR — Hour PRIV — Private/Privately COLREGS — International Regulations for PROHIB — Prohibited Preventing Collisions at Sea PUB — Publication

 U.S. Coast Pilot 2, Chapter 1    ¢    19 participates as Area Coordinator for both NAVAREA IV (248) (Western North Atlantic) and NAVAREA XII (Eastern North Pacific). NOAA Weather Radio Broadcasts (240) TheUnitedStatesalsomaintainsworldwidecoverage (249) NOAA Weather Radio provides continuous using the HYDROLANT/HYDROPAC Navigational Warning System outside of NAVAREAs IV and XII. broadcasts of the latest weather information directly from (NWS) offices. In addition to general weather (241) information, marine weather is provided by stations along the sea coasts and the Great Lakes. During severe weather, NAVTEX NWS forecasters can interrupt the regular broadcasts and (242) NAVTEX is a standard international method of substitute special warning messages. The stations operate 24 hours daily, and messages are repeated every 4 to 6 broadcasting notices to mariners and marine weather minutes and are routinely revised every 1 to 3 hours or forecasts using small, low cost receivers designed to be more frequently if necessary. The broadcasts are made installed in the pilothouse of a vessel. NAVTEX receivers on seven VHF-FM frequencies, 162.40 to 162.55 MHz. screen incoming messages, inhibiting those which had The 162.475 MHz frequency is only used in special cases been previously received or are of a category not of interest where needed to avoid channel interference. They can to the user, and print the rest on adding machine-size usually be heard as far as 40 miles from the antenna site, paper. NAVTEX not only provides marine information sometimes more. The effective range depends on many previously available only to those knowledgeable in factors, including the height of the broadcast antenna, Morse code but also allows any mariner who cannot terrain, quality of the receiver and the type of receiving man a radio full time to receive safety information at any antenna. As a general rule, listeners close to or perhaps hour. All NAVTEX transmissions are made on 518 kHz. beyond the 40 mile range should have a good quality Mariners who do not have NAVTEX receivers but have receiver system to get reliable reception. (See Appendix Simplex Teletype Over Radio (SITOR) radio equipment A for a list of these stations in the area covered by this can also receive these broadcasts by operating it in the Coast Pilot.) Forward Error Correction (FEC) mode and tuning to 518 kHz. (250) (243) Information broadcast over NAVTEX includes offshore weather forecasts, offshore marine advisory Commercial Maritime Coast Stations and Weather warnings, search and rescue information and navigational Nets information that applies to waters from the line of (251) Commercial maritime coast stations, which provide demarcation (separating Inland Rules from COLREG communications services, broadcast weather information Rule waters) to 200 miles offshore. Navigational to ships at sea as a public service, or make forecast information that affects the safety of navigation of deep information available on demand, either free or for a draft (15 feet or more) vessels within the U.S. Inland nominal fee. These transmissions are most commonly Rules waters will also be included. Gulf Stream location performed using HF SITOR and Pactor/E-Mail; however, is also included from Miami and Portsmouth. Coastal several of these stations also offer services via Inmarsat and high seas weather forecasts are not being broadcast satellite and other means. over NAVTEX. The Safety of Life at Sea Convention, (252) There are also a number of maritime weather nets as amended in 1988, requires vessels regulated by that operating on commercial marine VHF, MF and HF, convention to carry NAVTEX receivers. where weather information is exchanged. These nets are (244) See Appendix A, U.S. NAVTEX Transmitting extremely popular in areas of the world that have a large Stations, for a list of NAVTEX broadcast stations and yachting population and where weather is dynamic, such message content covered by this Coast Pilot. as in the Caribbean, and typically incorporate volunteers ashore. (246) (253) Information on commercial maritime coast stations, including schedules and frequencies, is available in the Broadcast Notice to Mariners Radio Navigational Aids, Pub. 117. (See Appendix A, (247) The U.S. Coast Guard broadcasts marine safety Radio Weather Broadcasts, for additional information.) information on VHF-FM Channel 22A (157.1 MHz). (254) These safety broadcasts contain information such as notices to mariners, storm warnings, distress warnings Standard Abbreviations for Broadcasts and other pertinent information that is vital for safe (255) A listing of Standard Abbreviations for Textual navigation. Following a preliminary call on VHF-FM Channel 16 (156.8 MHz), mariners are instructed to Maritime Safety Broadcasts can be found in this chapter. shift to VHF-FM Channel 22A simplex (157.1 MHz). These abbreviations were jointly approved by the U.S. Operators of vessels who plan to transit U.S. waters and Coast Guard, National Weather Service, National who do not have VHF radios tunable to U.S. Channel 22A Geospatial-Intelligence Agency and the Radio Technical are urged to obtain the necessary equipment. Commission for Maritime Services. In addition to appearing in radio broadcasts of the U.S. Coast Guard and National Weather Service, they appear in Notices to

20    ¢    U.S. Coast Pilot 2, Chapter 1   Mariners of the U.S. Coast Guard and National Geospatial- urged to exercise extreme caution and are requested to Intelligence Agency and in NAVTEX. report aids to navigation discrepancies and hazards to navigation to the U.S. Coast Guard. (257) (265) Voluntary Observing Ship Program (VOS) (258) The Voluntary Observing Ship program is organized Destructive Waves (266) Unusual sudden changes in water level can be for the purpose of obtaining weather and oceanographic observations from moving ships. An international caused by tsunamis or violent storms. These two types program under World Meteorological Organization of destructive waves have become commonly known as auspices, the VOS has over 5000 vessels participating tidal waves, a name which is technically incorrect as they from 23 countries. Any vessel willing to take and transmit are not the result of tide-producing forces. observations in marine areas can join the program. (267) Tsunamis (seismic sea waves) are ocean waves Weather observations are essential to meteorologists generated by any rapid large-scale disturbance of the sea preparing weather forecasts for coastal, offshore and high water. Most tsunamis are generated by earthquakes, but seas areas. For more information on the VOS, including a they may also be caused by volcanic eruptions, landslides, comprehensive observing handbook, visit vos.noaa.gov. undersea slumps or meteor impacts. (268) The waves radiate outward in all directions from (259) the disturbance and can propagate across entire ocean basins. Tsunami waves are distinguished from ordinary National Institute of Standards and Technology ocean waves by their great length between peaks, often (NIST) exceeding 100 miles in the deep ocean, and by the long (260) The National Institute of Standards and Technology interval of time between these peaks, ranging from five maintains the standards for time and frequency for most minutes to an hour. The speed at which tsunamis travel users in the United States. NIST provides a variety of depends on the ocean depth. A tsunami can exceed 500 services designed to deliver time and frequency signals knots in the deep ocean but slows to 20 or 30 knots in the to the people who need them. The signals are broadcast shallow water near land. In less than 24 hours, a tsunami via several mediums, including high and low frequency can cross the entire Pacific Ocean. radio, the Internet and telephone lines. Broadcasts of time (269) In the deep ocean, a tsunami is barely noticeable and and frequency signals are made by stations operating in will only cause a small and slow rising and falling of the the part of the radio spectrum that is properly known as sea surface as it passes. Only as it approaches land does high frequency (HF) but is commonly called shortwave. a tsunami become a hazard. As the tsunami approaches Station WWV is located just north of Fort Collins, land and shallow water, the waves slow down and become Colorado, and station WWVH is located on the island of compressed, causing them to grow in height. In the best Kaua‘i, Hawaii. Both stations broadcast continuous time of cases, the tsunami comes onshore like a quickly rising and frequency signals on 2.5, 5, 10 and 15 MHz; WWV tide and causes a gentle flooding of low-lying coastal also broadcasts on 20 MHz. areas. In the worst of cases, a bore will form. (261) NIST Time and Frequency Services, Special (270) A bore is a wall of turbulent water that can exceed Publication 432 gives a detailed description of the several yards in height and can rush onshore with great signals and services offered by NIST, how they work and destructive power. Behind the bore is a deep and fast- how you can use them. The publication is available for moving flood that can pick up and sweep away almost download at nist.gov/pml/div688/generalpubs.cfm. anything in its path. Minutes later, the water will drain away as the trough of the tsunami wave arrives, sometimes (262) exposing great patches of the sea floor, then the water will rush in again as before, causing additional damage. CAUTIONARY INFORMATION This destructive cycle may repeat many times before the hazard finally passes. Sometimes the first noticeable part (263) of the wave is the trough, which causes a recession of the water from shore, and people who have gone out to Hurricanes and Tropical Storms investigate this unusual exposure of the beach have been (264) Hurricanes, tropical storms and other major storms engulfed by the oncoming crest. Such an unexplained withdrawal of the sea should be considered as nature’s may cause considerable damage to marine structures, aids warning of an approaching wave. to navigation and moored vessels, resulting in submerged (271) Tsunamis do not have a season and do not occur debris in unknown locations. Fixed aids to navigation regularly or frequently. Yet they pose a major threat to the may have been damaged or destroyed. Buoys may have coastal populations of the Pacific and other world oceans been moved from charted positions, damaged, sunk, and seas. Nothing can be done to prevent them, but their extinguished or otherwise made inoperative. Mariners adverse impact can be reduced with proper planning. The should not rely upon the position or operation of an aid loss of life and property can be lessened if shipmasters to navigation. Charted soundings, channel depths and shoreline may not reflect actual conditions following these storms. Wrecks and submerged obstructions may have been displaced from charted locations. Pipelines may have become uncovered or moved. Mariners are

 U.S. Coast Pilot 2, Chapter 1    ¢    21 and others acquaint themselves with the behavior of these (278) waves so that intelligent action can be taken when they become imminent. Immersion Hypothermia (272) NOAA oversees the U.S. Tsunami Program with its mission to provide a 24-hour detection and warning (279) Immersion hypothermia is the loss of heat when a system and increase public awareness about the threat body is immersed in water. With few exceptions, humans of tsunamis. The NOAA National Weather Service die if their core temperature of approximately 99.7° F operates two tsunami warning centers The West Coast/ drops below 78.6° F. Cardiac arrest is the most common Alaska Tsunami Warning Center in Palmer, Alaska: direct cause of death. During prolonged immersion, the wcatwc.arh.noaa.gov, and the Richard H. Hagemeyer main threat to life is cold or cold and drowning combined. Pacific Tsunami Warning Center in ‘Ewa Beach, Hawaii: ptwc.weather.gov. These centers continuously monitor (279) <279-280 Deleted> data from seismological and tidal stations, evaluate (280) earthquakes that have the potential to generate tsunamis and disseminate tsunami information and warning SURVIVAL TIME VERSUS WATER TEMPERATURE bulletins to government authorities and the public. (273) Atsunami warning is issued when a potential tsunami Water Temperature (°F) Exhaustion or Expected Time of with significant inundation is imminent or expected. Unconsciousness Survival Warnings alert the public that widespread, dangerous coastal flooding accompanied by powerful currents is 32 15 minutes 15 to 45 minutes possible and may continue for several hours after arrival of the initial wave. Warnings also alert emergency 32 to 41 15-30 minutes 30 to 90 minutes management officials to take action for the entire tsunami hazard zone. When a tsunami warning has been issued, 41 to 50 30-60 minutes 1 to 3 hours use a NOAA Weather Radio or stay tuned to a Coast Guard emergency frequency station or a local radio or 50 to 59 1-2 hours 1 to 6 hours television station for updated emergency information. (274) <Deleted Paragraph> 59 to 68 2-7 hours 2 to 40 hours (274) 68 to 77 3-12 hours 3 hours to indefinite Storm Surge 77 and above indefinite indefinite (275) A considerable rise or fall in the level of the sea (281) The length of time that a human survives in water along a particular coast may result from strong winds depends on the water temperature and to a lesser extent and sharp change in barometric pressure. In cases where on the person’s behavior and body type. The table shows the water level is raised, higher waves can form with approximate human survival time in the sea. Body type can greater dept,h and the combination can be destructive to cause deviations, as small people become hypothermic low regions, particularly at high stages of tide. Extreme more rapidly than large people. The cooling rate can be low levels can result in depths which are considerably slowed by the person’s behavior and insulated gear. The less than those shown on nautical charts. This type of Heat Escape Lessening Posture (HELP) was developed wave occurs especially in coastal regions bordering on for those in the water alone and the huddle for small shallow waters which are subject to tropical storms. groups. Both require a PFD (personal flotation device), (276) Seiche is a stationary vertical wave oscillation with or life preserver. HELP involves holding the arms close a period varying from a few minutes to an hour or more to the body, keeping the thighs together, and raising the but somewhat less than the tidal periods. It is usually knees to protect the groin area. In the huddle, people attributed to external forces such as strong winds, changes face each other and keep their bodies as close together in barometric pressure, swells or tsunamis disturbing the as possible. These positions improve survival time to equilibrium of the water surface. Seiche is found both approximately two times that of a swimmer and one and in enclosed bodies of water and superimposed upon the a half times that of a person in the passive position. tides of the open ocean. When the external forces cause a short-period horizontal oscillation on the water, it is (282) Near-drowning victims in cold water (less than 70° called surge. F) are revivable for much longer periods than usual. Keys (277) <Deleted Paragraph> to a successful revival are immediate cardiopulmonary (277) The combined effect of seiche and surge sometimes resuscitation (CPR) and administration of pure oxygen. makes it difficult to maintain a ship in its position alongside Total re-warming is not necessary at first. The whole a pier even though the water may appear to be completely revival process may take hours and require medical help. undisturbed, and heavy mooring lines have been parted repeatedly under such conditions. Pilots advise taut lines (283) to reduce the effect of the surge. Wind Chill and Frostbite (284) When the body is warmer than its surroundings, it begins to lose heat. The rate of loss depends on barriers such as clothing and insulation, the speed of air movement and air temperature. Heat loss increases dramatically in moving air that is colder than skin temperature (91.4° F). Even a light wind increases heat loss, and a strong wind can lower the body temperature if the rate of loss is greater than the body’s heat replacement rate. (285) When skin temperature drops below 50° F, there is a marked constriction of blood vessels, leading to vascular

22    ¢    U.S. Coast Pilot 2, Chapter 1   stagnation, oxygen want and cellular damage. The first (293) <Deleted Paragraph> indication that something is wrong is a painful tingling. (294) Discharge of sewage in waters not designated as Swelling of varying extent follows, provided freezing has not occurred. Excruciating pain may be felt if the skin NDZs is regulated by the Marine Sanitation Device temperature is lowered rapidly, but freezing of localized Standard (see 40 CFR 140 in Chapter 2.) portions of the skin may be painless when the rate of (295) Additional information concerning the regulations change is slow. Possible effects of cold include cold may be obtained from water.epa.gov. allergy (welts), chilblains, which appear as reddened, warm, itching, swollen patches on the fingers and toes, and (296) trench foot and immersion foot, which present essentially the same picture. Both result from exposure to cold and Oil Spill Reporting lack of circulation. Wetness can add to the problem as (297) Reporting requirements for any oil discharge, water and wind soften the tissues and accelerate heat loss. (286) Frostbite usually begins when the skin temperature noxious liquid substance or harmful substance occurring falls within the range of 14° to 4° F. Ice crystals form in in waters under U.S. jurisdiction are found in 33 CFR the tissues and small blood vessels. The rate of heat loss 153, Subpart B (not in this Coast Pilot.) Any person in determines the rate of freezing, which is accelerated by charge of a vessel or an onshore/offshore facility must, as wind, wetness, extreme cold and poor blood circulation. soon as they have knowledge of any discharge of oil or Parts of the body susceptible to freezing are those with a hazardous substance, immediately notify the National surfaces large in relation to their volume, such as toes, Response Center (NRC) at 800-424-8802 or NRC@uscg. fingers, ears, nose, chin and cheeks. mil. (287) Injuries from the cold may, to a large extent, be prevented by maintaining natural warmth through the (298) use of proper footgear and adequate, dry clothing, by avoiding cramped positions and constricting clothing and Ocean Dumping by active exercise of the hands, legs and feet. (299) The Marine Protection Research and Sanctuaries (288) Act of 1972, as amended (33 USC 1401 et seq.), regulates the dumping of all material, except fish waste, MARINE POLLUTION into ocean waters. Radiological, chemical and biological warfare agents and other high level radioactive wastes (289) are expressly banned from ocean disposal. The USACE issues permits for the disposal of dredged spoils; the The Federal Water Pollution Control Act (Clean EPA is authorized to issue permits for all other dumping Water Act) activities. Surveillance and enforcement to prevent (290) <Deleted Paragraph> unlawful transportation of material for dumping or (290) The Federal Water Pollution Control Act (FWPCA) unlawful dumping under the Act has been assigned to or Clean Water Act (CWA) was passed to restore and the U.S. Coast Guard. The Act provides civil penalties maintain the chemical, physical and biological integrity of up to $50,000 and criminal penalties of up to $50,000 of the waters within the United States.. and/or one year imprisonment. (291) <Deleted Paragraph> (300) (291) SELECT NAVIGATION RULES No-Discharge Zones (292) Section 312 of the FWPCA gives the Environmental (301) Protection Agency (EPA) and States the authority to Improper use of searchlights designate certain areas as No-Discharge Zones (NDZ) for (301) <Deleted Paragraph> vessel sewage. Freshwater lakes, freshwater reservoirs (302) No person shall flash or cause to be flashed the or other freshwater impoundments whose entrances and exits prohibit traffic by regulated vessels (vessels rays of a searchlight or other blinding light onto the with installed toilets) are, by regulation, NDZs. Rivers bridge or into the pilothouse of any vessel underway. that do not support interstate navigation vessel traffic The International Code Signal “PG2” may be made by are also NDZs by regulation. Water bodies that can be a vessel inconvenienced by the glare of a searchlight in designated as NDZs by States and EPA include the Great order to apprise the offending vessel of the fact. Lakes and their connecting waterways, freshwater lakes and impoundments accessible through locks and other (303) flowing waters that support interstate navigation by vessels subject to regulation. Use of Radar (293) Inside NDZ waters, discharge of any sewage, (304) Navigation Rules, International-Inland, Rule 7, whether treated or untreated, is completely prohibited. states, in part, that every vessel shall use all available means appropriate to the prevailing circumstances and conditions to determine if risk of collision exists. If there is any doubt such risk shall be deemed to exist. Proper use shall be made of radar equipment if fitted and operational, including long-range scanning to obtain early warning of risk of collision and radar plotting or equivalent systematic observation of detected objects.

 U.S. Coast Pilot 2, Chapter 1    ¢    23 (305) This rule places an additional responsibility on with sufficient accuracy to navigate the scheme in vessels that are equipped and manned to use radar to do accordance with Rule 10 of the International Regulations so while underway during periods of reduced visibility for Preventing Collisions at Sea (72 COLREGS). without in any way relieving commanding officers of (316) General principles for navigation in Traffic the responsibility of carrying out normal precautionary Separation Schemes are as follows: measures. (317) 1. A ship navigating in or near a traffic separation scheme adopted by IMO shall in particular comply with (306) <Deleted Paragraph> Rule 10 of the 72 COLREGS to minimize the development (306) Navigation Rules, International-Inland, Rules 6, 7, of risk of collisions with another ship. The other rules of the 72 COLREGS apply in all respects, particularly the 8, and 19 apply to the use of radar. steering and sailing rules if risk of collision with another (307) <Deleted Paragraph> ship is deemed to exist. (318) 2. Traffic separation schemes are intended for use by (307) day and by night in all weather, ice-free waters or under light ice conditions where no extraordinary maneuvers or Danger signal assistance by icebreaker(s) is required. (308) <Deleted Paragraph> (319) 3. Traffic separation schemes are recommended for (308) Navigation Rules, International-Inland, Rule 34(d), use by all ships unless stated otherwise. Bearing in mind the need for adequate underkeel clearance, a decision to states that when vessels in sight of one another are use a traffic separation scheme must take into account approaching each other and from any cause either vessel the charted depth, the possibility of changes in the fails to understand the intentions or actions of the other seabed since the time of last survey and the effects of or is in doubt whether sufficient action is being taken meteorological and tidal conditions on water depths. by the other to avoid collision, the vessel in doubt shall (320) 4. A deep water route is an allied routing measure immediately indicate such doubt by giving at least five primarily intended for use by ships that require the use short and rapid blasts on the whistle. Such signal may be of such a route because of their draft in relation to the supplemented by a light signal of at least five short and available depth of water in the area concerned. Through rapid flashes. traffic to which the above consideration does not apply should, if practicable, avoid following deep water routes. (309) When using a deep water route mariners should be aware of possible changes in the indicated depth of water due to Narrow channels meteorological or other effects. (310) Navigation Rules, International-Inland, Rule 9(b) (321) 5. The arrows printed on charts merely indicate the general direction of traffic; ships should not set their states that a vessel of less than 20 meters in length or a courses strictly along the arrows. sailing vessel shall not impede the passage of a vessel (322) 6. Vessels should, so far as practicable, keep clear of that can safely navigate only within a narrow channel or a traffic separation line or separation zone. fairway. (323) 7. Vessels should avoid anchoring in a traffic separation scheme or in the area near its termination. (311) (324) 8. The signal “YG” meaning “You appear not to be complying with the traffic separation scheme” is provided REGULATED WATERS in the International Code of Signals for appropriate use. (325) Note–Several governments administering Traffic (312) Separation Schemes have expressed their concern to IMO about the large number of infringements of Traffic Separation Schemes (Traffic Lanes) Rule 10 of the 72 COLREGS and the dangers of such (313) To increase the safety of navigation, particularly contraventions to personnel, vessels and environment. Several governments have initiated surveillance of traffic in converging areas of high traffic density, routes separation schemes for which they are responsible and incorporating traffic separation have been adopted by are providing documented reports of vessel violations the IMO in certain areas of the world. In the interest of to flag states. As in the past, the U.S. Coast Guard will safe navigation, it is recommended that through traffic investigate these reports and take appropriate action. use these schemes, as far as circumstances permit, by day Mariners are urged to comply at all times with the 72 and by night and in all weather conditions. COLREGS. (314) An area to be avoided (ATBA) is a routing measure (326) 9. Notice of temporary adjustments to traffic comprising an area within defined limits, in which either separation schemes for emergencies or for accommodation navigation is particularly hazardous or it is exceptionally of activities which would otherwise contravene Rule important to avoid casualties, and which should be 10 or obstruct navigation may be made in Notices to avoided by all ships, or certain classes of ships. (315) The IMO is recognized as the only international body responsible for establishing and recommending measures on an international level concerning ships’ routing. In deciding whether or not to adopt or amend a traffic separation scheme, IMO will consider whether the scheme complies with the design criteria for traffic separation schemes and with the established methods of routing. IMO also considers whether the aids to navigation proposed will enable mariners to determine their position

24    ¢    U.S. Coast Pilot 2, Chapter 1   (332) Contiguous 1 nautical mile (nm) = 1852 meters Territorial Zone The High Seas Water column beyond national jurisdiction Sea Limited Baseline To outer edge of continental margin enforcement up to a maximum of 350nm from the 3nm TSB or 100nm beyond the 2,500m 12nm zone 24nm 200nm isobath, whichever is greatest Territorial Exclusive Economic Zone The Area State/ Sea Sovereign rights for exploring, exploiting, conserving and managing living and Territory non-living resources of the water column and Coastal Waters underlying continental shelf Sovereignty extends Continental Shelf to the air space, water column, seabed and subsoil allowing for the right of innocent passage To 200nm inherent sovereign rights for Beyond 200nm Seabed and subsoil non-living exploring and exploiting non-living submission required resources administered by the resources of seabed and subsoil, to the Commission International Seabed Authority plus sedentary species on the Limits of the Continental Shelf to confirm rights Scale of Rights Sovereign Sovereign rights to the water Sovereign rights to No national rights Territory column and continental shelf the continental shelf 09-3603-1 Figure 1: Offshore extent of the maritime zones recognized under international law Mariners. Temporary adjustments may be in the form of Two-way Route a precautionary area within a traffic lane or a shift in the location of a lane. In the Strait of Juan de Fuca (327) 10. The IMO approved routing measures which affect shipping in or near U.S. waters are: (329) When approved or established, traffic separation (328) scheme details are announced in Notice to Mariners and later depicted on appropriate charts and included in the Traffic Separation Schemes U.S. Coast Pilot. Portland, Maine (approaches to) (330) Boston, Massachusetts (approaches to) Narragansett Bay, Rhode Island (approaches to) Maritime Zones Buzzards Bay, Massachusetts (approaches to) (331) The maritime zones recognized under international New York, New York Delaware Bay law include internal waters, territorial sea, contiguous Chesapeake Bay (approaches to) zone, exclusive economic zone, continental shelf, the Cape Fear River (approaches to) high seas and the Area (see Figure 1). The following Galveston Bay (approaches to) zones are depicted on NOAA's nautical charts: internal Off San Francisco, California waters, territorial sea, contiguous zone and exclusive Los Angeles/Long Beach, California (approaches to) economic zone. The limits of these zones are subject to Strait of Juan de Fuca (approaches to and in) modification as depicted on future charts; limits shown Puget Sound (approaches to and in) on the most recent chart edition take precedence. Haro Strait, Boundary Pass and the Strait of Georgia Prince William Sound, Alaska (333) Areas to be Avoided Internal Waters (334) Internal waters are the waters (harbors, bays and In the region of Nantucket Shoals In the vicinity of Northeast Gateway Energy Bridge Deepwater Port rivers) on the landward side of the baseline from which In the great South Channel the breadth of the territorial sea is measured. The United Off the Florida coast (adjacent to the Florida Keys) States has full sovereignty over its internal waters and At Louisiana Offshore Oil Port (LOOP) in the Gulf of Mexico ports as if they were part of its land territory. NOAA's Off the California coast (in the region of the Channel Islands) nautical charts depict the baseline from which the limits Off the Washington coast of the U.S. territorial sea, contiguous zone and exclusive In the region of the Northwest Hawaiian Islands economic zone are measured as well as the Three Nautical Surrounding the Alleutian Island Archipelago, Alaska No Anchoring Areas In the vicinity of Northeast Gateway Energy Bridge Deepwater Port In the vicinity of Neptune Deepwater Port Flower Garden Banks Tortugas Ecological Reserve and the Tortugas Bank (Florida Keys) West Cameron area of northwestern Gulf of Mexico Recommended Tracks Off the California coast (off Monterey Bay for vessels 300 gross tons or more and vessels carrying harzardous cargo in bulk)

 U.S. Coast Pilot 2, Chapter 1    ¢    25 Mile Line and Natural Resources Boundary, as described No. 5030 of March 10, 1983 and Federal Register, volume below. 60 - number 163, August 23, 1995, “Exclusive Economic Zone and Maritime Boundaries: Notice of Limits”) As (335) such, the exclusive economic zone overlaps the 12 nm-24 nm contiguous zone. Territorial Sea (341) Within the EEZ, the U.S. has (a) sovereign rights (336) The territorial sea of the United States extends for the purpose of exploring, exploiting, conserving and managing natural resources, whether living and beyond the land territory and internal waters and nonliving, of the seabed and subsoil and the superjacent also includes the Commonwealth of Puerto Rico, waters and with regard to other activities for the Guam, American Samoa, the U.S. Virgin Islands, the economic exploitation and exploration of the zone, such Commonwealth of the Northern Mariana Islands and as the production of energy from the water, currents and any other territory or possession over which the United winds; (b) jurisdiction as provided for in international and States exercises sovereignty. (Presidential Proclamation domestic laws with regard to the establishment and use No. 5928. December 27, 1988.) The United States of artificial islands, installations, and structures, marine exercises sovereignty over the territorial sea that extends scientific research, and the protection and preservation of to the airspace over the area and to the bed and subsoil. the marine environment; and (c) other rights and duties Under customary international law as reflected in the provided for under international and domestic laws. 1982 United Nations Convention on the Law of the (342) Note: In certain U.S. fisheries laws, the term Sea (UNCLOS), the territorial sea of the United States “exclusive economic zone” (EEZ) is used. While its extends to 12 nautical miles (nm) from the baseline from outer limit is the same as the EEZ on NOAA charts, the which the breadth of the territorial sea is measured; inner limit generally extends landward to the seaward determined in accordance with international law except boundary of the coastal states of the U.S. as otherwise established in a maritime boundary treaty of the United States. While the United States may adopt (343) certain laws and regulations, vessels of all countries navigating through the territorial sea enjoy the right of Three Nautical Mile Line innocent passage; vessels and aircraft of all countries (344) The Three Nautical Mile Line, as measured from the enjoy the right of transit passage through international straits. territorial sea baseline and previously identified as the outer limit of the U.S. territorial sea, is retained on charts (337) because it continues to be used in certain Federal laws. (345) Note: Since the “coast line,” a term used in the Contiguous Zone Submerged Lands Act, and the baseline are determined (338) The contiguous zone of the United States is a using the same criteria under international law, the Three Nautical Mile Line is generally the same as the zone measured 24 nm from the territorial sea baseline seaward boundary of states under the Submerged Lands and is contiguous to the territorial sea of the United Act. There are exceptions; therefore, the Three Nautical States, including the Commonwealth of Puerto Rico, Mile Line does not necessarily depict the seaward limit Guam, American Samoa, the U.S. Virgin Islands, the of states under the Submerged Lands Act. Commonwealth of the Northern Mariana Islands and any other territory or possession over which the United (346) States exercises sovereignty. (Presidential Proclamation No. 7219. August 2, 1999.) Under customary law as Natural Resources Boundary reflected in UNCLOS, the U.S. may exercise the control (347) The 9 nm Natural Resources Boundary is the necessary to prevent infringement of its customs, fiscal, immigration or sanitary laws and regulations within its seaward limit of the submerged lands of Puerto Rico, territory or territorial sea and to punish infringement of Texas and the Gulf coast of Florida. It coincides with the these laws and regulations committed within its territory inner limit of the U.S. outer continental shelf under the or territorial sea. The United States may also prescribe Outer Continental Shelf Lands Act. and enforce laws against foreign flagged vessels and nationals to protect the underwater cultural heritage to (348) the outer boundary of the contiguous zone (24 nm). Notification of Arrival and Vessel Response Plans (339) (349) A Notification of Arrival (NOA) must be submitted Exclusive Economic Zone by all U.S. and foreign vessels bound for or departing (340) The exclusive economic zone of the United States from ports or places in the United States. (See 33 CFR 160 – Subpart C, Chapter 2). Additionally, tank vessels extends no more than 200 nm from the territorial sea and non-tank vessels are required to submit an oil spill baseline and is adjacent to the 12 nm territorial sea of the response plan. (See 33 CFR 155– Subparts D and J, not United States, including the Commonwealth of Puerto contained in this Coast Pilot.) Rico, Guam, American Samoa, the U.S. Virgin Islands, the Commonwealth of the Northern Mariana Islands and (350) any other territory or possession over which the United States exercises sovereignty. (Presidential Proclamation Marine Protected Area (MPA) (351) Marine ProtectedAreas (MPAs) are particular places in ocean, coastal and estuarine ecosystems where vital

26    ¢    U.S. Coast Pilot 2, Chapter 1   natural and cultural resources are given greater protection (358) than in surrounding waters. MPAs have been established in the U.S. for more than a century. Currently, there are DEPARTMENT OF COMMERCE over 1,700 MPAs in U.S. marine waters and the Great Lakes, with levels of protection ranging from a few \"no- (359) take\" areas that prohibit all extractive uses to the more common multiple use areas that allow vessel access, National Oceanic and Atmospheric Administration anchoring, fishing and non-consumptive activities. MPAs (NOAA) are managed by dozens of Federal, state, tribal and local (360) The National Oceanic and Atmospheric authorities. For detailed information on MPA locations, Administration (NOAA) conducts research and gathers types, interactive map, purposes and legal restrictions, data about the global oceans, atmosphere, space and sun, visit marineprotectedareas.noaa.gov. and applies this knowledge to improve our understanding and stewardship of the environment. (352) (361) NOAA provides services to the nation and the public through five major organizations: the National Ocean Archaeological Resource Preservation Service; the National Weather Service; the National (353) Under Federal and state laws it is illegal to destroy, Marine Fisheries Service; the National Environmental Satellite, Data and Information Service (NESDIS); and deface, collect, transport, sell or trade archaeological, NOAA Research; and numerous special program units. cultural, submerged and historic resources without In addition, NOAA research and operational activities are authorization.Applicable laws include, but are not limited supported by the Nation’s seventh uniformed service, the to, the Historic Sites Act, the Archaeological Resource NOAA Corps, a commissioned officer corps of men and Protection Act, the National Historic Preservation Act women who operate NOAA ships and aircraft and serve the Abandoned Shipwreck Act, and the Sunken Military in scientific and administrative positions. Craft Act. These laws protect archaeological resources on lands administered by the National Park Service, U.S. (362) Fish and Wildlife Service, Bureau of Land Management, and National Marine Sanctuaries as well as state, private National Ocean Service (NOS) and Native lands. (363) The National Ocean Service's primary concern is (354) the health and safety of our Nation's coastal and oceanic environment. Within NOS, the Office of Coast Survey DEPARTMENT OF AGRICULTURE is responsible for producing and maintaining the suite of over 1000 nautical charts and the Coast Pilots that (355) cover the coastal waters of the U.S. and its territories. Nautical charts are published primarily for the use of Animal and Plant Health Inspection Service the mariner but serve the public interest in many other (356) The Animal and Plant Health Inspection Service ways. Cartographers in Coast Survey receive and compile information from a variety of government and is responsible for protecting the Nation’s animal non-governmental sources for portrayal on nautical population, food and fiber crops and forests from invasion charts and the Coast Pilots. In addition, Coast Survey by foreign pests. They administer agricultural quarantine hydrographers, as well as private contractors, conduct and restrictive orders issued under authority provided in new surveys that are used to update these products. The various acts of Congress. The regulations prohibit or principal facilities of Coast Survey are located at NOAA restrict the importation or interstate movement of live headquarters in Silver Spring, MD; Norfolk, VA (Marine animals, meats, animal products, plants, plant products, Operations Center Atlantic); and Seattle, WA (Western soil, injurious insects, and associated items that may Regional Center). introduce or spread plant pests and animal diseases which (363) <Deleted Paragraph> may be new to or not widely distributed within the United (364) The Center for Operational Oceanographic States or its territories. Inspectors examine imports at Products and Services (CO-OPS) collects and ports of entry as well as the vessel, its stores and crew or distributes observations and predictions of water levels passenger baggage. and currents to ensure safe, efficient and environmentally (357) The Service also provides an inspection and sound maritime commerce. Users can find a variety of certification service for exporters to assist them in information, including water level, tidal predictions, meeting the quarantine requirements of foreign countries. observed water levels and currents data, tides online (See Appendix A for a list of ports where agricultural (including a listing of all water level stations currently in inspectors are located and inspections conducted.) storm surge mode), sea levels online, Great Lakes online and PORTS at tidesandcurrents.noaa.gov. (365) PORTS® (Physical Oceanographic Real-Time System) is a centralized data acquisition and dissemination system that provides real-time water levels, currents and other oceanographic and meteorological data from bays

 U.S. Coast Pilot 2, Chapter 1    ¢    27 and harbors. This information is provided via telephone (369) Caution–When using the Tide Tables, slack water voice response (for most ports) and the Internet. Accurate should not be confused with high or low water. For ocean real-time water level information allows U.S. port stations there is usually little difference between the time authorities and maritime shippers to make sound decisions of high or low water and the beginning of ebb or flood regarding loading of tonnage (based on available bottom currents, but for places in narrow channels, landlocked clearance), maximizing loads, and limiting passage harbors or on tidal rivers, the time of slack current may times, without compromising safety. differ by several hours from the time of high or low water. (366) There are PORTS in several areas of the United The relation of the times of high or low water to the States—the table below lists the ports and the telephone turning of the current depends upon a number of factors, number for voice access to the PORTS data. so that no simple general rule can be given. (To obtain the (367) times of slack water, refer to the Tidal Current Tables.) Port or Waterway Voice Access Phone Number (370) Tidal Current Tables for the coasts of the United States are computed annually by NOAA and published Cape Cod, MA Not Available in October for the upcoming year. These tables include Charleston Harbor, SC 855–216–2137 daily predictions of the times of slack water and the times 888–817–7794 and velocities of strength of flood and ebb currents for Cherry Point, WA 866–247–6787 a number of waterways, together with differences for Chesapeake Bay North 866–247–6787 obtaining predictions for numerous other places. Also Chesapeake Bay South 800–376–1192 included is other useful information such as a method for 866–307–6787 obtaining the velocity of current at any time, duration of Cuyahoga, OH 866–447–6787 slack, coastal tidal currents, wind currents, combination Delaware Bay 855–876–5015 of currents and current diagrams. Some information on Houston/Galveston, TX 855–901–1549 the Gulf Stream is included in the tables for the Atlantic Humboldt Bay, CA 888–817–7692 coast. Jacksonville, FL Not Available Lake Charles, LA 888–537–6787 (371) NOAATide Tables and Tidal Current Tables for U.S. Los Angeles/Long Beach, CA 888–817–7767 waters contain the text of all active Notice to Mariners Lower Columbia River 888–524–9765 which affect the accuracy and use of tide and tidal current Lower Mississippi River 888–270–6145 predictions they contain. (See Appendix A for list of Matagorda Bay, TX 877–847–6787 NOAA Tide and Tidal Current Tables.) 888–312–4113 Miami, FL 866–757–6787 (372) Many local publishers and printers throughout the Mobile Bay, AL 888–807–6787 country publish regional and localized tide and tidal Morgan City, LA 855–626–0509 current predictions in booklet, calendar and other formats. Narragansett Bay, RI 866–217–6787 The data printed in these local and regional publications New Haven, CT 888–257–1857 is, in many cases, obtained directly from NOAA. For New London, CT 855–687–2084 availability of localized prediction tables consult marinas New York/New Jersey Harbor 866–257–6787 and marine supply companies in your area. Pascagoula, MS 888–257–1859 Port Fourchon, LA 866–727–6787 (373) Port of Anchorage, AK 855–907–3136 Sabine Neches, TX 301–713–9596 National Weather Service (NWS) San Francisco Bay 888–607–6787 Savannah, GA 866–827–6787 (374) Soo Locks, MI Tacoma, WA National Data Buoy Center Meteorological Buoys Tampa Bay, FL (375) The National Data Buoy Center (NDBC) deploys (368) Tide Tables are computed annually by NOAA moored meteorological buoys that provide weather data and published in October for the upcoming year. These directly to the mariner as well as to marine forecasters. tables include predicted times and heights of high and (376) These buoys have a watch circle radius (WCR) of low waters for every day in the year for a number of 2,000 to 4,000 yards from assigned position (AP). In reference stations and differences for obtaining similar addition, any mooring in waters deeper than 1,000 feet predictions for numerous other places. They also include will have a floating “loop” or catenary that may be as other useful information such as a method of obtaining little as 500 feet below the surface. This catenary could heights of tide at any time, local mean time of sunrise and be anywhere within the buoy’s WCR. Any underwater sunset for various latitudes, reduction of local mean time activity within this radius may contact the mooring, to standard time and time of moonrise and moonset for causing a failure. various ports. (377) To avoid cutting or damaging a mooring, mariners are urged to exercise extreme caution when navigating in the vicinity of meteorological buoys and to remain well clear of the watch circle. If a mooring is accidentally contacted or cut, please notify NDBC at 228-688-2835 or 228-688-2436.

28    ¢    U.S. Coast Pilot 2, Chapter 1   (378) For further information relating to these buoys visit flags, pennants and lights of the Coastal Warning ndbc.noaa.gov. Display program. These displays are meant to warn the public of approaching storm conditions and visually (379) communicate that citizens should take personal responsibility for individual safety in the face of an Marine Weather Forecasts approaching storm. Anyone observing the signals (380) The NWS provides marine weather forecasts and displayed by the program is urged to tune to the NWS radio broadcasts for the latest information. (See National warnings for the U.S. coastal waters, the Great Lakes, Weather Service Coastal Warning Displays illustration offshore waters and high seas areas. Scheduled marine for additional information.) forecasts are issued four times daily from National (386) NWS marine weather products are also disseminated Weather Service Offices with local areas of responsibility to marine users through the broadcast facilities of the around the United States, Guam, American Samoa and Coast Guard, Navy and commercial marine radio stations. Puerto Rico. (See Appendix A for NWS Offices located Details on these broadcasts including times, frequencies in the area covered by this Coast Pilot.) and broadcast content are listed on the NWS internet (381) Typically, the forecasts contain information on wind site, Marine Product Dissemination Information, nws. speed and direction, wave heights, visibility, weather noaa.gov/om/marine/home.htm. and a general synopsis of weather patterns affecting (387) Ships of all nations share equally in the effort to the region. The forecasts are supplemented with special report weather observations. These reports enable marine warnings and statements, radar summaries, marine meteorologists to create a detailed picture of wind, observations, small-craft advisories, gale warnings, wave and weather patterns over the open waters that no storm warnings and various categories of tropical cyclone other data source can provide and upon which marine warnings, e.g., tropical depression, tropical storm and forecasts are based. The effectiveness and reliability of hurricane warnings. Specialized products such as coastal these forecasts and warnings plus other services to the flood, seiche, and tsunami warnings, heavy surf advisories, marine community are strongly linked to the observations low water statements, ice forecasts and outlooks and lake received from mariners. There is an especially urgent shore warnings and statements are issued as necessary. need for ship observations in the coastal waters, and the (For further information, go to nws.noaa.gov/om/marine/ NWS asks that these be made and transmitted whenever home.htm.) possible. Many storms originate and intensify in coastal (382) The principal means of disseminating marine areas. There may be a great difference in both wind weather services and products in coastal areas is direction and speed between the open sea, the offshore NOAA Weather Radio. This network of more than waters and on the coast itself. 900 transmitters, covering all 50 states, adjacent coastal (388) Information on how ships, commercial fishermen, waters, Puerto Rico, the U.S. Virgin Islands and the offshore industries and others in the coastal zone may U.S. Pacific Territories, is operated by the NWS and participate in the marine observation program is available provides continuous broadcasts of weather information from National Weather Service Port Meteorological for the general public. These broadcasts repeat recorded Officers (PMOs). PMOs are located in major U.S. port messages every 4 to 6 minutes. Messages are updated cities where they visit ships in port to assist masters periodically, usually every 2-3 hours and amended as and mates with the weather observation program, required to include the latest information. When severe provide instruction on the interpretation of weather weather threatens, routine transmissions are interrupted charts, calibrate barometers and other meteorological and the broadcast is devoted to emergency warnings. (See instruments and discuss marine weather communications Appendix A for NOAA Weather Radio Stations covered and marine weather requirements affecting the ships’ by this Coast Pilot.) operations. (For further information on the Voluntary (383) <Deleted Paragraph> Observing Ship Program and PMOs, go to vos.noaa.gov.) (383) In coastal areas, the programming is tailored to the needs of the marine community. Each coastal marine (389) forecast covers a specific area. For example, “Cape Henlopen to Virginia Beach, out 20 miles.” The broadcast Space Weather Prediction Center (SWPC) range is about 40 miles from the transmitting antenna site, (390) The Space Weather Prediction Center provides real- depending on terrain and quality of the receiver used. When transmitting antennas are on high ground, the range time monitoring and forecasting of solar and geophysical is somewhat greater, reaching 60 miles or more. Some eventsthatimpactsatellites,powergrids,communications, receivers are equipped with a warning alert device that navigation and many other technological systems. (See can be turned on by means of a tone signal controlled Space Weather Prediction Center in Appendix A.) by the NWS office concerned. This signal is transmitted for 13 seconds preceding an announcement of a severe (391) weather warning. (384) Marine weather warnings are displayed to small- National Environmental Satellite, Data, and Infor- craft operators and others within sight of the shore by the mation Service (NESDIS) (392) Among its functions, NESDIS archives, processes and disseminates the non-real-time meteorological and

 U.S. Coast Pilot 2, Chapter 1    ¢    29 (385) NATIONAL WEATHER SERVICE COASTAL WARNING DISPLAYS DAYTIME SIGNALS SMALL CRAFT GALE STORM HURRICANE ADVISORY WARNING WARNING WARNING NIGHT (LIGHT) SIGNALS SMALL CRAFT GALE STORM HURRICANE ADVISORY WARNING WARNING WARNING SMALL CRAFT ADVISORY: An advisory issued by coastal and Great Hawaii (HI), Samoa – Sustained winds 25 knots or greater and seas 10 Lakes Weather Forecast Offices (WFO) for areas included in the feet or greater. Coastal Waters Forecast or Nearshore Marine Forecast (NSH) products. Thresholds governing the issuance of small craft advisories are specific Guam and the Northern Mariana Islands – Sustained winds 22 to 33 knots to geographic areas. A Small Craft Advisory may also be issued when and/or combined seas of 10 feet or more. “Frequent gusts”are typically sea or lake ice exists that could be hazardous to small boats. There is long duration conditions (greater than 2 hours). no precise definition of a small craft. Any vessel that may be adversely affected by Small Craft Advisory criteria should be considered a small For a list of NWS Weather Offices by Region, refer to the following web- craft. Other considerations include the experience of the vessel operator, site: http://www.nws.noaa.gov/organization.php and the type, overall size, and sea worthiness of the vessel. There is no legal definition of “small craft”. The Small Craft Advisory is an advisory in GALE WARNING: To indicate winds within the range 34 to 47 knots are Coastal Waters and Nearshore forecasts for sustained winds, frequent forecast for the area. gusts, or sea/wave conditions, exceeding defined thresholds specific to geographic areas. A Small Craft Advisory may also be issued when sea or STORM WARNING: To indicate winds 48 knots and above, no matter how lake ice exists that could be hazardous to small boats. high the speed, are forecast for the area. However, if the winds are associ- ated with a tropical cyclone (hurricane), the STORM WARNING indicates Eastern (ME to SC, Lake Erie, Lake Ontario) – Sustained winds or that winds within the range 48-63 knots are forecast. frequent gusts ranging between 25 and 33 knots (except 20 to 25 knots, lower threshold area dependent, to 33 knots for harbors, bays, etc.) and/or HURRICANE WARNING: Issued only in connection with a tropical seas or waves 5 to 7 feet and greater, area dependent. cyclone (hurricane) to indicate that winds 64 knots and above are forecast for the area. Central (MN to OH) – Sustained winds or frequent gusts (on the Great Lakes) between 22 and 33 knots inclusive, and/or seas or waves greater NOTE: A “HURRICANE WATCH” is an announcement issued by the than 4 feet. National Weather Service via press and television broadcasts whenever a tropical storm or hurricane becomes a threat to a coastal area. The “Hur- Southern (GA to TX and Caribbean) – Sustained winds of 20 to 33 knots, ricane Watch” announcement is not a warning, rather it indicates that the and/or forecast seas 7 feet or greater that are expected for more than 2 hurricane is near enough that everyone in the area covered by the “Watch” hours. should listen to their radios for subsequent advisories and be ready to take precautionary action in case hurricane warnings are issued. Western (WA..CA) - Sustained winds of 21 to 33 knots, potentially in com- bination with wave heights exceeding 10 feet (or wave steepness values NOTE: A SPECIAL MARINE WARNING is issued whenever a severe local exceeding local thresholds). storm or strong wind of brief duration is imminent and is not covered by ex- isting warnings or advisories. No visual displays will be used in connection Alaska (AK) – Sustained winds or frequent gusts of 23 to 33 knots. A with the Special Marine Warning Bulletin; boaters will be able to receive small craft advisory for rough seas may be issued for sea/wave conditions thesespecial warnings by keeping tuned to a NOAA Weather Radio station deemed locally significant, based on user needs, and should be no lower or to Coast Guard and commercial radio stations that transmit marine than 8 feet. weather information.

30    ¢    U.S. Coast Pilot 2, Chapter 1   oceanographic data collected by government agencies (400) The USACE has general supervision of location, and private institutions. Marine weather observations are construction and manner of maintenance of all fishtraps, collected from ships at sea on a voluntary basis.About one weirs, pounds or other fishing structures in the navigable million observations are received annually at NESDIS’s waters of the United States. Where state and/or local National Climatic Center. They come from vessels controls are sufficient to regulate these structures, representing every maritime nation. These observations, including that they do not interfere with navigation, along with land data, are returned to the mariners in the USACE leaves such regulation to the state or local the form of climatological summaries and atlases for authority. (See 33 CFR 330 (not carried in this Pilot) coastal and ocean areas. They are available in such for applicable Federal regulations.) Construction permits NOAA publications as the U.S. Coast Pilot, Mariners issued by the Engineers specify the lights and signals Weather Log and Local Climatological Data, Annual required for the safety of navigation. Summary. They also appear in the National Geospatial- Intelligence Agency’s Pilot Chart Atlases and Sailing (401) Fish havens, artificial reefs constructed to attract Directions Planning Guides. fish, can be established in U.S. coastal waters only as authorized by a USACE permit; the permit specifies the (393) location, extent and depth over these mounds of rubble. DEPARTMENT OF DEFENSE (402) (394) Naval Observatory (403) The United States Naval Observatory (USNO) National Geospatial-Intelligence Agency (NGA) (395) The National Geospatial-Intelligence Agency provides a wide range of astronomical data and products and serves as the official source of time for the U.S. provides hydrographic, navigational, topographic, Department of Defense and a standard of time for and geodetic data, charts, maps and related products the entire United States. The USNO provides earth and services to the Armed Forces, other Federal orientation products such as the latest 24-hour and 48- Agencies, the Merchant Marine and mariners in general. hour sets of GPS satellite orbits, the latest determinations Publications include Sailing Directions, List of Lights, and predictions for polar motion and information for GPS Distances Between Ports, Radio Navigational Aids, users. The USNO also maintains a reference for precise International Code of Signals, American Practical time (USNO Master Clock) and monitors the GPS Navigator (Bowditch) and Notice to Mariners. (See NGA constellation. For extensive information on the USNO Procurement Information in Appendix A.) products available, visit www.usno.navy.mil or contact by telephone at 202-762-1467. (396) (404) Army Corps of Engineers (397) The U.S. Army Corps of Engineers has charge of DEPARTMENT OF HEALTH AND HUMAN SER- VICES the improvement of the rivers and harbors of the United States and of miscellaneous other civil works, which (405) include the administration of certain Federal laws enacted for the protection and preservation of navigable waters Food and Drug Administration (FDA) of the United States; the establishment of regulations (406) UndertheprovisionsoftheControlofCommunicable for the use, administration, and navigation of navigable waters; the establishment of harbor lines; the removal Diseases Regulations (21 CFR 1240) and Interstate of sunken vessels obstructing or endangering navigation; Conveyance Sanitation Regulations (21 CFR 1250), and the granting of permits for structures or operations vessel companies operating in interstate traffic must in navigable waters and for discharges and deposits of obtain potable water for drinking and culinary purposes dredged and fill materials in these waters. only at watering points found acceptable to the FDA. (398) Restricted areas in most places are defined and Water supplies used in watering point operations must regulations governing them are established by the also be inspected to determine compliance with applicable USACE. The regulations are enforced by the authority Interstate Quarantine Regulations (42 CFR 72). These designated in the regulations, and the areas are shown regulations are based on authority contained in the Public on the large-scale charts of the National Ocean Service. Health Service Act (PL 78–410). Penalties for violation Copies of the regulations may be obtained at the District of any regulation prescribed under authority of the Act offices of the USACE. The regulations also are included are provided for under Section 368 (42 USC 271) of the in the appropriate Coast Pilot. Act. (399) Information concerning the various ports, improvements, channel depths, navigable waters and the (407) condition of the Intracoastal Waterways in the areas under their jurisdiction may be obtained direct from the District Vessel Watering Points Engineer Offices. (See Appendix A for addresses.) (408) FDA annually publishes a list of Acceptable Vessel Watering Points. This list is available from most FDA offices or from Interstate Travel Sanitation Subprogram Center for Food Safety and Applied Nutrition, FDA

 U.S. Coast Pilot 2, Chapter 1    ¢    31 (HFF-312), 200 C Street SW, Washington, DC 20204. an immigration officer. A list of the offices covered by Current status of watering points can be ascertained this Coast Pilot is given in Appendix A. by contacting any FDA office. (See Appendix A for addresses.) (421) (409) U.S. Coast Guard (422) The U.S. Coast Guard has among its duties the Public Health Service (410) The Public Health Service administers foreign enforcement of the laws of the United States on the high seas and in coastal and inland waters of the U.S. and its quarantine procedures at U.S. ports of entry. possessions; enforcement of navigation and neutrality (411) All vessels arriving in the United States are subject laws and regulations; establishment and enforcement of navigational regulations upon the Inland Waters to public health inspection. Vessels subject to routine of the United States, including the establishment of a boarding for quarantine inspection are only those which demarcation line separating the high seas from waters have had on board during the 15 days preceding the date upon which U.S. navigational rules apply; administration of expected arrival or during the period since departure of the Oil PollutionAct of 1990, as amended; establishment (whichever period of time is shorter) the occurrence of any and administration of vessel anchorages; approval of death or ill person among passengers or crew (including bridge locations and clearances over navigable waters; those who have disembarked or have been removed). administration of the alteration of obstructive bridges; The master of a vessel must report such occurrences regulation of drawbridge operations; inspection of vessels immediately by radio to the quarantine station at or of the Merchant Marine; admeasurement of vessels; nearest the port at which the vessel will arrive. documentation of vessels; preparation and publication of (412) In addition, the master of a vessel carrying 13 or merchant vessel registers; registration of stack insignia; more passengers must report by radio 24 hours before port security; issuance of Merchant Marine licenses and arrival the number of cases (including zero) of diarrhea documents; search and rescue operations; investigation in passengers and crew recorded in the ship’s medical log of marine casualties and accidents and suspension during the current cruise. All cases that occur after the 24 and revocation proceedings; destruction of derelicts; hour report must also be reported not less than 4 hours operation of aids to navigation; publication of Light before arrival. Lists and Local Notices to Mariners; and operation of (413) Ill person means a person who: ice-breaking facilities. (414) 1. Has a temperature of 100°F (or 38°C) or greater, (423) Issuance of certificates of registry (more commonly accompanied by a rash, glandular swelling or jaundice, referred to as Certificates of Documentation) with or which has persisted for more than 48 hours; or endorsements indicating eligibility of vessels that (415) 2. Has diarrhea, defined as the occurrence in a 24 measure at least 5 net tons to engage in various trades hour period of three or more loose stools or of a greater for commercial vessels and certain recreational vessels than normal (for the person) amount of loose stools. that are numbered either by the Coast Guard or by a state (416) Vessels arriving at ports under control of the United having an approved numbering system (the latter is the States are subject to sanitary inspection to determine most common) and the administration of the various laws whether measures should be applied to prevent the pertaining thereto are functions of the Coast Guard and introduction, transmission or spread of communicable specifically the National Vessel Documentation Center. disease. Owners of vessels may obtain the necessary information (417) Specific public health laws, regulations, policies from the National Vessel Documentation Center either by and procedures may be obtained by contacting U.S. mail to the National Vessel Documentation Center, 792 Quarantine Stations, U.S. Consulates or the Chief T.J. Jackson Drive, Falling Waters, WV 25419-9502; via Program Operations, Division of Quarantine, Centers toll free number: 800-799-8362; or via the Internet at for Disease Control, Atlanta, GA 30333. (See Appendix uscg.mil/hq/cg5/nvdc. A for addresses of U.S. Public Health Service Quarantine Stations.) (424) (418) U.S. Customs and Border Protection (425) The U.S. Customs and Border Protection administers DEPARTMENT OF HOMELAND SECURITY certain laws relating to: (419) (426) – entry and clearance of vessels and permits for Citizenship and Immigration Services certain vessel movements between points in the United (420) The U.S. Citizenship and Immigration Service States (427) – prohibitions against coastwise transportation of (USCIS) is the federal agency that oversees lawful passengers and merchandise immigration to the United States. the Service enhances (428) – salvage security and improves the efficiency of national (429) – dredging and towing by foreign vessels immigration services by exclusively focusing on the (430) – certain activities of vessels in the fishing trade administration of benefit applications. No person may (431) – regular and special tonnage taxes on vessels enter the United States until they have been inspected by

32    ¢    U.S. Coast Pilot 2, Chapter 1   (432) – landing and delivery of foreign merchandise abating and controlling pollution on a systematic basis. (including unlading, appraisement, lighterage, drayage, The ocean dumping permit program of the EPA provides that except when authorized by permit, the dumping of warehousing and shipment in bond) any material into the ocean is prohibited by the “Marine Protection, Research, and Sanctuaries Act of 1972, Public (433) – collection of customs duties, including duty on Law 92–532,” as amended (33 USC 1401 et seq.). (443) Permits for the dumping of dredged material into imported pleasure boats and yachts and 50% duty on waters of the United States, including the territorial sea, and into ocean waters are issued by the U.S. Army Corps foreign repairs to American vessels engaged in trade of Engineers. Permits for the dumping of fill material into waters of the United States, including the territorial sea, (434) – customs treatment of sea and ship's stores while in are also issued by the U.S. Army Corps of Engineers. port and the baggage of crewmen and passengers Permits for the dumping of other material in the territorial sea and ocean waters are issued by the EPA. (435) – illegally imported merchandise (444) U.S. Army Corps of Engineers regulations relating (436) – remission of penalties or forfeiture if customs or to the above are contained in 33 CFR 323 and 324; EPA regulations are in 40 CFR 220 though 228. (See Disposal navigation laws have been violated. Sites, this chapter.) (445) Persons or organizations who want to file for an (437) Customs and Border Protection also cooperates application for an ocean dumping permit should write with many other Federal agencies in the enforcement the EPA Regional Office for the region in which the port of departure is located. (See Appendix A for addresses of of statutes for which they are responsible for. Customs regional offices and States in the EPA coastal regions.) (446) The letter should contain the name and address of the districts and ports of entry, including customs stations, applicant, name and address of person or firm, the name and usual location of the conveyance to be used in the are listed in Appendix A. transportation and dumping of the material involved, a physical description where appropriate, and the quantity (438) The Customs and Border Protection office may to be dumped and proposed dumping site. issue, without charge, a cruising license, normally valid (447) Everyone who writes EPA will be sent information for one year, to a yacht of a foreign country that has a about a final application for a permit as soon as possible. This final application is expected to include questions reciprocal agreement with the United States. A foreign about the description of the process or activity giving rise to the production of the dumping material, information yacht holding a cruising license is exempt from having on past activities of applicant or others with respect to the disposal of the type of material involved, and a to undergo formal entry and clearance procedures such as description about available alternative means of disposal of the material with explanations about why an alternative filing manifests and obtaining permits to proceed as well is thought by the applicant to be inappropriate. as from payment of tonnage tax and entry and clearance (448) fees at all but the first port of entry. These vessels must FEDERAL COMMUNICATIONS COMMISSION (FCC) not engage in trade, violate the laws of the United States (449) The Federal Communications Commission controls or visit a vessel not yet inspected by a Customs Agent and non-government radio communications in the United States, Guam, Puerto Rico and the Virgin Islands. does, within 24 hours of arrival at each port or place in Commission inspectors have authority to board ships to determine whether their radio stations comply with the United States, report the fact of arrival to the nearest international treaties, Federal laws and Commission regulations. The commission has field offices in the customhouse. Countries that have reciprocal agreements principal U.S. ports. (See Appendix A for addresses.) Information concerning ship radio regulations and service granting these privileges to U.S. yachts are: documents may be obtained from the Federal Communications Commission, Washington, DC 20554, (439) or from any of the field offices. Argentina Honduras (452) <452-456 Deleted> Australia Ireland Austria Italy Bahama Islands Jamaica Belguim Liberia Bermuda Marshall Islands Canada Netherlands Denmark New Zealand Finland Norway France Sweden Germany Switzerland Great Britain Turkey Greece (440) Further information concerning cruising licenses may be obtained from the headquarters port for the customs district in which the license is desired or at cbp. gov. U.S. yacht owners planning cruises to foreign ports may contact the nearest customs district headquarters as to customs requirements. (441) ENVIRONMENTAL PROTECTION AGENCY (EPA) (442) The U.S. EPA provides coordinated governmental action to ensure the protection of the environment by

 U.S. Coast Pilot 2, Chapter 1    ¢    33 (450) Measurements and Equivalencies nautical mile — 1,852 meters / 6,076.12 feet acre — 43,560 square feet / 4,046.82 square meters statute mile — 5,280 feet / 1,609.3 meters / 1.6093 kilometers gram — 0.0022046 pound (avoirdupois) / 0.035274 ounce cable — 0.1 nautical mile (CN) / 720 feet (US) meter — 39.37 inches / 3.281 feet / 1.0936 yards fathom — 6 feet / 1.8288 meters short ton — 2,000 pounds foot — 0.3048 meter long ton — 2,240 pounds inch — 2.54 centimeters metric ton — 2,204.6 pounds pound (avoirdupois) — 453.59 gram kilogram — 2.2 pounds kilometer — 1,000 meters liter — 1.0567 quarts knot — 1.6877 feet per second / 0.5144 meters per second barrel (petroleum) — 42 gallons (US) miles/hour (statute) — 1.466 feet per second / 0.44704 meters per second Conversion Factors meters — multiply by 3.2808 — feet meters — multiply by 1.094 — yards Linear meters — multiply by 0.0005399 — nautical miles statute miles — multiply by 0.86897 — nautical miles inches — muiltiply by 25.40 — millimeters statute miles — multiply by 1.6093 — kilometers inches — multiply by 2.540 — centimeters statute miles — multiply by 1,609.3 — meters centimeters — multiply by 0.032808 — feet nautical miles — multiply by 1.151 — statute miles feet — multiply by 30.48 — centimeters feet — multiply by 0.3048 — meters square feet — multiply by 0.0929 — square meters feet — multiply by 0.00016458 — nautical miles square feet — multiply by 0.00002296 — acres yard — multiply by 0.9144 — meters square meters — multiply by 10.764 — square feet square meters — multiply by 0.0002471 — acres Area meters — multiply by 0.54681 — fathoms acres — multiply by 4,046.9 — square meters meters — multiply by 3.2808 — feet acres — multiply by 43,560 — square feet acres — multiply by 0.404685 — hectare knots — multiply by 1.151 — miles/hour hectare — multiply by 2.471054 — acres knots — multiply by 0.5144 — meters/second hectare — multiply by 10,000 — square meters knots — multiply by 1.6878 — feet/second hectare — multiply by 1.07639x105 — square feet centimeters/second — multiply by 0.01944 — miles/hour centimeters/second — multiply by 0.02237 — miles/hour Depths centimeters/second — multiply by 0.032808 — feet/second fathoms — multiply by 1.8288 — meters long tons — multiply by 2,240 — pounds feet — multiply by 0.3048 — meters long tons — multiply by 1.12 — short tons long tons — multiply by 1.016 — metric tons Rate metric tons — multiply by 1,000 — kilograms metric tons — multiply by 0.9842 — long tons feet/second — multiply by 0.5925 — knots metric tons — multiply by 1.1023 — short tons feet/second — multiply by 0.6818 — miles/hour metric tons — multiply by 2,204.6 — pounds feet/second — multiply by 30.48 — centimeters/second statute miles/hour — multiply by 0.8689 — knots gallons (US) — multiply by 0.02381 — barrels (petroleum) statute miles/hour — multiply by 1.467 — feet/second gallons (US) — multiply by 3.7854 — liters statute miles/hour — multiply by 0.447 — meters/second liters — multiply by 0.26417 — gallons (US) Mass grams — multiply by 0.035275 — ounces grams — multiply by 0.002205 — pounds ounces — multiply by 28.349 — grams pounds — multiply by 0.45359 — kilograms short tons — multiply by 2,000 — pounds short tons — multiply by 0.89286 — long tons short tons — multiply by 0.9072 — metric tons Volume barrels (petroleum) — multiply by 42 — gallons (US) barrels (petroleum) — multiply by 158.99 — liters barrels (liquid, US) — multiply by 31.5 — gallons (US) barrels (liquid, US) — multiply by 26.229 — gallons (British) barrels (liquid, US) — multiply by 119.24 — liters

34    ¢    U.S. Coast Pilot 2, Chapter 1   (451) Tips for Boating Clean and Green • Practice Preventive Engine Maintenance. Keep your engine well tuned and practice preventative en- gine maintenance by regularly checking hoses and lines for chaffing or deterioration. • Use Oil Absorbents. Place and secure an oil absorbent under the engine and in the bilge. Avoid using bilge cleaners as they may get discharged overboard. It is illegal to use soap to disperse fuel and oil spills. Report oil and chemical spills by calling the EPA National Response Center at 800–424–8802. • Spill-Proof Your Fueling Practices. Use a spill proof system like a portable oil change pump to change your oil. Use oil absorbents when fueling and changing the oil. Do not top-off your fuel tank; leave it 10 percent empty to allow fuel to expand as it warms. • Reduce Greywater Discharges. Use shore-side facilities for laundry, showers and dish washing when- ever possible. Use only phosphate-free and biodegradable soaps. The legality of discharging greywater into a marina or within three miles off the coast varies from place to place. In some areas, there are local ordinances and codes that allow harbor patrol to issue citations for any discharge that is not “clean and clear”. To avoid any potential fines and to protect the aquatic environment, do not discharge greywater overboard. • Dispose of Hazardous Waste Properly: Recycle and properly dispose of absorbents, used oil, oil filters, paint, and batteries at your local household hazardous waste collection site. • Minimize boat cleaning and maintenance conducted on the water. Use more elbow grease. Use prod- ucts that are water-based, biodegradable, phosphate-free, and labeled as less toxic. Check out less toxic cleaning alternatives for all types of uses by visiting: http://www.coastal.ca.gov/ccbn/lesstoxic.html. Buy only the amount that you need and use products for spot cleaning only. Properly handle and store materi- als. Dispose of hazardous waste legally and safely. • Reduce Discharges from Bottom Paints. Consider alternative, non-biocide hull coatings. Clean the bot- tom with a soft, non-abrasive sponge. Use hull cleaning companies who use green management practices such as monitoring their divers and using non-abrasive scrubbing agents that do not release paint into the water. For more information visit: http://www.ucanr.org/sites/coast. • Stow it, Don’t Throw it. Keep your trash on-board. Recycle plastic, glass, metal, and paper. Avoid excess packaging. • Dump at the Pump! It is illegal to discharge untreated sewage anywhere within the three-mile territorial limit including lakes, rivers, reservoirs or coastal waters. Never discharge treated sewage into “restricted waters” such as a marina, swimming/wading areas, a sanctuary, poorly flushed areas, lakes, reservoirs, or freshwater impoundments and federal No Discharge Zones. Use sewage pumpouts, dump stations, or mobile-pumpout services. • Prevent the Spread of Aquatic Invasive Species. Before leaving any body of water, examine your boat and equipment and remove any visible mud, plants, or animals before transporting equipment. Never release plants or animals into a body of water or storm drains unless they came out of that body of water. Clean and dry anything that came in contact with the water. For cleaning procedures visit: http://www.protectyourwaters.net/ For hazardous waste recycling or collection centers call 800–CLEAN–UP or visit http://www.earth911.org

 U.S. Coast Pilot 2, Chapter 2    ¢    35 Navigation Regulations (1) This chapter contains extracts from Code of Federal (6) United States Coast Guard—33 CFR 26, 80, 81, Regulations (CFR) that are of importance to mariners 82, 88, 89, 90, 110, 117, 157, 160, 161, 162, 164, 165, in the area covered by this Coast Pilot. Sections of little 166, 167 and 169; 46 CFR 15 value to the mariner are sometimes omitted. Omitted sections are signified by the following [...] (7) United States Army Corps of Engineers—33 CFR 207 and 334 (2) Extracts from the following titles are contained in this chapter. (8) Environmental Protection Agency—40 CFR 140 (3) (9) Title 33: Navigation and Navigable Waters TITLE 33–NAVIGATION AND NAVIGABLE WA- Part 26—Vessel Bridge-to-Bridge Radiotelephone Regulations TERS Part 80—COLREGS Demarcation Lines Part 81—72 COLREGS: Implementing Rules (10) Part 82—72 COLREGS: Interpretive Rules Part 88—Annex V: Pilot Rules Part 26–Vessel Bridge-to-Bridge Radiotele- Part 89—Inland Navigation Rules: Implementing Rules phone Regulations Part 90—Inland Rules: Interpretive Rules Part 110—Anchorage Regulations (11) Part 117—Drawbridge Operation Regulations §26.01 Purpose. Part 157—Rules for the Protection of the Marine Environment (12) (a) The purpose of this part is to implement the Relating to Tank Vessels Carrying Oil in Bulk provisions of theVessel Bridge-to-Bridge Radiotelephone Part 160—Ports and Waterways Safety-General Act. This part– Part 161—Vessel Traffic Management (13) (1) Requires the use of the vessel bridge-to-bridge Part 162—Inland Waterways Navigation Regulations radiotelephone; Part 164—Navigation Safety Regulations (in part) (14) (2) Provides the Coast Guard’s interpretation of the Part 165—Regulated Navigation Areas and Limited Access Areas meaning of important terms in the Act; Part 166—Shipping Safety Fairways (15) (3) Prescribes the procedures for applying for an Part 167—Offshore Traffic Separation Schemes exemption from the Act and the regulations issued under Part 169—Ship Reporting Systems the Act and a listing of exemptions. Part 207—Navigation Regulations (16) (b) Nothing in this part relieves any person from the Part 334—Danger Zones and Restricted Area Regulations obligation of complying with the rules of the road and the Title 40: Protection of Environment applicable pilot rules. Part 140—Marine Sanitation Device Standard Title 46: Shipping (17) Part 15—Manning Requirements Title 50: Wildlife and Fisheries §26.02 Definitions. Part 222—General Endangered and Threatened Marine Species (18) For the purpose of this part and interpreting the Act– Part 224—Endangered Marine and Anadromous Species (19) Act means the “Vessel Bridge-to-Bridge Part 226—Designated Critical Habitat Radiotelephone Act”, 33 U.S.C. sections 1201–1208; (4) These regulations can only be amended by the (20) Length is measured from end to end over the deck enforcing agency or other authority cited in the regulations. Accordingly, requests for changes to these regulations excluding sheer; should be directed to the appropriate agency for action. (21) Power-driven vessel means any vessel propelled by In those regulations where the enforcing agency is not cited or is unclear, recommendations for changes should machinery; and be directed to the following Federal agencies for action: (22) Secretary means the Secretary of the Department in (5) National Oceanic and Atmospheric which the Coast Guard is operating; Administration—50 CFR 222, 224 and 226 (23) Territorial sea means all waters as defined in §2.22(a) (1) of this chapter. (24) Towing vessel means any commercial vessel engaged in towing another vessel astern, alongside, or by pushing ahead. (25) Vessel Traffic Services (VTS) means a service implemented under Part 161 of this chapter by the United States Coast Guard designed to improve the safety and

36    ¢    U.S. Coast Pilot 2, Chapter 2   efficiency of vessel traffic and to protect the environment. (39) (2) The Mississippi River-Gulf Outlet from the The VTS has the capability to interact with marine traffic territorial sea boundary, and within the Mississippi and respond to traffic situations developing in the VTS River-Gulf outlet Safety Fairway specified in 33 CFR area. 166.200, to that channel’s junction with the Inner Harbor (26) Vessel Traffic Service Area or VTS Area means the Navigation Canal; and geographical area encompassing a specific VTS area of service as described in Part 161 of this chapter. This area (40) (3) The full length of the Inner Harbor Navigation of service may be subdivided into sectors for the purpose Canal from its junction with the Mississippi River to that of allocating responsibility to individual Vessel Traffic canal’s entry to Lake Pontchartrain at the New Seabrook Centers or to identify different operating requirements. vehicular bridge. (27) Note: Although regulatory jurisdiction is limited to the navigable waters of the United States, certain vessels (41) (f) In addition to the radiotelephone required by will be encouraged or may be required, as a condition of paragraph (b) of this section, each vessel described in port entry, to report beyond this area to facilitate traffic paragraph (a) of this section while transiting any waters management within the VTS area. within a Vessel Traffic Service Area, must have on board a radiotelephone capable of transmitting and receiving (28) on the VTS designated frequency in Table 161.12(c) (VTS and VMRS Centers, Call Signs/MMSI, Designated §26.03 Radiotelephone required. Frequencies, and Monitoring Areas). (29) (a) Unless an exemption is granted under §26.09 and (42) Note:Asingle VHF-FM radio capable of scanning or except as provided in paragraph (a)(4) of this section, this sequential monitoring (often referred to as “dual watch” part applies to: capability) will not meet the requirements for two radios. (30) (1) Every power-driven vessel of 20 meters or over in length while navigating; (43) (31) (2) Every vessel of 100 gross tons and upward carrying one or more passengers for hire while navigating; §26.04 Use of the designated frequency. (32) (3) Every towing vessel of 26 feet or over in length (44) (a) No person may use the frequency designated while navigating; and (33) (4) Every dredge and floating plant engaged in or by the Federal Communications Commission under near a channel or fairway in operations likely to restrict or section 8 of the Act, 33 U.S.C. 1207(a), to transmit any affect navigation of other vessels except for an unmanned information other than information necessary for the safe or intermittently manned floating plant under the control navigation of vessels or necessary tests. of a dredge. (45) (b) Each person who is required to maintain a (34) (b) Every vessel, dredge, or floating plant described listening watch under section 5 of the Act shall, when in paragraph (a) of this section must have a radiotelephone necessary, transmit and confirm, on the designated on board capable of operation from its navigational frequency, the intentions of his vessel and any other bridge, or in the case of a dredge, from its main control information necessary for the safe navigation of vessels. station, and capable of transmitting and receiving on the (46) (c) Nothing in these regulations may be construed frequency or frequencies within the 156-162 Mega-Hertz as prohibiting the use of the designated frequency to band using the classes of emissions designated by the communicate with shore stations to obtain or furnish Federal Communications Commission for the exchange information necessary for the safe navigation of vessels. of navigational information. (47) (d) On the navigable waters of the United States, (35) (c) The radiotelephone required by paragraph (b) channel 13 (156.65 MHz) is the designated frequency of this section must be carried on board the described required to be monitored in accordance with §26.05(a) vessels, dredges, and floating plants upon the navigable except that in the area prescribed in §26.03(e), channel waters of the United States. 67 (156.375 MHz) is the designated frequency. (36) (d) The radiotelephone required by paragraph (b) of (48) (e) On those navigable waters of the United States this section must be capable of transmitting and receiving within a VTS area, the designated VTS frequency is an on VHF-FM channel 22A (157.1 MHz). additional designated frequency required to be monitored (37) (e) While transiting any of the following waters, each in accordance with §26.05. vessel described in paragraph (a) of this section also must have on board a radiotelephone capable of transmitting (49) and receiving on VHF-FM channel 67 (156.375 MHz): (38) (1) The lower Mississippi River from the territorial §26.05 Use of radiotelephone. sea boundary, and within either the Southwest Pass safety (50) Section 5 of the Act states that the radiotelephone fairway or the South Pass safety fairway specified in 33 CFR 166.200, to mile 242.4 AHP (Above Head of Passes) required by this Act is for the exclusive use of the master near Baton Rouge; or person in charge of the vessel, or the person designated by the master or person in charge to pilot or direct the movement of the vessel, who shall maintain a listening watch on the designated frequency. Nothing herein shall be interpreted as precluding the use of portable radiotelephone equipment to satisfy the requirements of this Act.

 U.S. Coast Pilot 2, Chapter 2    ¢    37 (51) Bridge-to-Bridge Radiotelephone Act (33 U.S.C. 1201– 1208) applies is exempt from the requirements in 33 §26.06 Maintenance of radiotelephone; failure of U.S.C. 1203, 1204, and 1205 and the regulations under radiotelephone. §§26.03, 26.04, 26.05, 26.06, and 26.07. Each of these (52) Section 6 of the Act states– vessels and each person to whom 33 U.S.C. 1208(a) (53) (a) Whenever radiotelephone capability is required applies must comply with Articles VII, X, XI, XII, XIII, by this Act, a vessel’s radiotelephone equipment shall XV, and XVI and Technical Regulations 1-9 of “The be maintained in effective operating condition. If the Agreement Between the United States of America and radiotelephone equipment carried aboard a vessel ceases Canada for Promotion of Safety on the Great Lakes by to operate, the master shall exercise due diligence to Means of Radio, 1973.” restore it or cause it to be restored to effective operating condition at the earliest practicable time. The failure of (65) a vessel’s radiotelephone equipment shall not, in itself, constitute a violation of this Act, nor shall it obligate Part 80–COLREGS Demarcation Lines the master of any vessel to moor or anchor his vessel; however, the loss of radiotelephone capability shall be (66) given consideration in the navigation of the vessel. §80.01 General basis and purpose of demarcation (54) lines. (67) (a) The regulations in this part establish the lines §26.07 Communications. of demarcation delineating those waters upon which (55) No person may use the services of, and no person mariners shall comply with the International Regulations for Preventing Collisions at Sea, 1972 (72 COLREGS) may serve as, a person required to maintain a listening and those waters upon which mariners shall comply with watch under section 5 of the Act, 33 U.S.C. 1204, unless the Inland Navigation Rules. the person can communicate in the English language. (68) (b) The waters inside of the lines are Inland Rules waters. The waters outside the lines are COLREGS (56) waters. (69) (c) Geographic coordinates expressed in terms of §26.08 Exemption procedures. latitude or longitude, or both, are not intended for plotting (57) (a) The Commandant has redelegated to the on maps or charts whose referenced horizontal datum is the North American Datum of 1983 (NAD 83), unless Assistant Commandant for Marine Safety, Security such geographic coordinates are expressly labeled NAD and Environmental Protection, U.S. Coast Guard 83. Geographic coordinates without the NAD 83 reference Headquarters, with the reservation that this authority may be plotted on maps or charts referenced to NAD 83 shall not be further redelegated, the authority to grant only after application of the appropriate corrections that exemptions from provisions of the Vessel Bridge-to- are published on the particular map or chart being used. Bridge Radiotelephone Act and this part. (58) (b) Any person may petition for an exemption from (70) any provision of the Act or this part; (59) (c) Each petition must be submitted in writing §80.135 Hull, Mass. to Race Point, Mass. to Commandant (CG–DCO–D), Attn: Deputy for (71) (a) Except inside lines described in this section, the Operations Policy and Capabilities, U.S. Coast Guard Stop 7318, 2703 Martin Luther King Jr. Avenue SE., 72 COLREGS apply on the harbors, bays, and inlets on Washington, DC 20593–7318, and must state: the east coast of Massachusetts from the easternmost (60) (1) The provisions of the Act or this part from which radio tower at Hull, charted in approximate position an exemption is requested; and latitude 42°16.7'N., longitude 70°52.6'W., to Race Point (61) (2) The reasons why marine navigation will not be on Cape Cod. adversely affected if the exemption is granted and if the (72) (b) A line drawn from Canal Breakwater Light 4 exemption relates to a local communication system how south to the shoreline. that system would fully comply with the intent of the concept of the Act but would not conform in detail if the (73) exemption is granted. §80.145 Race Point, Mass., to Watch Hill, R.I. (62) (74) (a) Except inside lines specifically described in this §26.09 List of exemptions. section, the 72 COLREGS shall apply on the sounds, (63) (a) All vessels navigating on those waters governed bays, harbors, and inlets along the coast of Cape Cod and the southern coasts of Massachusetts and Rhode Island by the navigation rules for Great Lakes and their from Race Point to Watch Hill. connecting and tributary waters (33 U.S.C. 241 et seq.) (75) (b)Aline drawn from Nobska Point Light toTarpaulin are exempt from the requirements of the Vessel Bridge- Cove Light on the southeastern side of Naushon Island; to-Bridge Radiotelephone Act and this part until May 6, thence from the southernmost tangent of Naushon Island 1975. to the easternmost extremity of Nashawena Island; thence (64) (b) Each vessel navigating on the Great Lakes from the southwesternmost extremity of Nashawena as defined in the Inland Navigational Rules Act of 1980 (33 U.S.C. 2001 et seq.) and to which the Vessel

38    ¢    U.S. Coast Pilot 2, Chapter 2   Island to the easternmost extremity of Cuttyhunk Island; (93) (c) A line drawn from the westernmost point on Fire thence from the southwestern tangent of Cuttyhunk Island Island to the southernmost extremity of the spit of land to the tower on Gooseberry Neck charted in approximate at the western end of Oak Beach. position 41°29.1'N., 71°02.3'W. (76) (c) A line drawn from Sakonnet Breakwater Light (94) (d) A line drawn from 40°34'23.568\"N., 2 tangent to the southernmost part of Sachuest Point 073°34'32.364\"W. (Jones Inlet Light) 322° true across charted in approximate position 41°28.5'N., 71°14.8'W. Jones Inlet to the shoreline. (77) (d) An east-west line drawn through Beavertail Light between Brenton Point and the Boston Neck shoreline. (95) (78) §81.3 General. (96) Vessels of special construction or purpose which §80.150 Block Island, R.I. (79) The 72 COLREGS shall apply on the harbors of cannot fully comply with the light, shape, and sound signal provisions of 72 COLREGS without interfering Block Island. with their special function may instead meet alternative requirements. The Chief of the Marine Safety Division in (80) each Coast Guard District Office makes this determination and requires that alternative compliance be as close as §80.155 Watch Hill, RI to Montauk Point, NY. possible with the 72 COLREGS. These regulations set (81) (a) A line drawn from 41°18'13.999\"N., out the procedure by which a vessel may be certified for alternative compliance. The information collection and 071°51'30.300\"W. (Watch Hill Light) to East Point on recordkeeping requirements in §§81.5 and 81.18 have Fishers Island. been approved by the Office of Management and Budget (82) (b)Aline drawn from Race Point to 41°14'36.509\"N., under OMB control No. 1625-0019. 072°02'49.676\"W. (Race Rock Light); thence to 41°12'22.900\"N., 072°06'24.700\"W. (Little Gull Island (97) Light) thence to East Point on Plum Island. (83) (c) A line drawn from 41°10'16.704\"N., Alternative Compliance 072°12'21.684\"W. (Plum Island Harbor East Dolphin Light) to 41°10'17.262\"N., 072°12'23.796\"W. (Plum (98) Island Harbor West Dolphin Light). (84) (d) A line drawn from 41°10'25.745\"N., §81.5 Application for a Certificate of Alternative 072°12'42.137\"W. (Plum Gut Light) to 41°09'48.393\"N., Compliance. 072°13'25.014\"W. (Orient Point Light); thence to Orient (99) (a) The owner, builder, operator, or agent of a vessel Point. of special construction or purpose who believes the vessel (85) (e) A line drawn from 41°06'35.100\"N., cannot fully comply with the 72 COLREGS light, shape, 072°18'21.400\"W. (Long Beach Bar Light) to Cornelius or sound signal provisions without interference with Point. its special function may apply for a determination that (86) (f) A line drawn from 41°04'12.000\"N., alternative compliance is justified. The application must 072°16'48.000\"W. (Coecles Harbor Entrance Light) to be in writing, submitted to the Chief of the Marine Safety Sungic Point. Division of the Coast Guard District in which the vessel (87) (g) A line drawn from Nicholl Point to is being built or operated, and include the following 41°02'25.166\"N., 072°15'42.971\"W. (Cedar Island Light information: 3CI). (100) (1) The name, address, and telephone number of the (88) (h) A line drawn from 41°02'06.060\"N., applicant. 072°11'19.560\"W. (Threemile Harbor West Breakwater (101) (2) The identification of the vessel by its: Light) to 41°02'05.580\"N., 072°11'15.777\"W. (Threemile (102) (i) Official number; Harbor East Breakwater Light). (103) (ii) Shipyard hull number; (89) (i) A line drawn from 41°04'44.210\"N., (104) (iii) Hull identification number; or 071°56'20.308\"W. (Montauk West Jetty Light 2) to (105) (iv) State number, if the vessel does not have an 41°04'46.095\"N., 071°56'14.168\"W. (Montauk East official number or hull identification number. Jetty Light 1). (106) (3) Vessel name and home port, if known. (107) (4) A description of the vessel's area of operation. (90) (108) (5) A description of the provision for which the Certificate of Alternative Compliance is sought, §80.160 Montauk Point, NY to Atlantic Beach, NY. including: (91) (a) A line drawn from the 40°50'17.952\"N., (109) (i) The 72 COLREGS Rule or Annex section number for which the Certificate of Alternative Compliance is 072°28'29.010\"W. (Shinnecock Inlet Breakwater Light sought; 2) to 40°50'23.490\"N., 072°28'40.122\"W. (Shinnecock (110) (ii) A description of the special function of the vessel Inlet Breakwater Light 1). that would be interfered with by full compliance with the (92) (b) A line drawn from 40°45'47.763\"N., provision of that Rule or Annex section; and 072°45'11.095\"W. (Moriches Inlet Breakwater Light 2) (111) (iii) A statement of how full compliance would to 40°45'49.692\"N., 072°45'21.719\"W. (Moriches Inlet interfere with the special function of the vessel. Breakwater Light 1).

 U.S. Coast Pilot 2, Chapter 2    ¢    39 (112) (6) A description of the alternative installation that (134) (1) Each Certificate of Alternative Compliance is in closest possible compliance with the applicable 72 issued under §81.9; and COLREGS Rule or Annex section. (135) (2) Each Coast Guard vessel determined by the (113) (7) A copy of the vessel's plans or an accurate scale Commandant to be a vessel of special construction or drawing that clearly shows: purpose. (114) (i) The required installation of the equipment under (136) (b) Copies of Certificate of Alternative Compliance the 72 COLREGS, and documentation concerning Coast Guard vessels are available for inspection at Marine Transportation (115) (ii) The proposed installation of the equipment for Systems Directorate, U.S. Coast Guard Headquarters, which certification is being sought, and (CG-5PW), Stop 7509, 2703 Martin Luther King Avenue SE., Washington, DC 20593-7509. (116) (iii) Any obstructions that may interfere with the equipment when installed in: (137) (c) The owner or operator of a vessel issued a Certificate shall ensure that the vessel does not operate (117) (A) The required location; and unless the Certificate of Alternative Compliance or a (118) (B) The proposed location. certified copy of that Certificate is on board the vessel (119) (b) The Coast Guard may request from the applicant and available for inspection by Coast Guard personnel. additional information concerning the application. (138) (120) Exemptions §81.9 Certificate of Alternative Compliance: Con- (139) tents. (121) The Chief of the Marine Safety Division issues the §81.20 Lights and sound signal appliances. Certificate of Alternative Compliance to the vessel based (140) Each vessel under the 72 COLREGS, except the on a determination that it cannot comply fully with 72 COLREGS light, shape, and sound signal provisions vessels of the Navy, is exempt from the requirements of without interference with its special function. This the 72 COLREGS to the limitation for the period of time Certificate includes— stated in Rule 38 (a), (b), (c), (d), (e), (f), and (g) if: (122) (a) Identification of the vessel as supplied in the (141) (a) Her keel is laid or is at a corresponding stage of application under §81.5(a)(2); construction before July 15, 1977; and (123) (b) The provision of the 72 COLREGS for which the (142) (b) She meets the International Regulations for Certificate authorizes alternative compliance; Preventing Collisions at Sea, 1960 (77 Stat. 194, 33 (124) (c) A certification that the vessel is unable to comply U.S.C. 1051-1094). fully with the 72 COLREGS lights, shape, and sound signal requirements without interference with its special (143) function; (125) (d) A statement of why full compliance would Part 81–72 COLREGS: IMPLEMENTING RULES interfere with the special function of the vessel; (126) (e) The required alternative installation; (144) (127) (f) A statement that the required alternative installation is in the closest possible compliance with §81.1 Definitions. the 72 COLREGS without interfering with the special (145) As used in this part: function of the vessel; (146) 72 COLREGS refers to the International Regulations (128) (g) The date of issuance; (129) (h) A statement that the Certificate of Alternative for Preventing Collisions at Sea, 1972, done at London, Compliance terminates when the vessel ceases to be October 20, 1972, as rectified by the Proces-Verbal of usually engaged in the operation for which the certificate December 1, 1973, as amended. is issued. (147) A vessel of special construction or purpose means a vessel designed or modified to perform a special function (130) and whose arrangement is thereby made relatively inflexible. §81.17 Certificate of Alternative Compliance: Termi- (148) Interference with the special function of the vessel nation. occurs when installation or use of lights, shapes, or sound- (131) The Certificate of Alternative Compliance signaling appliances under 72 COLREGS prevents or terminates if the information supplied under §81.5(a) or significantly hinders the operation in which the vessel is the Certificate issued under §81.9 is no longer applicable usually engaged. to the vessel. (149) (132) §81.3 General. §81.18 Notice and record of certification of vessels (150) Vessels of special construction or purpose which of special construction or purpose. (133) (a) In accordance with 33 U.S.C. 1605(c), a notice cannot fully comply with the light, shape, and sound is published in the Federal Register of the following: signal provisions of 72 COLREGS without interfering with their special function may instead meet alternative requirements. The Chief of the Marine Safety Division in each Coast Guard District Office makes this determination

40    ¢    U.S. Coast Pilot 2, Chapter 2   and requires that alternative compliance be as close as (173) (b) The Coast Guard may request from the applicant possible with the 72 COLREGS. These regulations set additional information concerning the application. out the procedure by which a vessel may be certified for alternative compliance. The information collection and (174) recordkeeping requirements in §§81.5 and 81.18 have been approved by the Office of Management and Budget §81.9 Certificate of Alternative Compliance: Con- under OMB control No. 1625-0019. tents. (175) The Chief of the Marine Safety Division issues the (151) Certificate of Alternative Compliance to the vessel based on a determination that it cannot comply fully with 72 Alternative Compliance COLREGS light, shape, and sound signal provisions without interference with its special function. This (152) Certificate includes— (176) (a) Identification of the vessel as supplied in the §81.5 Application for a Certificate of Alternative application under §81.5(a)(2); Compliance. (177) (b) The provision of the 72 COLREGS for which the (153) (a) The owner, builder, operator, or agent of a vessel Certificate authorizes alternative compliance; of special construction or purpose who believes the vessel (178) (c) A certification that the vessel is unable to comply cannot fully comply with the 72 COLREGS light, shape, fully with the 72 COLREGS lights, shape, and sound or sound signal provisions without interference with signal requirements without interference with its special its special function may apply for a determination that function; alternative compliance is justified. The application must (179) (d) A statement of why full compliance would be in writing, submitted to the Chief of the Marine Safety interfere with the special function of the vessel; Division of the Coast Guard District in which the vessel (180) (e) The required alternative installation; is being built or operated, and include the following (181) (f) A statement that the required alternative information: installation is in the closest possible compliance with (154) (1) The name, address, and telephone number of the the 72 COLREGS without interfering with the special applicant. function of the vessel; (155) (2) The identification of the vessel by its: (182) (g) The date of issuance; (156) (i) Official number; (183) (h) A statement that the Certificate of Alternative (157) (ii) Shipyard hull number; Compliance terminates when the vessel ceases to be (158) (iii) Hull identification number; or usually engaged in the operation for which the certificate (159) (iv) State number, if the vessel does not have an is issued. official number or hull identification number. (160) (3) Vessel name and home port, if known. (184) (161) (4) A description of the vessel's area of operation. (162) (5) A description of the provision for which §81.17 Certificate of Alternative Compliance: Termi- the Certificate of Alternative Compliance is sought, nation. including: (185) The Certificate of Alternative Compliance (163) (i) The 72 COLREGS Rule or Annex section number terminates if the information supplied under §81.5(a) or for which the Certificate of Alternative Compliance is the Certificate issued under §81.9 is no longer applicable sought; to the vessel. (164) (ii) A description of the special function of the vessel that would be interfered with by full compliance with the (186) provision of that Rule or Annex section; and (165) (iii) A statement of how full compliance would §81.18 Notice and record of certification of vessels interfere with the special function of the vessel. of special construction or purpose. (166) (6) A description of the alternative installation that (187) (a) In accordance with 33 U.S.C. 1605(c), a notice is in closest possible compliance with the applicable 72 is published in the Federal Register of the following: COLREGS Rule or Annex section. (188) (1) Each Certificate of Alternative Compliance (167) (7) A copy of the vessel's plans or an accurate scale issued under §81.9; and drawing that clearly shows: (189) (2) Each Coast Guard vessel determined by the (168) (i) The required installation of the equipment under Commandant to be a vessel of special construction or the 72 COLREGS, purpose. (169) (ii) The proposed installation of the equipment for (190) (b) Copies of Certificate of Alternative Compliance which certification is being sought, and and documentation concerning Coast Guard vessels (170) (iii) Any obstructions that may interfere with the are available for inspection at Marine Transportation equipment when installed in: Systems Directorate, U.S. Coast Guard Headquarters, (171) (A) The required location; and (CG-5PW), Stop 7509, 2703 Martin Luther King Avenue (172) (B) The proposed location. SE., Washington, DC 20593-7509. (191) (c) The owner or operator of a vessel issued a Certificate shall ensure that the vessel does not operate unless the Certificate of Alternative Compliance or a

 U.S. Coast Pilot 2, Chapter 2    ¢    41 certified copy of that Certificate is on board the vessel (210) and available for inspection by Coast Guard personnel. Part 88—ANNEX V: PILOT RULES (192) (211) Exemptions §88.01 Purpose and applicability. (212) This part applies to all vessels operating on United (193) States inland waters and to United States vessels operating §81.20 Lights and sound signal appliances. on the Canadian waters of the Great Lakes to the extent (194) Each vessel under the 72 COLREGS, except the there is no conflict with Canadian law. vessels of the Navy, is exempt from the requirements of (213) the 72 COLREGS to the limitation for the period of time stated in Rule 38 (a), (b), (c), (d), (e), (f), and (g) if: §88.03 Definitions. (195) (a) Her keel is laid or is at a corresponding stage of (214) The terms used in this part have the same meaning construction before July 15, 1977; and (196) (b) She meets the International Regulations for as the terms defined in part 83 of this subchapter. Preventing Collisions at Sea, 1960 (77 Stat. 194, 33 U.S.C. 1051-1094). (215) (197) §88.05 Law enforcement vessels. (216) (a) Law enforcement vessels may display a flashing Part 82—72 COLREGS: INTERPRETATIVE RULES blue light when engaged in direct law enforcement or (198) public safety activities. This light must be located so that it does not interfere with the visibility of the vessel's §82.1 Purpose. navigation lights. (199) This part contains the interpretative rules concerning (217) (b) The blue light described in this section may be displayed by law enforcement vessels of the United the 72 COLREGS that are adopted by the Coast Guard States and the States and their political subdivisions. for the guidance of the public. (200) (218) §82.3 Pushing vessel and vessel being pushed: §88.07 Public safety activities. Composite unit. (219) (a) Vessels engaged in government sanctioned (201) Rule 24(b) of the 72 COLREGS states that when a pushing vessel and a vessel being pushed ahead are public safety activities, and commercial vessels rigidly connected in a composite unit, they are regarded performing similar functions, may display an alternately as a power-driven vessel and must exhibit the lights under flashing red and yellow light signal. This identification Rule 23. A “composite unit” is interpreted to be a pushing light signal must be located so that it does not interfere vessel that is rigidly connected by mechanical means to with the visibility of the vessel's navigation lights. a vessel being pushed so they react to sea and swell as The identification light signal may be used only as an one vessel. “Mechanical means” does not include the identification signal and conveys no special privilege. following: Vessels using the identification light signal during public (202) (a) Lines. safety activities must abide by the Inland Navigation (203) (b) Hawsers. Rules, and must not presume that the light or the exigency (204) (c) Wires. gives them precedence or right of way. (205) (d) Chains. (220) (b) Public safety activities include but are not limited to patrolling marine parades, regattas, or special (206) water celebrations; traffic control; salvage; firefighting; medical assistance; assisting disabled vessels; and search §82.5 Lights for moored vessels. and rescue. (207) For the purposes of Rule 30 of the 72 COLREGS, a (221) vessel at anchor includes a barge made fast to one or more mooring buoys or other similar device attached to the sea Part 89—INLAND NAVIGATION RULES: IMPLE- or river floor. Such a barge may be lighted as a vessel at MENTING RULES anchor in accordance with Rule 30, or may be lighted on the corners in accordance with 33 CFR 83.30(h) through (222) (l). Subpart A—Certificate of Alternative Compliance (208) (223) §82.7 Sidelights for unmanned barges. §89.1 Definitions. (209) An unmanned barge being towed may use the (224) As used in this subpart: exception of COLREGS Rule 24(h). However, this (225) Inland Rules refers to the Inland Navigation Rules exception only applies to the vertical sector requirements. contained in the Inland Navigational Rules Act of 1980 (Pub. L. 96-591) and the technical annexes established under that act.

42    ¢    U.S. Coast Pilot 2, Chapter 2   (226) A vessel of special construction or purpose means a (243) (iii) A statement of how full compliance would vessel designed or modified to perform a special function interfere with the special function of the vessel. and whose arrangement is thereby made relatively inflexible. (244) (6) A description of the alternative installation that is in closest possible compliance with the applicable Inland (227) Interference with the special function of the vessel Navigation Rules Rule or Annex section. occurs when installation or use of lights, shapes, or sound- signaling appliances under the Inland Rules prevents or (245) (7) A copy of the vessel's plans or an accurate scale significantly hinders the operation in which the vessel is drawing that clearly shows: usually engaged. (246) (i) The required installation of the equipment under (228) the Inland Rules, §89.3 General. (247) (ii) The proposed installation of the equipment for (229) Vessels of special construction or purpose which which certification is being sought, and cannot fully comply with the light, shape, and sound (248) (iii) Any obstructions that may interfere with the signal provisions of the Inland Rules without interfering equipment when installed in: with their special function may instead meet alternative requirements. The Chief of the Marine Safety Division in (249) (A) The required location; and each Coast Guard District Office makes this determination (250) (B) The proposed location. and requires that alternative compliance be as close as (251) (b) The Coast Guard may request from the applicant possible with the Inland Rules. These regulations set out the procedure by which a vessel may be certified for additional information concerning the application. alternative compliance. The information collection and recordkeeping requirements in §§89.5 and 89.18 have (252) been approved by the Office of Management and Budget under OMB control No. 1625-0019. §89.9 Certificate of Alternative Compliance: Con- tents. (230) (253) The Chief of the Marine Safety Division issues the Certificate of Alternative Compliance to the vessel based §89.5 Application for a Certificate of Alternative on a determination that it cannot comply fully with Inland Compliance. Rules light, shape, and sound signal provisions without (231) (a) The owner, builder, operator, or agent of a vessel interference with its special function. This Certificate of special construction or purpose who believes the vessel includes: cannot fully comply with the Inland Rules light, shape, (254) (a) Identification of the vessel as supplied in the or sound signal provisions without interference with application under §89.5(a)(2); its special function may apply for a determination that (255) (b) The provision of the Inland Rules for which the alternative compliance is justified. The application must Certificate authorizes alternative compliance; be in writing, submitted to the Chief of the Marine Safety (256) (c) A certification that the vessel is unable to comply Division of the Coast Guard District in which the vessel fully with the Inland Rules light, shape, and sound is being built or operated, and include the following signal requirements without interference with its special information: function; (232) (1) The name, address, and telephone number of the (257) (d) A statement of why full compliance would applicant. interfere with the special function of the vessel; (233) (2) The identification of the vessel by its: (258) (e) The required alternative installation; (234) (i) Official number; (259) (f) A statement that the required alternative (235) (ii) Shipyard hull number; installation is in the closest possible compliance with the (236) (iii) Hull identification number; or Inland Rules without interfering with the special function (237) (iv) State number, if the vessel does not have an of the vessel; official number or hull identification number. (260) (g) The date of issuance; (238) (3) Vessel name and home port, if known. (261) (h) A statement that the Certificate of Alternative (239) (4) A description of the vessel's area of operation. Compliance terminates when the vessel ceases to be (240) (5) A description of the provision for which usually engaged in the operation for which the certificate the Certificate of Alternative Compliance is sought, is issued. including: (241) (i) The Inland Rules Rule or Annex section number (262) for which the Certificate of Alternative Compliance is sought; §89.17 Certificate of Alternative Compliance: Termi- (242) (ii) A description of the special function of the vessel nation. that would be interfered with by full compliance with the (263) The Certificate of Alternative Compliance provision of that Rule or Annex section; and terminates if the information supplied under §89.5(a) or the Certificate issued under §89.9 is no longer applicable to the vessel.

 U.S. Coast Pilot 2, Chapter 2    ¢    43 (264) Texas, including the Morgan City-Port Allen Alternate Route and the Galveston-Freeport Cutoff, except that a §89.18 Record of certification of vessels of special power-driven vessel pushing ahead or towing alongside construction or purpose. shall exhibit the lights required by Inland Rule 24(c), (265) (a) Copies of Certificates of Alternative Compliance while transiting within the following areas: and documentation concerning Coast Guard vessels are (287) (1) St. Andrews Bay from the Hathaway Fixed available for inspection at the offices of the Marine Bridge at Mile 284.6 East of Harvey Locks (EHL) to the Transportation Systems Directorate, U.S. Coast Guard DuPont Fixed Bridge at Mile 295.4 EHL. Headquarters (CG-5PW), Stop 7509, 2703 Martin Luther (288) (2) Pensacola Bay, Santa Rosa Sound and Big King Avenue SE., Washington, DC 20593-7509. Lagoon from the Light “10” off of Trout Point at Mile (266) (b) The owner or operator of a vessel issued a 176.9 EHL to the Pensacola Fixed Bridge at Mile 189.1 Certificate shall ensure that the vessel does not operate EHL. unless the Certificate of Alternative Compliance or a (289) (3) Mobile Bay and Bon Secour Bay from the certified copy of that Certificate is on board the vessel Dauphin Island Causeway Fixed Bridge at Mile 127.7 and available for inspection by Coast Guard personnel. EHL to Little Point Clear at Mile 140 EHL. (290) (4) Mississippi Sound from Grand Island Waterway (267) Light “1” at Mile 53.8 EHL to Light “40” off the West Point of Dauphin Island at Mile 118.7 EHL. Subpart B—Waters Upon Which Certain Inland (291) (5) The Mississippi River at New Orleans, Navigation Rules Apply Mississippi River-Gulf Outlet Canal and the Inner Harbor Navigation Canal from the junction of the Harvey Canal (268) and the Algiers Alternate Route at Mile 6.5 West of Harvey Locks (WHL) to the Michoud Canal at Mile 18 §89.21 Purpose. EHL. (269) Inland Navigation Rules 9(a)(ii), 14(d), and 15(b) (292) (6) The Calcasieu River from the Calcasieu Lock at Mile 238.6 WHL to the Ellender Lift Bridge at Mile 243.6 apply to the Great Lakes, and along with 24(i), apply WHL. on the “Western Rivers” as defined in Rule 3(1), and to (293) (7) The Sabine Neches Canal from mile 262.5 WHL additional specifically designated waters. The purpose of to mile 291.5 WHL. this Subpart is to specify those additional waters upon (294) (8) Bolivar Roads from the Bolivar Assembling which Inland Navigation Rules 9(a)(ii), 14(d), 15(b), and Basin at Mile 346 WHL to the Galveston Causeway 24(i) apply. Bridge at Mile 357.3 WHL. (295) (9) Freeport Harbor from Surfside Beach Fixed (270) Bridge at Mile 393.8 WHL to the Bryan Beach Pontoon Bridge at Mile 397.6 WHL. §89.23 Definitions. (296) (10) Matagorda Ship Channel area of Matagorda (271) As used in this subpart: Bay from Range “K” Front Light at Mile 468.7 WHL to (272) Inland Rules refers to the Inland Navigation Rules the Port O'Connor Jetty at Mile 472.2 WHL. (297) (11) Corpus Christi Bay from Redfish Bay Day contained in the Inland Navigational Rules Act of 1980 Beacon “55” at Mile 537.4 WHL when in the Gulf (Pub. L. 96-591, 33 U.S.C. 2001 et. seq.) and the technical Intracoastal Waterway main route or from the north annexes established under that Act. end of Lydia Ann Island Mile 531.1A when in the Gulf Intracoastal Waterway Alternate Route to Corpus Christi (273) Bay LT 76 at Mile 543.7 WHL. (298) (12) Port Isabel and Brownsville Ship Channel south §89.25 Waters upon which Inland Rules 9(a)(ii), of the Padre Island Causeway Fixed Bridge at Mile 665.1 14(d), and 15(b) apply. WHL. (274) Inland Rules 9(a)(ii), 14(d), and 15(b) apply on the Great Lakes, the Western Rivers, and the following (299) specified waters: (275) (a) Tennessee-Tombigbee Waterway. Part 90—INLAND RULES: INTERPRETATIVE (276) (b) Tombigbee River. RULES (277) (c) Black Warrior River. (278) (d) Alabama River. (279) (e) Coosa River. (280) (f) Mobile River above the Cochrane Bridge at St. Louis Point. (281) (g) Flint River. (282) (h) Chattahoochee River. (283) (i) The Apalachicola River above its confluence with the Jackson River. (284) (300) §89.27 Waters upon which Inland Rule 24(i) applies. §90.1 Purpose. (285) (a) Inland Rule 24(i) applies on the Western Rivers (301) This part contains the interpretative rules for the and the specified waters listed in §89.25 (a) through (i). Inland Rules. These interpretative rules are intended as a (286) (b) Inland Rule 24(i) applies on the Gulf Intracoastal guide to assist the public and promote compliance with the Inland Rules. Waterway from St. Marks, Florida, to the Rio Grande,

44    ¢    U.S. Coast Pilot 2, Chapter 2   (302) only after application of the appropriate corrections that are published on the particular map or chart being used. §90.3 Pushing vessel and vessel being pushed: Composite unit. (314) (303) Rule 24(b) of the Inland Rules states that when a pushing vessel and a vessel being pushed ahead are rigidly §110.1a Anchorages under Ports and Waterways connected in a composite unit, they are regarded as a Safety Act. power-driven vessel and must exhibit the lights prescribed (315) (a) The anchorages listed in this section are regulated in Rule 23. A “composite unit” is interpreted to be the under the Ports and Waterways Safety Act (33 U.S.C. combination of a pushing vessel and a vessel being push 1221 et seq.): ahead that are rigidly connected by mechanical means (316) (1) Section 110.155 Port of New York. so they react to sea and swell as one vessel. Mechanical (317) (2) [Reserved] means does not include lines, wires, hawsers, or chains. (318) (b) [Reserved] (304) (319) §90.5 Lights for moored vessels. Subpart A–Special Anchorage Areas (305) A vessel at anchor includes a vessel made fast to one (320) or more mooring buoys or other similar device attached to the ocean floor. Such vessels may be lighted as a vessel at §110.38 Edgartown Harbor, Mass. anchor in accordance with Rule 30, or may be lighted on (321) An area in the inner harbor easterly of the project the corners in accordance with 33 CFR 88.30(h) through (l). channel and south of Chappaquiddick Point bounded as follows: Beginning at (306) (322) 41°23'19\"N., 70°30'32\"W.; thence southeasterly along the shore to §90.7 Sidelights for unmanned barges. (323) 41°22'52\"N., 70°30'12\"W.; thence (307) An unmanned barge being towed may use the (324) 287°30', 1,600 feet; thence (325) 327°30', 700 feet; thence exception of COLREGS Rule 24(h). However, this (326) 359°, 800 feet; thence exception only applies to the vertical sector requirements (327) 024°15', approximately 900 feet to the point of for sidelights. beginning. (328) NOTE: The area is reserved for yachts and other (308) small recreational craft. Fore and aft moorings and temporary floats or buoys for marking anchors in place Part 110–Anchorage Regulations will be allowed. All moorings shall be so placed that no vessel when anchored shall extend into waters beyond (309) the limits of the area. Fixed mooring piles or stakes are prohibited. §110.1 General. (310) (a) The areas described in subpart A of this part are (329) designated as special anchorage areas for the purposes of §110.40 Silver Beach Harbor, North Falmouth, Mass. rule 30 (33 CFR 83.30) and rule 35 (33 CFR 83.35) of the (330) All the waters of the harbor northward of the inner Inland Navigation Rules, 33 CFR Chapter I, Subchapter E. Vessels of less than 20 meters in length; and barges, end of the entrance channel. canal boats, scows, or other nondescript craft, are not required to sound signals required by rule 35 of the Inland (331) Navigation Rules. Vessels of less than 20 meters are not required to exhibit anchor lights or shapes required by §110.45 Onset Bay, Mass. rule 30 of the Inland Navigation Rules. (332) Northerly of a line extending from the northernmost (311) (b) The anchorage grounds for vessels described in Subpart B of this part are established, and the rules and point of Onset Island to the easternmost point of Wickets regulations in relation thereto adopted, pursuant to the Island; easterly of a line extending from the easternmost authority contained in section 7 of the act of March 4, point of Wickets Island to the southwest extremity of 1915, as amended (38 Stat. 1053; 33 U.S.C. 471). Point Independence; southerly of the shoreline; and (312) (c) All bearings in the part are referred to true westerly of the shoreline and of a line bearing due north meridian. from the northernmost point of Onset Island. (313) (d) Geographic coordinates expressed in terms of latitude or longitude, or both, are not intended for plotting (333) on maps or charts whose referenced horizontal datum is the North American Datum of 1983 (NAD 83), unless §110.45a Mattapoisett Harbor, Mattapoisett, Mass. such geographic coordinates are expressly labeled NAD (334) (a) Area No. 1 beginning at a point on the shore at 83. Geographic coordinates without the NAD 83 reference (335) 41°39'23\"N., 70°48'50\"W.; thence 138.5°T. to may be plotted on maps or charts referenced to NAD 83 (336) 41°38'45\"N., 70°48'02\"W.; thence 031°T. to (337) 41°39'02\"N., 70°47'48\"W.; thence along the shore to the point of beginning. (338) (b) Area No. 2 beginning at a point on the shore at (339) 41°39'24\"N., 70°49'02\"W.; thence 142.5°T to