United States Coast Pilot 2 Atlantic Coast - Cape Cod, MA to Sandy Hook, NJ 1982

,,) ~.·' I J •v' Atlantic Coast: Cape Cod to Sandy Hook Seventeenth Edition January 1982 Corrected through: Local Notices to Mariners issued by Coast Guard District Commanders, September 15, 1981. Weekly Notice to Mariners published by Defense Mapping Agency Hydrographic/Topographic Center, No. 43, October 24, 1981. Next edition about January 1983 U.S. DEPARTMENT OF COMMERCE Malcolm Baldrlge, Secretary National Oceanic and Atmospheric Adml John V. Byrne, Administrator National Ocean Survey . \\j H. A. Lippold, Jr., Director nts. N.O.A.A. Washington, D.C.: 1982 For sale by ~ ~ati<fflm!'4Survey and its sales a U. S. Dept. of Commer.:-.e

National Oceanic and Atmospheric Administration Climate Database Modernization Program ERRATA NOTICE One or more conditions of the original document may affect the quality of the image, such as: Discolored pages Faded or light ink Binding intrudes into the text This document has been imaged through the NOAA Climate Database Modernization Program. To view the original document, please contact the NOAA Central Library in Silver Spring, MD at (301) 713-2607 xl24 or [email protected]. LASON Imaging Subcontractor 12200 Kiln Court Beltsville, MD 20704-1387 March 28, 2002

LIMITS OF UNITED STAT Atlantic Coast and Virgin Islands 1 Eastport t o Cape Cod 2 Cape Cod to Sandy Hook 3 Sandy Hook to Cape Henry 4 Cape Henry t o Key West 5 Gulf of Mexico, Puerto Rico, IW !fir 150' 140° 130\" 110· ( CA II ~-­ II f. -~:-:}i\\.se~ttle :V- I 4 0 ' · - - - - - - - t -i-P- -A- -C- - I-F----I- -C-- -it- I iI II I- OCEAN l7 \\ \\ S n Francisco UN . \\~,.\\~:\\·:\"'' 30'1 (11I Midway I~ .,. \" -4 \\ \"'- ' q:J-iWI 1 t._ I '- , ~-------tI- ---- \\ , \\ ' o '~ ! I tllJI• Iro• 160\" 150\" 140- 130\" 120·

TFS COAST PILOTS Pacific Coast 7 California, Oregon. Washington. and Hawaii 8 Alaska - Dixon Entrance t o Cape Spencer 9 Alaska - - Cape Spencer t o Beaufort Sea Great Lakes Connecting Waterways 6 The Lakes and their 10· .110· JOO' 90' 80\" 60\" 50· ·;::-...::_ _ } - ·r, (Jr:_* 9'~, r ''-'I b~J ,/' r ,,;: ;)I <I ; /7 1__,. J\" -;t- l - - 1! - · 60' A- ANADA! P' ,f., -· 50• \\> --------1•0· N I TE 0 $T TE OCEAN :· •. .. ' 3 A TL A NIT I C io· \\~ ~·W''·\\ . 10· ~ \\ \"'\"ir:?I_-- _--: 'CC2J·C~~~~~·gcis- 50' j ' I' W~s ~._i ' . 5 -- O F GllU C\"c ..\" - MfXI ' - ... ------------,__ ~~--\\:___ - ·tI \"'------~ K e y. \", .\" ,\" -,-\" , • R1•0 t, \"'- llO' 100' \"-..,_ 111· 10· 60' 90•

Preface United States Coast Pilots are published by the National Ocean Survey pursuant to the Act of 6 August 1947 (33 U .S.C. 883a and b), and to the Act of 2 July 1958 (PL 85-480: 72 Stat. 279). Coast Pilots supplement the navigational information shown on the nautical charts and are based upon field inspections conducted by the National Ocean Survey, information published in Notices to Mariners, and reports from NOAA survey vessels, other Government agencies, State and local governments, maritime and pilotage associations, port authorities, and others. The tables which follow the appendix are usually revised about every 5 years. This volume of Coast Pilot 2, Atlantic Coast, Cape Cod to Sandy Hook, cancels the Sixteenth (January 1981) Edition. Caution: The Coast Pilot is corrected through the dates of Notices to Mariners shown on the title page and should not be used without reference to the Notices to Mariners issued subsequent to those dates. Mariners and others are urged to report promptly to the National Ocean Survey errors, omis- sions, or any conditions found to differ from or to be additional to those published in the Coast Pilot or shown on the charts in order that they may be fully investigated and proper corrections made. A Coast Pilot Report form is included in the back of this book, and a Marine Information Report form is published in the Weekly Notice to Mariners for your convenience. These reports and/or suggestions for increasing the usefulness of the Coast Pilot should be sent to Director, National Ocean Survey, Attention OA/C324, Rockville, MD 20852. The information published in this book has been computerized an.d printed by an automatic photocomposition process. III

74• 73• 72• .... NEW H M A IS S 74• 73\" 72\" COAST PILOT 2- GRAPHIC

HAMPSHIRE BA> 0 __ _ _ . i s ; f C h • t h • m A C H U 5 e: T T S 42\" -'---------------141\" 71• 10· C CHAPTER INDEX

Contents Page Preface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . III Chapter I. General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I Chapter 2. Navigation Regulations................................. 26 Chapter 3. Cape Cod to Sandy Hook . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83 Chapter 4. Outer Cape Cod and Nantucket Sound . . . . . . . . . . . . . . . . . . . 96 Chapter 5. Vineyard Sound and Buzzards Bay....................... 112 Chapter 6. Narragansett Bay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 l Chapter 7. Block Island Sound . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147 Chapter 8. Eastern Long Island Sound.............................. 165 Chapter 9. Western Long Island Sound . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191 Chapter IO. South Coast of Long Island.............................. 227 Chapter 11. New York Harbor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 237 Chapter 12. Hudson River . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 265 Appendix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 278 Tables .................................................... (Follow Appendix) Climatological . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T-1 Meteorological. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T-9 MeanSurfaceWaterTemperaturesand Densities.................... T-10 Determination of Wind Speed by Sea Condition . . . . . . . . . . . . . . . . . . . . . T-11 National Weather Service Coastal Warning Displays . . . . . . . . . . . . . . . . T-12 Distance Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T-13 Radio Bearing Conversion Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T-17 Distance of Visibility ofObjects at Sea . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T-18 Conversion, Degrees to Points and Vice Versa . . . . . . . . . . . . . . . . . . . . . . . T-18 Conversion, Nautical to Statute Miles and Feet to Meters . . . . . . . . . . . . T-19 Estimating Time ofTransit......................................... T-20 Index ....................................................... (Follows Tables) Coast Pilot Report Form ...................................... (Follows Index) v

1. GENERAL INFORMATION UNITED STATES COAST PILOTS.-The Na- Depths.-Depths are in feet or fathoms, below tional Ocean Survey Coast Pilots are a series of Chart Datum of the chart unless otherwise stated. nine nautical books that cover a wide variety of (See Chart Datum this chapter for further detail.) information important to navigators of U.S. coastal The controlling depth of a channel is the least depth and intracoastal waters, and the waters of the 5 within the limits of the channel; it restricts the safe Great Lakes. Most of this book information cannot use of the channel to drafts of less than that depth. be shown graphically on the standard nautical The centerline controlling depth of a channel ap- charts and is not readily available elsewhere. Coast plies only to the channel centerline; lesser depths Pilot subjects include navigation regulations, out- may exist in the remainder of the channel. The standing landmarks, channel and anchorage pecu- 10 midchannel controlling depth of a channel is the liarities, dangers, weather, ice, freshets, routes, pi- controlling depth of only the middle half of the lotage, and port facilities. channel. Federal project depth is the design dredg- Caution.-The Coast Pilot is corrected through the ing depth of a channel constructed by the Corps of dates of Notices to Mariners shown on the title page Engineers, U.S. Army; the project depth may or and should not be used without reference to the 15 may not be the goal of maintenance dredging after Notices to Mariners issued subsequent to those completion of the channel, and, for this reason, dates. Changes to the Coast Pilot that affect the project depth must not be confused with control- safety of navigation and are reported to NOS in the ling depth. Depths alongside wharves usually have interim period between new editions are published in been reported by owners and/or operators of the the Local and Weekly Notices to Mariners. 20 waterfront facilities, and have not been verified by Bearings.-These are true, and when given in de- Government surveys; since these depths may be grees are clockwise from 000°(north) to 359•. subject to change, local authorities should be con- Light-sector bearings are toward the light. suited for the latest controlling depths. Bridges and cables.-Vertical clearances of bridges In general, the Coast Pilots give the project and overhead cables are in feet above mean high 25 depths for deep-draft ship channels maintained by water unless otherwise stated; clearances of draw- the Corps of Engineers. The latest controlling bridges are for the closed position, although the depths are usually shown on the charts and pub- open clearances are also given for vertical-lift lished in the Notices to Mariners. For other chan- bridges. Clearances given in the Coast Pilots are nels, the latest controlling depths available at the those approved for nautical charting, and are sup- 30 time of publication are given. In all cases, however, plied by the U.S. Coast Guard (bridges) and U.S. mariners are advised to consult with pilots, port and Army Corps of Engineers (cables); they may be as- local authorities, and Federal and State authorities built (verified by actual inspection after completion for the latest channel controlling depths. of structures) or authorized (design values specified Under-keel clearances.-It is becoming increas- in permit issued prior to construction). No dif- 35 ingly evident that economic pressures are causing ferentiation is made in the Coast Pilots between as- mariners to navigate through waters of barely ade- built and authorized clearances. (See charts for quate depth, with under-keel clearances being fine- horizontal clearances of bridges, as these are given ly assessed from the charted depths, predicted tide in the Coast Pilots only when they are less than 50 levels, and depths recorded by echo sounders. feet.) Submarine cables are rarely mentioned. 40 It cannot be too strongly emphasized that even Cable ferries.-Cable ferries are guided by cables charts based on modern surveys may not show all fastened to shore and sometimes propelled by a sea-bed obstructions or the shoalest depths, and cable rig attached to the shore. Generally, the ca- actual tide levels may be appreciably lower than hies are suspended during crossings and dropped to those predicted. the bottom when the ferries dock. Where specific 45 In many ships an appreciable correction must be operating procedures are known they are men- applied to shoal soundings recorded by echo soun- tioned in the text. Since operating procedures vary, ders due to the horizontal distance between the mariners are advised to exercise extreme caution transducers. This separation correction, which is and seek local knowledge. DO NOT ATTEMPT the amount by which recorded depths therefore TO PASS A MOVING CABLE FERRY. 50 exceed true depths, increases with decreasing Courses.-These are true and are given in degrees depths to a maximum equal to half the distance clockwise from 000°(north) to 359°. The courses apart of the transducers; at this maximum the trans- given are the courses to be made good. ducers are aground. Ships whose transducers are Currents.-Stated current velocities are the aver- more than 6 feet apart should construct a table of ages at strength. Velocities are in knots, which are 55 true and recorded depths using the Traverse Ta- nautical miles per hour. Directions are the true bles. (Refer to discussion of echo soundings else- directions to which the currents set. where in chapter 1.)

2 I. GENERAL INFORMATION Other appreciable corrections, which must be ap- agencies to advise operators of vessels of marine plied by many ships, are for settlement and squat. information affecting the safety of navigation. The These corrections depend on the depth of water notices include changes in aids to navigation, below the keel, the hull form and speed of the ship. depths in channels, bridge and overhead cable Settlement causes the water level around the 5 clearances, reported dangers, and other useful ma- ship to be lower than would otherwise be the case. rine information. They should be used routinely for It will always cause echo soundings to be less than updating the latest editions of nautical charts and they would otherwise be. Settlement is appreciable related publications. when the depth is less than seven times the draft of Local Notice to Mariners is issued by each Coast the ship, and increases as the depth decreases and 10 Guard District Commander for the waters under the speed increases. his jurisdiction. (See appendix for Coast Guard dis- Squat denotes a change in trim of a ship under- trict(s) covered by this volume.) These notices are way, relative to her trim when stopped. It usually usually published weekly and may be obtained causes the stem of a vessel to sit deeper in the without cost by making application to the appro- water. However, it is reported that in the case of 15 priate District Commander. mammoth ships squat causes the bow to sit deeper. Notice to Mariners, published weekly by the De- Depending on the location of the echo sounding fense Mapping Agency Hydrographic/Topo- transducers, this may cause the recorded depth to graphic Center, is prepared jointly with NOS and be greater or less than it ought to be. Caution and the Coast Guard. These notices contain selected common sense are continuing requirements for safe 20 items from the Local Notices to Mariners and navigation. other reported marine information required by Distances.-These are in nautical miles unless oceangoing vessels operating in both foreign and otherwise stated. A nautical mile is one minute of domestic waters. Special items covering a variety latitude, or approximately 2,000 yards, and is about of subjects and generally not discussed in the Coast 1.15 statute miles. 25 Pilot or shown on nautical charts are published Heights.-These are in feet above the tidal datum annually in Notice to Mariners 1. These items are used for that purpose on the charts, usually mean important to the mariner and should be read for high water. However, the heights of the decks of future reference. The weekly notices may be ob- piers and wharves are given in feet above the chart tained by operators of oceangoing vessels, without datum for depths. 30 cost, by making application to Defense Mapping Light and fog signal characteristics.-These are Agency Office of Distribution Services, Washing- not described, and light sectors and visible ranges ton, D.C. 20315. are normally not defined. (See Coast Guard Light Local Notice to Mariners, relating to the Great Lists.) Lakes and connecting waters west of Montreal, is Obstructions.-Wrecks and other obstructions are 35 published weekly by the Ninth Coast Guard Dis- mentioned only if of a relatively permanent nature trict. These notices contain changes in aids to and in or near normal traffic routes. navigation and other marine information affecting Radio aids to navigation.-These are seldom de- the safety of navigation. Application for these free scribed. (See Coast Guard Light Lists and Defense notices should be made to Commander, Ninth Mapping Agency Hydrographic/Topographic Cen- 40 Coast Guard District, Federal Building, Cleveland, ter Radio Navigational Aids publications.) Ohio, 44199. Ranges.-These are not fully described. \"A 339° Notices and reports of improved channel depths Range\" means that the rear structure bears 339° are also published by district offices of the Corps from the front structure. See Coast Guard Light of Engineers, U.S. Army (see appendix for districts Lists. 45 covered by this volume). Although information Reported information.-lnformation received by from these notices/reports affecting NOS charts NOS from various sources concerning depths, dan- and related publications is usually published in the gers, currents, facilities, and other subjects, which Notices to Mariners, the local district engineer of- has not been verified by Government surveys or fice should be consulted where depth information inspections, is often included in Coast Pilots; such so is critical. unverified information is qualified as \"reported,\" Marine Broadcast Notices to Mariners are made and should be regarded with caution. by the Coast Guard through Coast Guard, Navy, Time.-Unless otherwise stated, all times are and some commercial radio stations to report defi- given in local standard time in the 24-hour system. ciencies and important changes in aids to naviga- (Noon is 1200, 2:00 p.m. is 1400, and midnight is 55 tion. (See Radio Navigation Warnings and Weath- 0000.) er, this chapter.) Winds.-Directions are the true directions from Vessels operating within the limits of the Coast which the winds blow. Unless otherwise indicated, Guard districts can obtain information affecting speeds are given in knots, which are nautical miles NOS charts and related publications from the per hour. 60 Local Notices to Mariners. Small craft using the Intracoastal Waterway and other waterways and NOTICES TO MARINERS small harbors within the United States that are not normally used by oceangoing vessels will require Notices to Mariners are published by Federal the Local Notices to Mariners to keep charts and

I. GENERAL INFORMATION 3 related publications up-to-date. Information for a cruising license, valid for a period of up to 6 oceangoing vessels can be obtained from the No- months and for designated U.S. waters, to a yacht tice to Mariners published by the Defense Mapping of a foreign country which has a reciprocal agree- Agency Hydrographic/Topographic Center. ment with the United States. A foreign yacht hold- Notices .to Mariners may be consulted at Coast 5 ing a cruising license may cruise in the designated Guard district offices, NOS field offices, Defense U.S. waters and arrive at and depart from U.S. Mapping Agency Hydrographic/Topographic Cen- ports without entering or clearing at the custom- ter offices and depots, most local marine facilities, house, filing manifests, or obtaining or delivering and sales agents handling charts and related publi- permits to proceed, provided it does not engage in cations. JO trade or violate the laws of the United States or visit a vessel not yet inspected by a Customs Agent U.S. GOVERNMENT AGENCIES PROVIDING and does, within 24 hours of arrival at each port or MARITIME SERVICES place in the United States, report the fact of arrival to the nearest customhouse. Countries which have Animal and Plant Health Inspection Service, De- 15 reciprocal agreements granting these privileges to partment of Agriculture.-The Agricultural Quaran- U.S. yachts are Argentina, Australia, Bahama Is- tine Inspection Program and Animal Health Pro- lands, Bermuda, Canada, Federal Republic of Ger- grams of this organization are responsible for pro- many, Great Britain, Greece, Honduras, Jamaica, tecting the Nation's animal population, food and Liberia, the Netherlands, and New Zealand. Fur- fiber crops, and forests from invasion by foreign 20 ther information concerning cruising licenses may pests. They administer agricultural quarantine and be obtained from the headquarters port for the restrictive orders issued under authority provided customs district in which the license is desired. in various acts of Congress. The regulations pro- U.S. yacht owners planning cruises to foreign ports hibit or restrict the importation or interstate move- may contact the nearest customs district headquar- ment of live animals, meats, animal products, 25 ters as to customs requirements. plants, plant products, soil, injurious insects, and associated items that may introduce or spread plant Foreign-Trade Zones, Foreign-Trade Zones pests and animal diseases which may be new to or Board.-U.S. foreign-trade zones are enclosed areas not widely distributed within the United States or considered outside the Customs territory of the its territories. Inspectors examine imports at ports 30 United States. They are the U.S. version of what of entry as well as the vessel, its stores, and crew are known internationally as free trade zones and or passenger baggage. are located in or near U.S. Customs ports of entry. The Service also provides an inspection and cer- Operated as public utilities by qualified corpora- tification service for exporters to assist them in tions, zones function under Customs supervision. meeting the quarantine requirements of foreign 35 Authority for establishing these facilities is granted countries. (See appendix for a list of ports where by the Foreign-Trade Zones Board, a Federal in- agricultural inspectors are located and inspections teragency body chaired by the Secretary of Com- conducted.) merce, within whose Department the Board's exec- utive secretariat is situated. Customs Service, Department of the Treasury.- 40 Foreign and domestic merchandise may be The U.S. Customs Service administers certain laws moved into zones for operations not otherwise pro- relating to: entry and clearance of vessels and per- hibited by Jaw involving storage, exhibition, assem- mits for certain vessel movements between points bly, manufacture, or other processing. The usual in the United States; prohibitions against coastwise formal Customs entry procedure and payment of transportation of passengers and merchandise; sal- 45 duties is not required on the foreign merchandise vage, dredging and towing by foreign vessels; cer- unless and until it enters Customs territory for do- tain activities of vessels in the fishing trade; regular mestic consumption, in which case the importer and special tonnage taxes on vessels; the landing has a choice of paying duties either on the original and delivery of foreign merchandise (including un- foreign materials or the finished product. Quota lading, appraisement, lighterage, drayage, 50 restrictions do not normally apply to foreign goods warehousing, and shipment in bond); collection of in zones. Domestic goods moved into a zone for customs duties, including duty on imported pleas- export are considered exported upon entering the ure boats and yachts and 50% duty on foreign zone for purposes of excise tax rebates and draw- repairs to American vessels engaged in trade; cus- back. (See appendix for addresses of Foreign-Trade toms treatment of sea and ship's stores while in 55 Zones covered by this Coast Pilot.) port and the baggage of crewmen and passengers; illegally imported merchandise; and remission of National Ocean Survey (NOS), National Oceanic penalties or forfeiture if customs or navigation laws and Atmospheric Administration (NOAA), Depart- have been violated. The Customs Service also ment of Commerce.-The National Ocean Survey cooperates with many other Federal agencies in 60 provides charts and related publications for the safe the enforcement of statutes they are responsible navigation of marine and air commerce, and pro- for. Customs districts and ports of entry, including vides basic data for engineering and scientific pur- customs stations, are listed in the appendix. poses and for other commercial and industrial The Customs Service may issue, without charge, needs. The principal facilities of NOS are located

4 I. GENERAL INFORMATION in Rockville, Md. (headquarters); in Norfolk, Va. tidal cycle. They present a comprehensive view of (Atlantic Marine Center); and in Seattle, Wash. the tidal current movement in the respective waier- (Pacific Marine Center). NOAA ships are based at ways as a whole and when used with the proper the marine centers. These offices maintain files of current tables or tide tables supply a means for charts and other publications which are available 5 readily determining for any time the direction and for the use of the mariners, who are invited to velocity of the current at various localities avail themselves of the facilities afforded. (See ap- throughout the areas covered. pendix for addresses.) Tidal Current Diagrams, published annually by Sales agents for Charts, Coast Pilots, Tide Ta- NOS, are a series of 12 monthly computer con- bles, Tidal Current Tables, Tidal Current Dia- 10 structed diagrams used in conjunction with the grams, and Tidal Current Charts of the National Tidal Current Charts for a particular area. The Ocean Survey are located in many U.S. ports and diagrams present an alternate but more simplified in some foreign ports. A list of authorized sales method for calculating the speed and direction of agents and chart catalogs may be had free upon the tidal currents in bays, estuaries, and harbors. request from National Ocean Survey, Distribution 15 Division (OA/C44), 6501 Lafayette Avenue, River- Coast Guard. Department of Transportation.-The dale, Md. 20737. Coast Guard has among its duties the enforcement Nautical charts are published primarily for the of the laws of the United States on the high seas use of the mariner, but serve the public interest in and in coastal and inland waters of the U.S. and its many other ways. They are compiled principally 20 possessions; enforcement of navigation and neutrali- from NOS basic field surveys, supplemented by ty laws and regulations; establishment and enforce- data from other Government organizations. ment of navigational regulations upon the Inland Tide Tables are issued annually by NOS in ad- Waters of the United States, including the vance of the year for which they are prepared. establishment of a demarcation line separating the These tables include predicted times and heights of 25 high seas from waters upon which U.S. naviga- high and low waters for every day in the year for tional rules apply; administration of the Oil Pollu- a number of reference stations and differences for tion Act of 1961, as amended; establishment and obtaining similar predictions for numerous other administration of vessel anchorages; approval of places. They also include other useful information bridge locations and clearances over navigable wa- such as a method of obtaining heights of tide at 30 ters; administration of the alteration of obstructive any time, local mean time of sunrise and sunset for bridges; regulation of drawbridge operations; in- various latitudes, reduction of local mean time to spection of vessels of the Merchant Marine; ad- standard time, and time of moonrise and moonset measurement of vessels; documentation of vessels; for various ports. preparation and publication of merchant vessel re- Caution.-In using the Tide Tables, slack water 35 gisters; registration of stack insignia; port security; should not be confused with high or low water. issuance of Merchant Marine licenses and docu- For ocean stations there is usually little difference ments; search and rescue operations; investigation between the time of high or low water and the of marine casualties and accidents, and suspension beginning of ebb or flood currents; but for places and revocation proceedings; destruction of dere- in narrow channels, landlocked harbors, or on tidal 40 licts; operation of aids to navigation; publication of rivers, the time of slack current may differ by Light Lists and Local Notices to Mariners; and several hours from the time of high or low water. operation of ice-breaking facilities. The relation of the times of high or low water to The Coast Guard, with the Cooperation of coast the turning of the current depends upon a number radio stations of many nations, operates the Auto- of factors, so that no simple general rule can be 45 mated Mutual-assistance Vessel Rescue System given. (To obtain the times of slack water, refer to (AMVER). It is an international maritime mutual the Tidal Current Tables.) assistance program which provides important aid Tidal Current Tables for the coasts of the United to the development and coordination of search and States are issued annually by NOS in advance of rescue (SAR) efforts in many offshore areas of the the year for which they are prepared. These tables 50 world. Merchant ships of all nations making off- include daily predictions of the times of slack shore passages are encouraged to voluntarily send water and the times and velocities of strength of movement (sailing) reports and periodic position flood and ebb currents for a number of waterways, reports to the AMVER Center at Coast Guard together with differences for obtaining predictions New York via selected radio stations. Information for numerous other places. Also included is other 55 from these reports is entered into an electronic useful information such as a method for obtaining computer which generates and maintains dead the velocity of current at any time, duration of reckoning positions for the vessels. Characteristics slack, coastal tidal currents, wind currents, com- of vessels which are valuable for determining SAR bination of currents, and current diagrams. Some capability are also entered into the computer from information on the Gulf Stream is included in the 60 available sources of information. tables for the Atlantic coast. Information concerning the predicted location Tidal Current Charts are published by NOS for and SAR characteristics of each vessel known to various localities. These charts depict the direction be within the area of interest is made available and velocity of the current for each hour of the upon request to recognized SAR. agencies of any

I. GENERAL INFORMATION 5 nation or vessels needing assistance. Predicted loca- scriptions of light structures, lightships, buoys, fog tions are only disclosed for reasons related to ma- signals, and electronic aids. rine safety. Documentation (issuance of certificates of regis- Messages sent within the AMVER System are at try, enrollments, and licenses), admeasurements of no costs to the ship or owner. Benefits to shipping 5 vessels, and administration of the various naviga- include: (1) improved chances of aid in emergen- tion laws pertaining thereto are functions of the cies, (2) reduced number of calls for assistance to Coast Guard. Yacht commissions are also issued, vessels not favorably located, and (3) reduced time and certain undocumented vessels required to be lost for vessels responding to calls for assistance. numbered by the Federal Boat Safety Act of 1971 An AMVER participant is under no greater obliga- to are numbered either by the Coast Guard or by a tion to render assistance during an emergency than State having an approved numbering system (the a vessel who is not participating. latter is most common). Owners of vessels may ALL AMVER messages should be addressed to obtain the necessary information from any Coast Coast Guard New York regardless of the station to Guard District Commander, Marine Safety Office, which the message is delivered, except those sent 15 or Marine Inspection Office. Coast Guard District to Canadian stations which should be addressed to Offices, Coast Guard Stations, Marine Safety Of- AMVER Halifax or AMVER Vancouver to avoid fices, Captain of the Port Offices, Marine Inspec- incurring charges to the vessel for these messages. ~ion Offices, ru:id Documentation .Offices are listed Instructions guiding part1c1pation in the m the appendix. (Note:. A Manne Safety Offi<;:e AMVER System are usually available in the fol- 20 performs the same f~nct10ns as ~hose of a Captam lowing languages: Chinese, Danish, Dutch, Eng- of the Port: a Manne Inspect10n Office, an? a lish, French, German, Greek, Italian, Japanese, Ko- Documentation Office, although these functions ~ay _not be ~II at the same address. Whc:n a func- rean, Norwegian, Polish, Portuguese, Russian, t10n 1s a.t a ~1ffere~t address than t~e Manne Saf~ty Spanish, and Swedish. They are available from: Commander, Atlantic Area, U.S. Coast Guard, 25 Office, it will be listed separately m the appendix.) Governors Island, N.Y. 10004; Commander, Pacific Corps of Engineers, Department of the Army.- Area, U.S. Coast Guard, 630 Saunssomec Street, San The Corps of Engineers has charge of the improve- Cal1'f· 94126 d G d ment of the rivers and harbors of the United States F · ; an at · · oast uar rancisco, District Offices, Marine Safety Offices, Marine In- JO and of miscellaneous other civil works which in- spection Offices, and Captain of the Port Offices in elude the administration of certain Federal laws major U.S. ports. Requests for instructions should state the language desired if other than English. enacted for the pthroteucti·ot nd aSntd tprestehrvatitoanb rofhnavi-t bl walte~s 0f a esd; .e.es . ts mend For AMVER participants bound for U.S. ports gaf e fie nhi e th ~·s a~nessaadgde\"i~fiownahli.cbhe~mefciiltu· dAe MthVe EnRe_cPeassrafriyci·pma-- o regu ations or t e use, a mm1stratton, an . ere 35 navigation of navigable waters; the establishment of harbor lines; the removal of sunken vessels ob- }ion v1:1 ormat1on 1s considered to meet the reqmrements of structing or endangering navigation; and the grant- 33 C~ 161. (See 161.1, chapter 2, for rules and ing of permits for structures or operations in navi- regulations.) . gable waters, and for discharges and deposits of Se~rch a~d contamed_ m Rescue Operation procedures..are 40 dredged and fill materials in these waters. im- the _Int~r-Governmental Mantime Information concerning the various ports, Consultative Organization (IMCO) S~R Manual provements, channel depths, navigable waters, and (MERSAR). U.S. flag vessels may obtam_a copy of the condition of the Intracoastal Waterways in the MERSAR from .local Coas~ Guard Manne Safe~y areas under their jurisdiction may be obtained di- ~ffices and Manne Inspection Offices or b~ wnt- 45 rect from the District Engineer offices. (See appen- mg to U.S. Coast Guard (G-OSR), Washington, dix for addresses.) D.C. 20593.. Other flag vessels may purchase Restricted areas in most places are defined and MERSAR directly from IMCO. . regulations governing them are established by the The Coast Guard co~ducts and/or coordmates Corps of Engineers. The regulations are enforced search and rescue operations for surface vessels and 50 by the authority designated in the regulations and aircraft_ that are in distress. or .overdue. (See Di~- the areas are shown on the large-scale charts of tress Signals and Commurucation Procedures this NOS. Copies of the regulations may be obtained at chai;>ter.) . . the District offices of the Corps of Engineers. The Light Lists, pubhshed by the Coast Guard, de- regulations also are included in the appropriate scribe aids to navigation, consisting of lights, fog 55 Coast Pilots. sign~s, . bu~ys, l~ghtships, d~ybea~ons, and el~c- Fishtraps.-The Corps of Engineers has general tromc aids, ~ ~mted States (mclu~mg Puerto R~co supervision of location, construction, and manner and U.S. _Y1rg11~ Islands) and contiguous C~ad1an of maintenance of all traps, weirs, pounds, or other waters. Light Lists are for sale by the Superintend- fishing structures in the navigable waters of the ent of Documents, Government Printing Office, 60 United States. Where State and/or local controls Washington, D.C. 20402, and by sales agents in the are sufficient to regulate these structures, including principal seaports. Mariners should refer to these that they do not interfere with navigation, the publications for detailed information regarding the Corps of Engineers leaves such regulation to the characteristics and visibility of lights, and the de- State or local authority. (See 33 CPR 206 (not

6 I. GENERAL INFORMATION carried in this Pilot) for applicable Federal regula- Commission inspectors have authority to J;>oard tions.) Construction permits issued by the En- ships to determine whether their radio stations gineers specify the lights and signals required for comply with international treaties, Federal Laws, the safety of navigation. and Commission regulations. The commission has Fish havens, artificial reefs constructed to attract 5 field offices in the principal U.S. ports. (See appen- fish, can be established in U.S. coastal waters only dix for addresses.) Information concerning ship as authorized by a Corps of Engineers permit; the radio regulations and service documents may be permit specifies the location, extent, and depth obtained from the Federal Communications Com- over these \"underwater junk piles.\" mission, Washington, D.C. 20554, or from any of 10 the field offices. Environmental Protection Agency <EPA).-The U.S. Environmental Protection Agency provides Immigration and Naturalization Senice, Depart- coordinated governmental action to assure the pro- ment of Justice.-The Immigration and Naturaliza- tection of the environment by abating and control- tion Service administers the laws relating to admis- ling pollution on a systematic basis. The ocean 15 sion, exclusion, and deportation of aliens, the regis- dumping permit program of the Environmental tration and fingerprinting of aliens, and the natu- Protection Agency provides that except when au- ralization of aliens lawfully resident in the United thorized by permit, the dumping of any material States. into the ocean is prohibited by the \"Marine Protec- The designated ports of entry for aliens are di- tion, Research, and Sanctuaries Act of 1972, Public 20 vided into three classes. Class A is for all aliens. Law 92-532,\" as amended (33 USC 1401 et seq.). Class B is only for aliens who at the time of apply- Permits for the dumping of dredged material into ing for admission are lawfully in possession of valid waters of the United States, including the territori- resident aliens' border-crossing identification cards al sea, and into ocean waters are issued by the or valid nonresident aliens' border-crossing identifi- Corps of Engineers. Permits for the dumping of fill 25 cation cards or are admissible without documents material into waters of the United States, including under the documentary waivers contained in 8 the territorial sea, are also issued by the Corps of CFR 212. l(a). Class C is only for aliens who are Engineers. Permits for the dumping of other mate- arriving in the United States as crewmen as that rial in the territorial sea and ocean waters are is- term is defined in Section lOl(a) (10) of the Immi- sued by the Environmental Protection Agency. 30 gration and Nationality Act. [The term \"crewman\" Corps of Engineers regulations relating to the means a person serving in any capacity on board a above are contained in 33 CFR 323-324; Environ- vessel or aircraft.] No person may enter the United mental Protection Agency regulations are in 40 States until he has been inspected by an immigra- CFR 220-229. (See Dump Sites, this chapter.) tion officer. A list of the offices covered by this Persons or organizations who want to file for an 35 Coast Pilot is given in the appendix. application for an ocean dumping permit should write the Environmental Protection Agency Re- Defense Mapping Agency Hydrographic/Topo- gional Office for the region in which the port of graphic Center (DMAHTC), Department of De- departure is located. (See appendix for addresses of fense.-The Defense Mapping Agency Hydrograph- regional offices and States in the EPA coastal re- 40 ic/Topographic Center provides hydrographic, gions.) navigational, topographic, and geodetic data, The letter should contain the name and address charts, maps, and related products and services to of the applicant; name and address of person or the Armed Forces, other Federal Agencies, the firm; the name and usual location of the con- Merchant Marine and mariners in general. Publica- veyance to be used in the transportation and dump- 45 tions include Sailing Directions (pilots), Light ing of the material involved; a physical description Lists, Table of Distances, Radio Navigational Aids, where appropriate; and the quantity to be dumped International Code of Signals, American Practical and proposed dumping site. Navigator (Bowditch), and the Notice to Mariners Everyone who writes EPA will be sent informa- published weekly. Sales of all DMAHTC products tion about a final application for a permit as soon 50 are handled by the Defense Mapping Agency Of- as possible. This final application is expected to fice of Distribution Services. include questions about the description of the pro- cess or activity giving rise to the production of the Public Health Service, Department of Health and dumping material; information on past activities of Human Services.-The Public Health Service ad- applicant or others with respect to the disposal of 55 ministers hospitalization and outpatient treatment to the type of material involved; and a description legal beneficiaries of the government, administers about available alternative means of disposal of the foreign quarantine procedures at U.S. ports of material with explanations about why an altema- entry, and conducts medical examinations of aliens. tive is thought by the applicant to be inappropriate. (See appendix for addresses of Public Health Ser- 60 vice facilities.) Federal Communications Commission.-The Feder- All vessels arriving in the United States are sub- al Communications Commission controls non-Gov- ject to public health inspection. Only the following ernment radio communications in the United vessels are subject to routine boarding for quaran- States, Guam, Puerto Rico, and the Virgin Islands. tine inspection upon arrival: (a) vessels which have

I. GENERAL INFORMATION 7 been in a smallpox-infected country in the 15 days mine compliance with applicable Interstate Quaran- prior to arrival; (b) vessels which have been in a tine Regulations (42 CFR 72). These regulations plague-infected country within 60 days prior to are based on authority contained in the Public arrival; (c) vessels which have had on board dur- Health Service Act (PL 78-410). Penalties for ing the 15 days preceeding arrival any of the fol- 5 violation of any regulation prescribed under lowing signs of illness: authority of the Act are provided for under Sec- 1. Temperature of l00°F (38°C) or greater tion 368 (42 USC 271) of the Act. which was accompanied or followed by any one or FDA publishes a list of Acceptable Vessel Water- all of the following: rash, jaundice, glandular swell- ing Points as of January 1 each year. This list is ing; or 10 available from most FDA offices or from Interstate 2. Diarrhea severe enough to interfere with Travel Sanitation Branch, FDA, HFF-324, 200 C work or normal activity. Street SW., Washington, D.C. 20240. Since the ac- 3. Death, regardless of the foregoing criteria. ceptability of watering points may have changed Masters of vessels having illness aboard compati- since January 1, their current status must be ob- ble with the above criteria must provide radio noti- 15 tained by contacting any FDA office. (See appen- fication of the illness through their agent to the dix for addresses.) quarantine station at the intended U.S. port of ar- rival. National Weather Service (NWS), National Oce- Vessels arriving at ports under control of the anic and Atmospheric Administration (NOAA), United States are subject to sanitary inspection to 20 Department of Commerce.-The National Weather determine whether measures should be applied to Service provides marine weather forecasts and prevent the introduction, transmission, or spread of warnings for the U.S. coastal waters, the Great communicable disease. Lakes, offshore waters, and high seas areas. Sched- Specific public health laws, regulations, policies, uled marine forecasts are issued four times daily and procedures may be obtained by contacting U. 25 from more than 20 National Weather Service Fore- s. Quarantine Stations, U.S. Consulates or the cast Offices (WSFO's) around the country, operat- Chief, Quarantine Branch, Bureau of Epidemiolo- ing 24 hours a day. Marine services are also pro- gy, Center for Disease Control, Atlanta, Ga. 30333. vided by over 50 National Weather Service Offices Eligible American seamen are entitled to medi- with local areas of responsibility. (See appendix for cal, surgical, and dental treatment or hospitalization 30 Weather Service Forecast Offices and Weather provided through the U.S. Public Health Service. Service Offices for the area covered by this Coast Such care is available only at U.S. Public Health Pilot.) Service hospitals and outpatient clinics except that Typically. the forecasts contain information on Directors of Public Health Service (PHS) facilities wind speed and direction, wave heights, visibility, may authorize care outside of a PHS facility if (a) 35 weather, and a general synopsis of weather patterns it is a life-threatening medical emergency or (b) the affecting the region. The forecasts are supple- seamen is a patient at a PHS facility. (See appendix mented with special marine warnings and state- for list of Public Health Service hospitals and out- ments, radar summaries, marine observations, small- patient clinics.) An American seaman is one em- craft advisories, gale warnings, storm warnings and ployed on board in the care, preservation, or 40 various categories of tropical cyclone warnings navigation of any registered, enrolled, or licensed e.g., tropical depression, tropical storm and hur- vessel of the United States, or in the service, on ricane warnings. Specialized products such as board, of those so engaged. (See 42 CFR 32.6- coastal flood, seiche, and tsunami warnings, heavy 32.111, not carried in this Coast Pilot, for eligibility surf advisories, low water statements, ice forecasts requirements.) 45 and outlooks, and lake shore warnings and state- Free medical advice is furnished to seamen by ments, are issued as necessary. radio through the cooperation of Governmental The principal means of disseminating marine and commercial radio stations whose operators re- weather services and products in coastal areas is ceive and relay messages from ships at sea to Pub- NOAA Weather Radio. This network of more than lie Health Service stations and then radio the medi- so 350 stations nationwide is operated by the NWS cal advice back to the ships. (See appendix for list and provides continuous broadcasts of weather in- of radio stations that provide this service.) formation for the general public. These broadcasts repeat taped messages every 4-6 minutes. Tapes are Food and Drug Administration (FDA), Public updated periodically, usually every 2-3 hours and Health Service, Department of Health and Human 55 amended as required to include the latest informa- Services.-Under the provisions of the Control of tion. When severe weather threatens, routine trans- Communicable Diseases Regulations (21 CFR missions are interrupted and the broadcast is devot- 1240) and Interstate Conveyance Sanitation Regu- ed to emergency warnings. (See appendix for lations (21 CFR 1250), vessel companies operating NOAA Weather Radio Stations covered by this in interstate traffic shall obtain potable water for 60 Coast Pilot.) drinking and culinary purposes only at watering In coastal areas, the programming is tailored to points found acceptable to the Food and Drug the needs of the marine community. Each coastal Administration. Water supplies used in watering marine forecast covers a specific area. For exam- point operations must also be inspected to deter- pie, \"Cape Henlopen to Virginia Beach, out 20

8 I. GENERAL INFORMATION miles.\" The broadcast range is about 40 miles from and discuss marine weather communications and the transmitting antenna site, depending on terrain marine weather requirements affecting the ships' and quality of the receiver used. When transmitting operations. (See appendix for addresses of Port Me- antennas are on high ground, the range is some- teorological Officers in or near the area covered by what greater, reaching 60 miles or more. Some 5 this Coast Pilot.) receivers are equipped with a warning alert device that can be turned on by means of a tone signal Environmental Data and Information Service controlled by the NWS office concerned. This sig- (EDIS), National Oceanic and Atmospheric Admin- nal is transmitted for 13 seconds preceding an an- istration (NOAA), Department of Commerce.- nouncement of a severe weather warning. JO Among its functions, EDIS archives, processes, Marine weather warnings are displayed to small- and disseminates the non-realtime meteorological craft operators and others within sight of the shore and oceanographic data collected by government by the flags, pennants, and lights of the Coastal agencies and private institutions. Marine weather Warning Display program. This means of receiving observations are collected from ships at sea on a marine warnings is the least efficient because of the 15 voluntary basis. About l million observations are limited visual range of the display and problems in received annually at EDIS's National Climatic hoisting and lowering the display promptly. The Center. They come from vessels representing every Coastal Warning Display program is being de-em- maritime nation. These observations, along with phasized as small-boat operators and coastal re- land data, are returned to the mariners in the form sidents are urged to rely instead on low cost, porta- 20 of climatological summaries and atlases for coastal ble NOAA Weather Radio receivers. and ocean areas. They are available in such NOAA NWS marine weather products are also dis- publications as the U.S. Coast Pilots, Mariners seminated to marine users through the broadcast Weather Log, and Local Oimatological Data, Annu- facilities of the Coast Guard, Navy, National Bu- al Summary. They also appear in the Defense reau of Standards, National Marine Fisheries Ser- 25 Mapping Agency Hydrographic/Topographic Cen- vice, certain Sea Grant Universities, and commer- ter's Pilot Charts and Sailing Directions Planning cial marine radio stations. Details on these broad- Guides. casts including times, frequencies, and broadcast content are listed in the joint NWS/Navy publica- DISTRESS SIGNALS AND COMMUNICATION tion Worldwide Marine Weather Broadcasts. For 30 PROCEDURES marine weather services in the coastal areas, the Coast Guard search and rescue operations.-The NWS publishes a series of Marine Weather Serv- Coast Guard conducts and/or coordinates search ices Charts showing locations of NOAA Weather and rescue operations for surface vessels or aircraft Radio stations, Coastal Warning Display sites, tele- that are in distress or overdue. Search and Rescue phone numbers of recorded weather messages and 35 vessels and aircraft have special markings, includ- NWS offices, and other useful marine weather in- ing a wide slash of red-orange and a small slash of formation. blue on the forward portion of the hull or fuselage. Ships of all nations share equally in the effort to Other parts of aircraft, normally painted white, report weather observations. These reports enable may have other areas painted red to facilitate ob- meteorologists to create a detailed picture of wind, 40 servation. The cooperation of vessel operators with wave, and weather patterns over the open waters Coast Guard helicopters, fixed-wing aircraft, and that no other data source can provide and upon vessels may mean the difference between life and which marine forecasts are based. The effectiveness death for some seaman or aviator; such cooperation and reliability of these forecasts and warnings plus is greatly facilitated by the prior knowledge on the other services to the marine community are strong- 45 part of vessel operators of the operational require- ly linked to the observations received from mari- ments of Coast Guard equipment and personnel, of ners. There is an especially urgent need for ship the international distress signals and procedures, observations in the coastal waters, and the NWS and of good seamanship. asks that these be made and transmitted whenever International distress signals.-(1) A signal made possible. Many storms originate and intensify in 50 by radiotelegraphy or by any other signalling coastal areas. There may be a great difference in method consisting of the group \"SOS\" in Morse both wind direction and speed between the open Code. sea, the offshore waters, and on the coast itself. (2) A signal sent by radiotelephony consisting of Information on how ships, commercial fisher- the spoken word \"MAYDAY.\" men, offshore industries, and others in the coastal 55 (3) The International Flag Code Signal of NC. zone may participate in the marine observation (4) A signal consisting of a square flag having program is available from National Weather Service above or below it a ball or anything resembling a Port Meteorological Officers (PMO's). Port Mete- ball. orological Officers are located in major U.S. port (5) Flames on the craft (as from a burning oil cities and the Republic of Panama, where they visit 60 barrel, etc.) ships in port to assist masters and mates with the (6) A rocket parachute flare or hand flare show- weather observation program, provide instruction ing a red light. on the interpretation of weather charts, calibrate (7) Rockets or shells, throwing red stars fired barometers and other meteorological instruments, one at a time at short intervals.

!. GENERAL INFORMATION 9 (8) Orange smoke, as emitted from a distress particulars of its position (latitude and longitude, flare. or true bearing and distance from a known geo- (9) Slowly and repeatedly raising and lowering graphical position); arms outstretched to each side. the nature of the distress; (10) A gun or other explosive signal fired at 5 the kind of assistance desired; intervals of about 1 minute. the number of persons aboard and the condition (11) A continuous sounding of any fog-signal ap- of any injured; paratus. present seaworthiness of vessel; (12) The radiotelegraph alarm signal. description of the vessel (length; type; cabin; (13) The radiotelephone alarm signal. IO masts; power; color of hull, superstructure, trim; (14) Signals transmitted by emergency position- etc.); indicating radiobeacons. any other information which might facilitate the (15) A piece of orange-colored canvas with ei- rescue, such as display of a surface-to-air identifica- ther a black square and circle or other appropriate tion signal or a radar reflector; symbol (for identification from the air). 15 your listening frequency and schedule; (16) A dye marker. THIS IS (call sign and name of vessel in dis- Radio distress procedures.-Distress calls are made tress). OVER. on 500 kHz (SOS) for radiotelegraphy and on 2182 (4) Acknowledgement of receipt of a distress mes- kHz or channel 16 (156.80 MHz) VHF-FM sage: If a distress message is received from a vessel (MAYDAY) for radiotelephony. For less serious 20 which is definitely in your vicinity, immediately situations than warrant the distress procedure, the acknowledge receipt. If it is not in your vicinity, urgency signal PAN (PAHN, spoken three times), allow a short interval of time to elapse before ac- or the safety signal SECURITY (SAY-CURITAY, knowledging, in order to permit vessels nearer to spoken three times), foi: radiotelephony, are used as the vessel in distress to acknowledge receipt with- appropriate. Since radiotelegraph transmissions are 25 out interference. However, in areas where reliable normally made by professional operators, and ur- communications with one or more shore stations gency and safety situations are Jess critical, only are practicable, all vessels may defer this the distress procedures for voice radiotelephone are acknowledgement for a short interval so that a described. For complete information on emergency shore station may acknowledge receipt first. The radio procedures, see Pubs. l 17A, 117B, or 47 30 acknowledgement of receipt of a distress is given CFR 83. (See appendix for a list of Coast Guard as follows: Stations which guard 2182 kHz and 156.80 MHz.) the call sign or name of the vessel sending the Complete information on distress guards can be distress (spoken three times); obtained from Coast Guard District Commanders. the words THIS IS; Distress calls indicate a vessel or aircraft is 35 the call sign or name of acknowledging vessel threatened by grave and imminent danger and re- (spoken three times); quests immediate assistance. They have absolute The words RECEIVED MAYDAY. priority over all other transmissions. All stations After the above acknowledgement, allow a mo- which hear a distress call must immediately cease mentary interval of listening to insure that you will any transmission capable of interfering with the 40 not interfere with another vessel better situated to distress traffic and shall continue to listen on the render immediate assistance; if not, with the frequency used for the emission of the distress call. authority of the person in charge of the vessel, This call shall not be addressed to a particular transmit: station, and acknowledgement of receipt shall not the word MAYDAY; be given before the distress message which follows 45 the call sign and name of distressed vessel; it is sent. the words THIS IS; Radiotelephone distress communications include the call sign and name of your vessel; the following actions: your position (latitude and longitude, or true (1) The radiotelephone alarm signal (if available): bearing and distance from a known geographical The signal consists of two audio tones, of different 50 position); pitch, transmitted alternately; its purpose is to at- the speed you are proceeding towards, and the tract the attention of persons on radio watch or to approximate time it will take to reach, the dis- actuate automatic alarm devices. It may only be tressed vessel. OVER. used to announce that a distress call or message is (5) Further distress messages and other communi- about to follow. 55 cations: Distress communications consist of all mes- (2) The distress call, consisting of:-the distress sages relating to the immediate assistance required signal MAYDAY (spoken three times); by the distressed vessel. Each distress communica- the words THIS IS (spoken once); tion shall be preceded by the signal MAYDAY. the call sign or name of the vessel in distress The vessel in distress or the station in control of (spoken three times). 60 distress communications may impose silence on any (3) The distress message follows immediately station which interferes. The procedure is:-the and consists of: words SEELONCE MAYDAY (Seelonce is the distress signal MAYDAY: French for silence). Silence also may be imposed The call sign and name of the vessel in distress; by nearby mobile stations other than the vessel in

IO I. GENERAL INFORMATION distress or the station in control of distress commu- frequency used for the distress. This will normally nications. The mobile station which believes that be: · silence is essential may request silence by the fol- (i) 500 kHz (radiotelegraphy) and/or lowing procedure: -the word SEELONCE, fol- (ii) 2182 kHz (radiotelephony). lowed by the word DISTRESS, and its own call 5 (e) Additionally, maintain watch on VHF-FM sign. channel 16 (156.80 MHz) as necessary; (6) Transmission of the distress procedure by a (f) Operate radar continuously; vessel or shore station not itself in distress: A vessel (g) If in the vicinity of the distress, post extra or a shore station which learns that a vessel is in lookouts. distress shall transmit a distress message in any of 10 (2) The following action should be taken when the following cases: proceeding to the area of distress: (a) When the vessel in distress is not itself able to (a) Plot the position, course, speed, and ETA of transmit the distress message. other assisting ships. (b) When a vessel or a shore station considers (b) Know the communication equipment with that further help is necessary. 15 which other ships are fitted. This information may (c) When, although not in a position to render be obtained from the International Telecommunica- assistance, it has heard a distress message that has tion Union's List of Ship Stations. not been acknowledged. (c) Attempt to construct an accurate \"picture\" In these cases, the transmission shall consist of: of the circumstances attending the casualty. The the radiotelephone alarm signal (if available); 20 important information needed is included under the words MAYDAY RELAY (spoken three Distress Signals and Communication Procedures, times); this chapter. Should the ship in distress fail to the words THIS IS; transmit this information, a ship proceeding to as- the call sign and name of vessel (or shore sta- sist should request what information is needed. tion), spoken three times. 25 (3) The following on-board preparation while When a vessel transmits a distress under these proceeding to the distress area should be consid- conditions, it shall take all necessary steps to con- ered: tact the Coast Guard or a shore station which can (a) A rope (guest warp) running from bow to notify the Coast Guard. quarter at the waterline on each side and secured (7) Termination of distress: When distress traffic 30 by lizards to the ship's side to assist boats and rafts has cea'ied, or when silence is no longer necessary to secure alongside; on the frequency used for the distress traffic, the (b) A derrick rigged ready for hoisting on each station in control shall transmit on that frequency a side of the ship with a platform cargo sling, or message to all stations as follows: rope net, secured to the runner to assist the speedy the dir.tress signal MAYDAY; 35 recovery of exhausted or injured survivors in the the call TO ALL STATIONS, spoken three water; times; (c) Heaving lines, ladders, and scramble net the words THIS IS; placed ready for use along both sides of the ship on the call sign and name of the station sending the the lowest open deck and possibly crew members message; 40 suitably equipped to enter the water and assist sur- the time; vivors; the name and call sign of the vessel in distress; (d) A ship's liferaft made ready for possible use the words SEELONCE FEENEE (French for as a boarding station; silence finished). (e) Preparations to receive survivors who re- 45 quire medical assistance including the provision of DISTRESS ASSISTANCE AND stretchers; COORDINATION PROCEDURES (f) When own lifeboat is to be launched, any Surface ship procedures for assisting distressed means to provide communications between it and surface vessels. the parent ship will prove to be of very great help; (1) The following immediate action should be 50 (g) A line throwing appliance with a light line taken by each ship on receipt of a distress message: and a heavy rope, ready to be used for making (a) Acknowledge receipt and, if appropriate, connection either with the ship in distress or with retransmit the distress message; survival craft. {b) Immediately try to take D/F bearings during Aircraft procedures for directing surface craft to the transmission of the distress message and main· 55 scene of distress incident.-The following proce- tain a D/F watch on 500 kHz and/or 2182 kHz; dures performed in sequence by an aircraft mean (c) Communicate the following information to that the aircraft is directing a surface craft toward the ship in distress: the scene of a distress incident, (i) identity; (a) Circling the surface craft at least once. (ii) position; 60 (b) Crossing the projected course of the surface (iii) speed and estimated time of arrival (ETA); craft close ahead at low altitude, rocking the (iv) when available, true bearing of the ship in wings, opening and closing the throttle, or chang- distress. ing the propeller pitch. (d) Maintain a continuous listening watch on the (c) Heading in the direction in which the surface

l. GENERAL INFORMATION 11 craft is to be directed. The surface craft should ing the broadcast and give her identity, position, acknowledge the signal by changing course and and intended action. following the aircraft. If, for any reason, it is im- 6. If a ship should receive a distress message possible to follow, the surface craft should hoist direct from an aircraft. she should act as indicated the international code flag NOVEMBER, or use in the immediately preceding paragraph and also any other signaling means available to indicate this. relay the message to the nearest Coast Radio Sta- The following procedures performed by an air- tion. Moreover, a ship which has received a dis- craft mean that the assistance of the surface craft is tress message direct from an aircraft and is going no longer required: to the rescue should take a bearing on the transmis- (a) Crossing the wake of the surface craft close IO sion and inform the Coast Radio Station and other astern at a low altitude, rocking the wings, opening ships in the vicinity of the call sign of the dis- and closing the throttle or changing the propeller tressed aircraft and the time at which the distress pitch. message was received, followed by the bearing and Since modern jet-engined aircraft cannot make time at which the signal ceased. the characteristic sound associated with opening 15 7. When an aircraft decides to ditch in the vicin- and closing the throttle, or changing propeller ity of a ship, the ship should: pitch, ships should be alert to respond to the sig- (a) Transmit homing bearings to the aircraft, or nals without the sounds, when jets or turboprop (if so required) transmit signals enabling the aircraft aircraft are involved. to take its own bearings. Surface ship procedures for assisting aircraft in 20 (b) By day, make black smoke. distress. (c) By night, direct a searchlight vertically and 1. When an aircraft transmits a distress message turn on all deck lights. Care must be taken not to by radio, the first transmission is generally made on direct a searchlight toward the aircraft, which the designated air/ground enroute frequency in use might dazzle the pilot. at the time between the aircraft and aeronautical 25 8. Ditching an aircraft is difficult and dangerous. station. The aircraft may change to another fre- A ship which knows that an aircraft intends to quency, possibly another enroute frequency or the ditch should be prepared to give the pilot the fol- aeronauti.caI emergency frequenci·es of 121 .50 MHz low(ai)ngWiinnfdordmiareticotnio: n and force. or 243 MHz. In an emergency, it may use any other available frequency to establish contact with 30 (b) Direction, height, and length of primary and secondary swell systems. any land, mobile, or direction-finding station. (c) Other pertinent weather information. 2. There is liaison between Coast Radio Stations aeronautical units, and land-based search and The pilot of an aircraft will choose his own rescue organizations. Merchant ships will ordinari- ditching heading. If this is known by the ship, she ly be informed of aircraft casualties at sea by 35 should set course parallel to the ditching heading. Otherwise the ship should set course parallel to the broadcast messages from Coast Radio Stations, main swell system and into the wind component, if made on the international distress frequencies of 500 kHz and 2182 kHz. Ships may, _h?wever, be- an§: A land plane may break up immediately on come aware of the casualty by r~ce1vm~: . 40 striking the water, and liferafts may be damaged. (~) ~n SOS message _from an aircraft m d~stress The ship, should, therefore, have a lifeboat ready ~h1ch is able to t~ansm1t o~ 500 kf:Iz or a distress for launching, and if possible, boarding nets should signal from an aircraft usmg rad10telephone on be lowered from the ship and heaving lines made 2182 kHz. . .. ready in the ship and the lifeboat. Survivors of the (b) A rad10telegraphy distress signal on. 500 kHz aircraft may have bright colored Jifejackets and f:om a hand-o~erated emergency transmitter car- 45 location aids. ned by some aircraft. . 10. The method of recovering survivors must be (c) A message from a SAR atrcraft. . left to the judgment of the master of the ship . 3. F~r th~ purpose ?f emer~enc_y commumca- carrying out the rescue operation. tlon~ ~~th aircraft, sp~cial !ittent1on 1s ca}le~ to the 50 11. It should be borne in mind that military air- poss1b1hty ?f conduc:tmg d1r~ct commumcatI~ns on craft are often fitted with ejection seat mechanisms. 2182 kHz, _if both. sht~ and a1rc:raft are so equipped. Normally, their aircrew will use their ejection 4. An atrcraft m distress will use any means at seats rather than ditch. Should such an aircraft its disposal to attract attention, make known its ditch, rather than the aircrew bail out, and it be- ~osition, and. obtain help, includ~ng some of. the 55 comes necessary to remove them from their ejec- s1gnals prescnbed by the Internat10nal Regulations tion seats while still in the aircraft, care should be for Preventing Collisions at Sea. taken to avoid triggering off the seat mechanisms. 5. ~ircraft usually sink quic~ly (e.g. withi~ a The activating handles are invariably indicated by red and or black/yellow coloring. few mmutes). Every endeavor will be made to give ships an accurate position of an aircraft which de- 60 12. A survivor from an aircraft casualty who is sires to ditch. When given such a position, a ship recovered may be able to give information which should at once consult any other ships in the vicini- will assist in the rescue of other survivors. Masters ty on the best procedure to be adopted. The ship are therefore asked to put the following questions going to the rescue should answer the station send- to survivors and to communicate the answers to a

12 1. GENERAL INFORMATION Coast Radio Station. They should also give the (4) Point searchlights vertically to aid the flight position of the rescuing ship and the time when the crew in locating the ship and turn them off when survivors were recovered. the helicopter is on the scene. (a) What was the time and date of the casualty? (5) Be sure to advise the helicopter of the loca- (b) Did you bail out or was the aircraft ditched? 5 tion of the pickup area on the ship before the (c) If you bailed out, at what altitude? helicopter arrives, so that the pilot may make his (d) How many others did you see leave the air- approach to aft, amidships, or forward, as required. craft by parachute? (6) There will be a high noise level under the (e) How many ditched with the aircraft? helicopter, so voice communications on deck are (f) How many did you see leave the aircraft 10 almost impossible. Arrange a set of hand signals after ditching? among the crew who will assist. (g) How many survivors did you see in the Hoist operations: water? (I) If possible, have the patient moved to a posi- (h) What flotation gear had they? tion as close to the hoist area as his condition will (i) What was the total number of persons aboard 15 permit-time is important. the aircraft prior to the accident? (2) Normally, if a litter (stretcher) is required, it U) What caused the emergency? will be necessary to move the patient to the special Helicopter evacuation of personnel.-Helicopter litter which will be lowered by the helicopter. Be evacuation, usually performed by the Coast Guard, prepared to do this as quickly as possible. Be sure is a hazardous operation to the patient and to the 20 the patient is strapped in, face up, and with a life flight crew, and should only be attempted in event jacket on (if his condition will permit). of very serious illness or injury. Provide the doctor (3) Be sure that the patient is tagged to indicate on shore with all the information you can concern- what medication, if any, was administered to him ing the patient, so that an intelligent evaluation can and when it was administered. be made concerning the need for evacuation. Most 25 (4) Have patient's medical record and necessary rescue helicopters can proceed less th,an 150 miles papers in an envelope or package ready for transfer offshore (a few new helicopters can travel 250 to with the patient. 300 miles out to sea), dependent on weather condi- (5) Again, if the patient's condition permits, be tions and other variables. If an evacuation is neces- sure he is wearing a life jacket. sary, the vessel must be prepared to proceed within 30 (6) Change the vessel's course to permit the ship range of the helicopter, and should be familiar with to ride as easily as possible with the wind on the the preparations which are necessary prior to and bow, preferably on the port bow. Try to choose a after its arrival. course to keep the stack gases clear of the hoist When requesting helicopter assistance: area. Once established, maintain course and speed. (1) Give the accurate position, time, speed, 35 (7) Reduce speed to ease ship's motion, but course, weather conditions, sea conditions, wind maintain steerageway. direction and velocity, type of vessel, and voice (8) If you do not have radio contact with the and CW frequency for your ship. helicopter, when you are in all respects ready for (2) If not already provided, give complete medi- the hoist, signal the helicopter in with a \"come on\" cal information including whether or not the pa- 40 with your hand, or at night by flashlight signals. tient is ambulatory. (9) Allow basket or stretcher to touch deck prior (3) If you are beyond helicopter range, advise to handling to avoid static shock. your diversion intentions so that a rendezvous (10) If a trail line is dropped by the helicopter, point may be selected. guide the basket or stretcher to the deck with the (4) If there are changes to any items reported 45 line; keep the line free at all times. This line will earlier, advise the rescue agency immediately. not cause shock. Should the patient die before the arrival of the (11) Place the patient in basket, sitting with his helicopter, be sure to advise those assisting you. hands clear of the sides, or in the litter, as de- Preparations prior to the arrival of the helicopter: scribed above. Signal the helicopter hoist operator (1) Provide continuous radio guard on 2182 kHz so when ready for the hoist. Patient should signal by a or specified voice frequency, if possible. The heli- nodding of the head if he is able. Deck personnel copter normally cannot operate CW. give thumbs up. (2) Select and clear the most suitable hoist area, (12) If it is necessary to take the litter away preferably aft on the vessel with a minimum of 50 from the hoist point, unhook the hoist cable and feet radius of clear deck. This must include the 55 keep it free for the helicopter to haul in. Do not securing of loose gear, awnings, and antenna wires. secure cable or trail line to the vessel or attempt to Trice up running rigging and booms. If hoist is aft, move stretcher without unhooking. lower the flag staff. (13) When patient is strapped into the stretcher, (3) If the hoist is to take place at night, light the signal the helicopter to lower the cable, attach pickup areas as well as possible. Be sure you do 60 cable to stretcher sling (bridle), then signal the not shine any lights on the helicopter, so that the hoist operator when the patient is ready to hoist. pilot is not blinded. If there are any obstructions in Steady the stretcher so it will not swing or turn. the vicinity, put a light on them so the pilot will be (14) If a trail line is attached to the basket or aware of their positions. stretcher, use it to steady the patient as he is

l. GENERAL INFORMATION 13 hoisted. Keep your feet clear of the line, and keep cycle per second, has been generally adopted for the line from becoming entangled. radio frequencies; accordingly, frequencies former- ly given in the Coast Pilots in kilocycles (kc) and Coast Guard droppable, floatable pumps.-The megacycles (me) are now stated in kilohertz (kHz) Coast Guard often provides vessels in distress with s and Megahertz (MHz), respectively. emergency pumps by either making parachute Coast Guard radio stations.-Coast Guard radio drops, by lowering on helicopter hoist, or by stations provide urgent, safety, and scheduled ma- delivering by vessel. The most commonly used rine information broadcasts with virtually complete type of pump comes complete in a sealed aluminum coverage of the approaches and coastal waters of drum about half the size of a 50-gallon oil drum. JO the United States, Puerto Rico, and the U.S. Virgin One single lever on top opens it up. Don't be Islands. smoking as there may be gas fumes inside the can. Scheduled radiotelephone broadcasts include rou- The pump will draw about 90 gallons per minute. tine weather, small-craft warnings, storm adviso- There should be a waterproof flashlight on top of ries, storm warnings, navigation information, and the pump for night use. Operating instructions are 15 other advisories on 2670 kHz and/or a designated provided inside the pump container. VHF-FM channel, following a preliminary call on Preparations for being towed by Coast Guard: 2182 kHz and/or VHF-FM channel 16 (156.80 (I) Clear the forecastle area as well as you can. MHz). (See the appendix for a list of the stations (2) If a line-throwing gun is used, keep everyone and their broadcast frequencies and times for the out of the way until line clears the boat. The Coast 20 area covered by this Coast Pilot.) Guard vessel will blow a police whistle or other- Urgent and safety radiotelephone broadcasts of wise warn you before firing. important Notice to Mariners items, storm warn- (3) Have material ready for chafing gear. ings, and other vital marine information are trans- mitted upon receipt, and urgent broadcasts are re- Radar reflectors on small craft.-Operators of dis- 25 peated 15 minutes later; additional broadcasts are abled wooden craft and persons adrift in rubber made at the discretion of the originator. Urgent rafts or boats that are, or may consider themselves broadcasts are preceded by the urgent signal PAN to be, the object of a search, should hoist on a (PAHN, spoken three times). Both the urgent signal halyard or otherwise place aloft as high as possible and message are transmitted on 2182 kHz and/or any metallic object that would assist their detection 30 VHF-FM channel 16 (156.80 MHz). Safety broad- by radar. Coast Guard cutters and aircraft are casts are preceded by the safety signal SECURITY radar equipped and thus are able to continue (SAY-CURITAY, spoken three times). The safety searching in darkness and during other periods of :.ignal is given on 2182 kHz and/or VHF-FM chan- low visibility. It is advisable for coastal fishing nel 16 (156.80 MHz), and the messagt is given on boats, yachts, and other small craft to have effi- 35 2670 kHz and/or VHF-FM channel 22A (157.10 cient radar reflectors permanently installed aboard MHz). the vessel. The National Weather Service operates VHF- Filing Cruising schedules.-Small-craft operators FM radio stations, usually on frequencies 162.40, should prepare a cruising plan before starting on 162.475, or 162.55 MHz, to provide continuous re- extended trips and leave it ashore with a yacht 40 corded weather broadcasts. These broadcasts are club, marina, friend, or relative. It is advisable to available to those with suitable receivers within use a checking-in procedure by telephone for each about 40 miles of the antenna site. (See the appen- point specified in the cruising plan. Such a trip dix for a list of these stations in the area covered schedule is vital for determining if a boat is over- by this Coast Pilot.) due and will assist materially in locating a missing 45 Commercial radiotelephone coast stations.-Broad- craft in the event search and rescue operations casts of coastal weather and warnings are made by become necessary. some commercial radiotelephone coast stations (marine operators) on the normal transmitting RADIO NAVIGATION WARNINGS AND frequencies of the stations. Vessels with suitable WEATHER 50 receivers and desiring this service may determine the frequencies and schedules of these broadcasts Marine radio warnings and weather forecasts are from their local stations or from Worldwide Ma- disseminated by many sources and through several rine Weather Broadcasts or from the series of Ma- types of transmissions. Only voice radiotelephone rine Weather Services Charts published by NWS. broadcasts are described in the Coast Pilots. 55 Local broadcast-band radio stations.-Many local Radiotelegraph (CW), radioteletype, radiofacsimile, radio stations in the standard AM and FM broad- and CW broadcasts of navigational warnings and cast band give local marine weather forecasts from other advisories are not described, since these NWS on a regular schedule. These stations are transmissions are normally copied only by profes- listed on the series of Marine Weather Services sional radio operators. (For complete information 60 Charts published by NWS. on radio warnings and weather, see Pubs. 117A, Reports from ships.-The master of every U.S. 1l7B, and the Department of Commerce publica- ship equipped with radio transmitting apparatus, on tion, Worldwide Marine Weather Broadcasts.) meeting with a tropical cyclone, dangerous ice, Frequency units.-Hertz (Hz), a unit equal to one subfreezing air temperatures with gale force winds

14 I. GENERAL INFORMATION causing severe ice accretion on superstructures, channels and basins; obstructions, wr~ks, and derelict, or any other direct danger to navigation, other dangers; new landmarks or the nonexistence is required to cause to be transmitted a report of or relocation of charted ones; uncharted fixed pri- these dangers to ships in the vicinity and to the vate aids to navigation; and deletions or additions appropriate Government agencies. 5 of small-craft facilities. All such reports should be During the West Indies hurricane season, June 1 sent to The Director (OA/C322), National Ocean to November 30, ships in the Gulf of Mexico, Car- Survey, Rockville, Md. 20852. ibbean Sea area, southern North Atlantic Ocean, Chart symbols and abbreviations.-The standard and the Pacific waters west of Central America symbols and abbreviations approved for use on all and Mexico are urged to cooperate with NWS in 10 regular nautical charts published by the Defense furnishing these special reports in order that warn- Mapping Agency Hydrographic/Topographic Cen- ings to shipping and coastal areas may be issued. ter and NOS are contained in Chart No. 1, United States of America Nautical Chart Symbols and Ab- Time Signals.-The U.S. system of broadcasting breviations. This publication is available from the time signals begins at 55 minutes 0 second of some 15 Defense Mapping Agency Office of Distribution hour and continues for 5 minutes. Signals are trans- Services and NOS, and their sales agents. mitted on every second of this period except the On certain foreign charts reproduced by the 29th of each minute, the 5lst of the first minute, United States, and on foreign charts generally, the the 52d of the second minute, the 53d of the third symbols and abbreviations used may differ from minute, the 54th of the fourth minute, the last 4 20 U.S. approved standards. It is, therefore, recom- seconds of the first 4 minutes, and the last 9 sec- mended that navigators who acquire and use for- onds of the last minute. The hour signal is a 1.3- eign charts and reproductions procure the symbol second dash, which is much longer than the others. sheet or Chart No. 1 produced by the same foreign In all cases the beginning of the dashes indicates agency. the beginnings of the seconds, and the ends of the 25 The mariner is warned that the buoyage systems, dashes are without significance. The number of shapes, and colors used by other countries often dashes sounded in the group at the end of any have a different significance than the U.S. system. minute indicates the number of minutes of the sig- Chart Datum.-A semidiurnal tide has on the aver- nal yet to be sent. In case of signal failure or error, age two high waters (high tides) of nearly equal the signal is repeated 1 hour later. 30 height and two low waters (low tides) of nearly Time corrections (DUTl = UTl-UTC) will be equal height each tidal day (approximately 24.84 transmitted in standard Morse Code (15 wpm) dur- hours). A mixed tide is the same as the semidiurnal ing each minute between seconds 56 and 59. The except that there is a significant difference between code will give the letter \"A\" for add and one digit the heights of the two high waters and/or between to designate a positive DUTl and the letter \"S\" 35 the heights of the two low waters each tidal day. with a digit to designate a negative correction. A diurnal tide has one high water and one low WWV-WWVH BROADCASTS.-The National water, predominantly, each tidal day. Bureau of Standards broadcasts time signals contin- Mean Low Water is the arithmetic mean of the uously, day and night, from its radio stations low water heights observed over a specific 19-year WWV, near Fort Collins, Colo. (40°40'49#N., 40 cycle (the National Tidal Datum Epoch). For a 105°02'27\"W.), on radio frequencies of 2.5, 5, 10, semidiurnal or a mixed tide, the two low waters of 15, and 20 MHz and WWVH, Kauai, Hawaii each tidal day are included in the mean. For a (21°59'26\"N., 159°46'00\"W.), on radio frequencies diurnal tide, the one low water of each tidal day is of 2.5, 5, 10, and 15 MHz. Services include stan- used in the mean. Mean Lower Low Water is the dard time signals and time intervals, time cor- 45 arithmetic mean of the lower low water heights of rections, standard radio frequencies, standard audio a mixed tide observed over a specific 19-year frequencies, standard musical pitch, a slow time cycle. Gulf Coast Low Water Datum is Mean Low code, geophysical alerts (WWV only), and storm Water when the tide is diurnal and Mean Lower information. Low Water when the tide is mixed. Special Publication 432 describes in detail the 50 Chart Datum, the tidal datum for depths on NOS standard frequency and time service of the Na- charts, is Mean Low Water for the Atlantic Coast tional Bureau of Standards. Single copies may be of the United States, including the West Indies; obtained upon request from the National Bureau of Gulf Coast Low Water Datum for the Gulf Coast Stan!18tds, Boulder, Colo. 80302. Quantities may be including the Florida Keys; and Mean Lower Low obtained from the Superintendent of Documents, 55 Water for the Pacific coast, including the Hawaiian U.S. Government Printing Office, Washington, Islands and Alaska. The term Gulf Coast Low D.C. 20402. Water Datum will gradually replace the term Mean Low Water on all NOS Gulf charts. During the NAUTICAL CHARTS transition period the terms Gulf Coast Low Water 60 Datum and Mean Low Water will be interchangea- Reporting chart deficiencles.-Users are requested ble with no change in chart content and hence no to repo!1 all si~i~cant observed di_screpancies .in effect on na_vigation. ~e plane most frequently and ~es1rable ~d1t1ons .to ~OS ~autical c~: m- used on foreign c~ 1s ~ean lo\"\". water springs. cludmg depth 10format1on m pnvately mamtained The effect of strong wmds, m combination with the

I. GENERAL INFORMATION 15 regular tidal action, may at times cause the water since the NOS no longer hand-corrects charts prior level to fall considerably below the reference to distribution. plane. Caution in using small-scale charts.-Dangers to Accuracy of a nautical chart.-The value of a nau- navigation cannot be shown with the same amount tical chart depends upon the accuracy of the sur- 5 of detail on small-scale charts as on those of larger veys on which it is based. The chart reflects what scale. Therefore, the largest scale chart of an area was found by field surveys and what has been should always be used. reported to NOS Headquarters. The chart repre- The scales of nautical charts range from 1:2,500 sents general conditions at the time of surveys or to about 1:5,000,000. Graphic scales are generally reports and does not necessarily portray present IO shown on charts with scales of l :80,000 or larger, conditions. Significant changes may have taken and numerical scales are given on sma1ler scale place since the date of the last survey or report. charts. NOS charts are classified according to scale Each sounding represents an actual measure of as fo1lows: depth and location at the time the survey was Sailing charts, scales 1:600,000 and smaller, are made, and each bottom characteristic represents a 15 for use in fixing the mariner's position as he ap- sampling of the surface layer of the sea bottom at proaches the coast from the open ocean, or for the time of sampling. Areas where sand and mud sailing between distant coastwise ports. On such prevail, especially the entrances and approaches to charts the shoreline and topography are general- bays and rivers exposed to strong tidal current and ized and only offshore soundings, and the principal heavy seas, are subject to continual change. 20 lights, outer buoys, and landmarks visible at con- In coral regions and where rocks and boulders siderable distances are shown. abound, it is always possible that surveys may have General charts, scales 1:150,000 to 1:600,000, are failed to find every obstruction. Thus, when for coastwise navigation outside of outlying reefs navigating such waters, customary routes and and shoals. channels should be followed and areas avoided 25 Coast charts, scales 1:50,000 to 1: 150,000 are for where irregular and sudden changes in depth indi- inshore navigation leading to bays and harbors of cate conditions associated with pinnacle rocks, considerable width and for navigating large inland coral heads, or boulders. waterways. Information charted as \"reported\" should be Harbor charts, scales larger than 1:50,000, are for treated with caution in navigating the area, because 30 harbors, anchorage areas, and the smaller water- the actual conditions have not been verified by twraaScypose.acsitaall wchaatertrsw, ayvsaraion.uds ms1·cscaeleIIsa,necoouvsersmtahIIe-erIanf-t goTvheme mdaetnet osfuarvcehyas.rt is of vital importance to the areas. navigator. When charted information becomes ob- 35 Blue tint in water areas.-A blue tint is shown in solete, further use of the chart for navigation may water areas on many charts to accentuate shoals be dangerous. Announcements of new editions of and other areas considered dangerous for naviga- nau~ical charts are usua.lly published in n~t~ces t_o tion when using that particular chart. Since the ~an~ers. A quarterly hst of the 13:test editions is danger curve varies with the intended purpose of a d1~tnbuted to sales agents; free cop1~s. may he. o~- 4-0 chart a careful inspection should be made to deter- ta~ed fro~.t~e sales agents or by. wntmg to Distn- mine the contour depth of the blue tint areas. butlon D1v1S1on (OA/C44), ~ational Ocean Sur- Caution on bridge and cable clearances.-For vey, 6501 La~ayette Avenue, R1v~rdale, Md. 2073?. bascule bridges whose spans do not open to a full U.S. Nauti~ Chart Numbenng System.-:This vertical position, unlimited overhead clearance is chart numbenng system, adopted by the National 45 not available for the entire charted horizontal Ocean Surv~y and the ~efense Mappin~ Agency clearance when the bridge is open, due to the incli- Hydrograph1c/Topographic Center, provides for a nation of the drawspans over the channel. uniform method of identifying charts published by The charted clearances of overhead cables are both agencies. f'.or ch~ published by NOS, a for the lowest wires at normal high water unless cros~ reference hst (Nautical Chart Number Con- 50 otherwise stated. Vessels with masts, stacks, booms, version Table) of new and old chart numbers can or antennas should allow sufficient clearance under be obtain~, ~ith_out c~a~~e, from National Ocean power cables to avoid arcing. Survey, Distnbut1on Div1s1on (OA/C44), 6501 La- Submarine cables and pipelines cross many water- fay~tte Aven!le, Riverdale, Md. 20737, or fr'?m any ways used by both large and small vessels, but all of its authonzed sales agents. The Coast Pilot re- 55 of them may not be charted. For inshore areas, fleets only the new c~art numbers. Us~ the new they usually are buried beneath the seabed, but, for num~rs when ordenng ch~. Nautical charts offshore areas, they may lie on the ocean floor. pubhs~ed by the D«:fense Mapping. Age~cy ~ydro- Warning signs are often posted to warn mariners of graphic/Topographic Center are identified m the their existence. Coast Pilot by an asterisk preceding the chart num- 60 The installation of submarine cables or pipelines ber. in U.S. waters or the Continental Shelf of the Unit- Corrections to cbarts.-It is essential for naviga- ed States is under the jurisdiction of one or more tors to keep charts corrected through information Federal agencies, depending on the nature of the published in the notices to mariners, especially installation. They are shown on the charts when

16 I. GENERAL INFORMATION the necessary information is reported to NOS and usually sport fishermen, to simulate natm;al reefs they have been recommended for charting by the and wrecks that attract fish. The reefs a're con- cognizant agency. The chart symbols for submarine structed by dumping assorted junk ranging from cable and pipeline areas are usually shown for old trolley cars and barges to scrap building mate- inshore areas, whereas, chart symbols for sub- 5 rial in areas which may be of very small extent or marine cable and pipeline routes may be shown for may stretch a considerable distance along a depth offshore areas. Submarine cables and pipelines are curve; old automobile bodies are a commonly used not described in the Coast Pilots. material. The Corps of Engineers must issue a per- In view of the serious consequences resulting mit, specifying the location and depth over the from damage to submarine cables and pipelines, 10 reef, before such a reef may be built. However, the vessel operators should take special care when reefbuilders' adherence to permit specifications can anchoring, fishing, or engaging in underwater be checked only with a wire drag. Fish havens are operations near areas where these cables or pipe- outlined and labeled on the charts, but soundings lines may exist or have been reported to exist. and depth curves are usually retained and blue Certain cables carry high voltage, while many 15 tinting is seldom used. Navigators should be cau- pipelines carry natural gas under high pressure or tious about passing over fish havens or anchoring petroleum products. Electrocution, fire, or explo- in their vicinity. sion with injury, loss of life, or a serious pollution Fishtrap areas are areas established by the Corps incident could occur if they are broached. of Engineers, or State or local authority, in which Vessels fouling a submarine cable or pipeline 20 traps may be built and maintained according to should attempt to clear without undue strain. An- established regulations. The areas and regulations chors or gear that cannot be cleared should be are in 33 CFR 206. (They are not carried in this slipped, but no attempt should be made to cut a Pilot.) The fish stakes which may exist in these cable or pipeline. areas are obstructions to navigation and may be Artificial obstructions to navigation.-Disposal 25 dangerous. The limits of fishtrap areas and a cau- areas are designated by the Corps of Engineers for tionary note are usually charted. Navigators should depositing dredged material where existing depths avoid these areas. indicate that the intent is not to cause sufficient Local magnetic disturbances.-If measured values shoaling to create a danger to surface navigation. of magnetic variation differ from the expected The areas are charted without blue tint, and sound- 30 (charted) values by several degrees, a magnetic dis- ings and depth curves are retained. turbance note will be printed on the chart. The Dump Sites are areas established by Federal note will indicate the location and magnitude of regulation (40 CPR 220-229) in which dumping of the disturbance, but the indicated magnitude should dredged and fill material and other nonbuoyant not be considered as the largest possible value that objects is allowed with the issuance of a permit. 35 may be encountered. Large disturbances are more Dumping of dredged and fill material is supervised frequently detected in the shallow waters near land by the Corps of Engineers and all other dumping masses than on the deep sea. Generally, the effect by the Environmental Protection Agency (EPA). of a local magnetic disturbance diminishes rapidly (See Corps of Engineers and Environmental Pro- with distance, but in some locations there are mul- tection Agency, this chapter, and appendix for of- 40 tiple sources of disturbances and the effects may be flee addresses.) distributed for many miles. Dumping Grounds are also areas that were estab- Compass roses on charts.-Each compass rose lished by Federal regulation (33 CPR 205). How- shows the date, magnetic variation, and the annual ever, these regulations have been revoked and the change in variation. Prior to the new edition of a use of the areas discontinued. These areas will con- 45 nautical chart, the compass roses are reviewed. tinue to be shown on nautical charts until such Corrections for annual change and other revisions time as they are no longer considered to be a may be made as a result of newer and more accu- danger to navigation. rate information. On some general and sailing Dump Sites and Dumping Grounds are rarely charts, the magnetic variation is shown by isogonic mentioned in the Coast Pilot, but are shown on 50 lines in addition to the compass roses. nautical charts. Mariners are advised to exercise The Mercator projection used on most nautical caution in and in the vicinity of all dumping areas. charts has straight-line meridians and parallels that Spoil areas are for the purpose of depositing intersect at right angles. On any particular chart dredged material, usually near and parallel to the distances between meridians are equal through- dredged channels; they are usually a hazard to 55 out, but distances between parallels increase navigation. Spoil areas are usually charted from progressively from the Equator toward the poles, survey drawings from Corps of Engineers after- so that a straight line between any two points is a dredging surveys, though they may originate from rhumb line. This unique property of the Mercator private or other Government agency surveys. Spoil projection is one of the main reasons why it is areas are tinted blue on the charts and labeled, and 60 preferred by the mariner. all soundings and depth curves are omitted. Echo soundings.-Ship's echo sounders may indi- Navigators of even the smallest craft should avoid cate small variations from charted soundings; this crossing spoil areas. may be due to the fact that various corrections Fish havens are established by private interests, (instrument corrections, settlement and squat, draft,

I. GENERAL INFORMATION 17 and velocity corrections) are made to echo sound- account elevation, observer's height of eye, or the ings in surveying which are not normally made in curvature of the earth. Geographic range is a func- ordinary navigation, or to observational errors in tion of only the curvature of the earth and is deter- reading the echo sounder. Instrument errors vary mined solely from the heights above sea level of between different equipment and must be deter- 5 the light and the observer's eye; therefore, to deter- mined by calibration aboard ship. Most types of mine the actual Geographic range for a height of echo sounders are factory calibrated for a velocity eye, the Geographic range must be corrected by a of sound in water of 800 fathoms per second, but distance corresponding to the height difference, the the actual velocity may differ from the calibrated distance correction being determined from a table velocity by as much as 5 percent, depending upon IO of \"distances of visibility for various heights above the temperature and salinity of the waters in which sea level.\" (See Light List or Coast Pilot table the vessel is operating; the highest velocities are following appendix.) The maximum distances at found in warm, highly saline water, and the lowest which lights can be seen may at times be increased in icy freshwater. Velocity corrections for these by abnormal atmospheric refraction and may be variations are determined and applied to echo 15 greatly decreased by unfavorable weather condi- soundings during hydrographic surveys. All echo tions such as fog, rain, haze, or smoke. All except soundings must be corrected for the vessel's draft, the most powerful lights are easily obscured by unless the draft correction has been set on the echo s.ich conditions. In some conditions of the atmos- sounder. phere white lights may have a reddish hue. During Observational errors include misinterpreting false 20 weather conditions which tend to reduce visibility, echos from schools of fish, seaweed, etc., but the colored lights are more quickly lost to sight than most serious error which commonly occurs is are white lights. Navigational lights should be used where the depth is greater than the scale range of with caution because of the following conditions the instrument; a 400-fathom scale indicates 15 that may exist: fathoms when the depth is 415 fathoms. Caution in 25 A light may be extinguished and the fact not navigation should be exercised when wide varia- reported to the Coast Guard for correction, or a tions from charted depths are observed. light may be located in an isolated area where it will take time to correct. AIDS TO NAVIGATION In regions where ice conditions prevail the lan- 30 tern panes of unattended lights may become cov- Reporting of defects in aids to navigation.- ered with ice or snow, which will greatly reduce Promptly notify the nearest Coast Guard District the visibility and may also cause colored lights to Commander if an aid to navigation is observed to appear white. be missing, sunk, capsized, out of position, dam- Brilliant shore lights used for advertising and aged, extinguished, or showing improper charac- 35 other purposes, particularly those in densely popu- teristics. lated areas, make it difficult to identify a naviga- Radio messages should be prefixed \"Coast tional light. Guard\" and transmitted directly to any U.S. Gov- At short distances flashing lights may show a ernment shore radio station for relay to the Coast faint continuous light between flashes. Guard District Commander. If the radio call sign 40 The distance of an observer from a light cannot of the nearest U.S. Government radio shore station be estimated by its apparent intensity. The charac- is not known, radiotelegraph communication may teristics of lights in an area should always be be established by the use of the general call checked in order that powerful lights visible in the \"NCG\" on the frequency of 500 kHz. Merchant distance will not be mistaken for nearby lights ships may send messages relating to defects noted 45 showing similar characteristics at low intensity in aids to navigation through commercial facilities such as those on lighted buoys. only when they are unable to contact a U.S. Gov- The apparent characteristic of a complex light ernment shore radio station. Charges for these mes- may change with the distance of the observer, due sages will be accepted \"collect\" by the Coast to color and intensity variations among the dif- Guard. 50 ferent lights of the group. The characteristic as Lights.-The range of visibility of lights as given charted and shown in the Light List may not be in the Light Lists and as shown on the charts is the recognized until nearer the light. Nominal range, which is the maximum distance at Motion of a vessel in a heavy sea may cause a which a light may be seen in clear weather (mete- light to alternately appear and disappear, and thus orological visibility of 10 nautical miles) expressed ss give a false characteristic. in nautical miles. The Light Lists give the Nominal Where lights have different colored sectors, be ranges for all Coast Guard lighted aids except guided by the correct bearing of the light; do not range and directional lights. Luminous range is the rely on being able to accurately observe the point maximum distance at which a light may be seen at which the color changes. On either side of the under the existing visibility conditions. By use of 60 line of demarcation of colored sectors there is al- the diagram in the Light Lists, Luminous range ways a small arc of uncertain color. may be determined from the known Nominal On some bearings from the light, the range of range, and the existing visibility conditions. Both visibility of the light may be reduced by obstruc- the Nominal and Luminous ranges do not take into tions. In such cases, the obstructed arc might differ

18 I. GENERAL INFORMATION with height of eye and distance. When a light is location of the red and green lights depend upon cut off by adjoining land and the arc of visibility is the type of drawbridge. ' given, the bearing on which the light disappears Bridges and their lighting, construction, mainte- may vary with the distance of the vessel from nance, and operation are set forth in 33 CFR 114- which observed and with the height of eye. When 5 118. Aircraft obstruction lights, prescribed by the the light is cut off by a sloping hill or point of Federal Aviation Administration, may operate at land, the light may be seen over a wider arc by a certain bridges. Drawbridge operation regulations are published in chapter 2 of the Coast Pilots. ship far off than by one close to. Fog signals.-Caution should be exercised in the Arcs of circles drawn on charts around a light are not intended to give information as to the dis- 10 use of sound fog signals for navigation purposes. tance at which it can be seen, but solely to indi- They should be considered solely as warning de- cate, in the case of lights which do not show equal- vices. Sound travels through the air in a variable man- ly in all directions, the bearings between which the variation of visibility or obscuration of the light ner, even without the effects of wind; and, there- 15 fore, the hearing of fog signals cannot be implicitly occurs. Lights of equal candlepower but of different col- relied upon. ors may be seen at different distances. This fact . Experience indicate~ that. distances must ~ot be should be considered not only in predicting the Judge~ only by the mtenstty of the sound, that di tance at which a light can be seen but also in ~ccasu~nally .the~e .may be areas close to a fog l.dseLn.t\"l fhytm· g ·t ' signal m 1rwarhifcrohmit atsstantoi.ot nh, eyaerdt ;.noatndbet.hseaetnfofrgomma1\"yt, h1 . ass d close aboard 20 exi.st no~ Id t be be- so the signal may not be operatmg. It is not always ig . s s ou no .P m~emntd.s . '. possible to start a fog signal immediately when fog cause m manhy ca-.es nprap ared mamtamedd to pr·otect t· e structure agams tee amage an t.s observed. sco~u~nnyg actmn.- Avoidance of collision with lightships, ocean sta- buildmgs, parno~mmotehnetr t?\":'ers, tanks, smokestacks, 25 tion vessels, offshore light stations, and large naviga· s1m.tlar structures, charted .as tional buoys (LNB).-Courses should invariably be landmarks, dt~play. flashm~ and/or fixed red atr- set to pass these aids with sufficient clearance to craft obstruction hghts. Lights shown fr<;>~ lai:td- avoid the possibility of collision from any cause. marks ar~ ~harted only when the~ have disti!l~ttve 30 Errors of observation, current and wind effects, charactenstics to enable the manner to positively other vessels in the vicinity and defects in steering ident!fy th~ location of the charted structure. gear may be, and have b~en the cause of actual Bndge lights and ~learance ~es.-1:he Coast collisions, or imminent danger thereof, needlessly Guard regulates ma.nne obstructtoi:i hghts and jeopardizing the safety of these facilities and their clearan~e gages on bndges across navigable waters. ~here ms~lled, clearance ~ages are generally ver- 35 crews, and of all navigation dependent on these important aids to navigation. ttcal numencal scales, re~dmg from top to bottom, Experience shows that lightships and offshore and show the actual vertical clearance tx:tween the light stations cannot be safely used as leading e~sting water level and the lowest pomt of the marks to be passed close aboard, but should always bndge over the channel; the gages are normally on 40 be left broad off the course whenever sea room the right-hand pier or abutment of t~e bridge, on permits. When approaching 'lightships, ocean sta- both. the upstream and downstream sides. tion vessels, fixed offshore light structures, large ~ndge bg~ts .are fixed red or green, and are navigational buoys. (LNB~, or a sta!ion on a .s~b- marine site, on rad10 beanngs, the nsk of ~olbs10n pnvately m~nta~ned; they are generally n?t chart- ed or descnbed m the text of the Coast Pilots. All 45 will be avoided by ensuring that radio beanng does bridge piers (and their protective fenders) and abut- not remain constant. ments which are in or adjacent to a navigation It should be borne in mind that most lightships c:hannel are marked on all channel sides by. red and large buoys are anchored to .a very lo~g SC?pe hghts. On each channel span of a fixed bndge, of chain and, as a result, the radius of therr swmg- there is a range of two green l~ghts mar~ng the 50 ing circle is considerable. The charted position is center of the channel and a red hght marking both the location of the anchor. Furthermore under cer- edges of the channel, except that when the margins tain conditions of wind and current, they are sub- '!f the channel are confin~ by b!1dge pie~, th~ red ject to sudden and unexpected ~eers which are lights on the span are omitted, smce the pier hghts certain to hazard a vessel attemptmg to pass close then mark the channel edges; for multiplespan fixed 55 aboard. bridges, the main-channel span may also be marked During extremely heavy weather and due to by three white lights in a vertical line above the their exposed locations, lightships may be carried green range lights. off station without the knowledge and despite the On all types of drawbridges, one or more red best efforts of their crews. The mariner should, lights are shown from the drawspan (higher than 60 therefore, not implicitly rely on a lightship main- the pier lights) when the span is closed; when the taining its precisely charted position during and span is open, the higher red lights are obscured and immediately following severe storms. A lightship one or two green lights are shown from the draw- known to be off station will secure her light~ fog span, higher than the pier lights. The number and signal, and radiobeacon and fly the lnternat1onal

1. GENERAL INFORMATION 19 Code signal \"LO\" signifying \"I am not in my cor- List tabulates the offset distances for these aids in rect position.\" many instances. Watch (station) buoys are sometimes moored near Aids may be moved, discontinued, or replaced lightships and seacoast buoys to mark the approxi- by other types to facilitate dredging operations. mate station should these important aids be carried 5 Mariners should exercise caution when navigating away or temporarily removed. The lightship watch areas where dredges with auxiliary equipment are buoy also gives the crew an indication of dragging. working. Since these uncharted buoys are always un- Temporary changes in aids are not included on lighted and, in some cases, moored as much as a the charts. mile from the lightship or seacoast buoy, the dan- IO Radiobeacons.-A map showing the locations and ger of a closely passing vessel colliding with them operating details of marine radiobeacons is given in is always present-particularly so during darkness or each Light List. This publication describes the pro- periods of reduced visibility. cedure to follow in using radiobeacons to calibrate Buoys.-The aids to navigation depicted on charts radio direction finders as well as listing special comprise a system consisting of fixed and floating 15 radio direction finder calibration stations. aids with varying degrees of reliability. Therefore, A vessel steering a course for a radiobeacon prudent mariners will not rely solely on any single should observe the same precautions as when steer- aid to navigation, particularly a floating aid. ing for a light or any other mark. If the The approximate position of a buoy is represent- radiobeacon is aboard a lightship, particular care ed by the dot or circle associated with the buoy 20 should be exercised to avoid the possibility of colli- symbol. The approximate position is used because sion, and sole reliance should never be placed on of practical limitations in positioning and maintain- sighting the lightship or hearing its f<?g signal. If ing buoys and their sinkers in precise geographical th~re ar~ .no dependable means by which the ves- locations. These limitations include, but are not sel s pos1t1on may_ be fixed. and the course changed limited to, inherent imprecisions in position fixing 25 well before reacht?g the hghtsh~p, a cou_rse sh~mld methods, prevailing atmospheric and sea condi- be ~elected that will ensure passmg the lightship at tions, the slope of and the material making up the a di~tance, rather th~n close aboard, and ~epeat~d seabed, the fact that buoys are moored to sinkers bean~gs of the ~ad1obeacon s~oul~ show an m- by varying lengths of chain, and the fact that buoy creasu~g chaI_lge m the same d1rect1on. . Radio bearmgs.-No exact ~ata c~n be g.iven as to obousd.ysuarnvde/i·on_rasni'?nek, erbup_1osaitrieonnsoarrme~n11o.Yt under continu- 30 the accuracy to be expected m rad10 beanngs taken h kd by a ship, since the accuracy depends to a large c ec.: e on1Y dunng penod1c maintenance v1s1ts ~h.ich often extent upon the skill of the ship's operator, the occur more than a year apart. The J?OSi~ioi:i of the condition of the ship's equipment, and the accuracy buo~ body can be_ expected to shift mside and 35 of the ship's calibration curve. Mariners are urged outside of the ch~rtm~ symbol du~ to the forces of to obtain this information for themselves by taking natur~. The manner i_s also caut10i:ied that b~oys frequent radio bearings, when their ship's position are hable t~ be earned away, sh1ft~d, '?apsized, is accurately known, and recording the results. sunk, e~c. Lighted buoys m~y be extmgmshed_ or Radio bearings obtained at twilight or at night, soun~ s1~als may not function as a resu_It_ of ice, 40 and bearings which are almost parallel to the coast, running i'?e or other natural causes, colhs10ns, or should be accepted with reservations, due to \"night other accidents. . . effect\" and to the distortion of radio waves which For the foregomg reasons, a prudent mai;i?er travel overland. Bearings of aircraft ranges and must not :ely compl~tely _upon the ?ha~ted positi~n standard broadcast stations should be used with or ope~~tton of ~oatmg aids to na\".igation, bu_t will 45 particular caution due to coastal refraction and lack also. utt~1ze beanngs from fixed objects and a~ds to of calibration of their frequencies. navigation on shore. Furth_er, a ve~s~l att~mptmg to Conversion of radio bearings to Mercator bear- pass close aboa~d always nsks ?olhsion with a yaw- ings.-Radio directional bearings are the bearings of mg buoy or with the obstruction the buoy marks. the great circles passing through the radio stations Buoys may .not always pr?p~rly mark shoals or 50 and the ship, and, unless in the plane of the Equa- other obstructions due to ~hiftmg of the shoals or tor or a meridian, would be represented on a Mer- of th~ buoys. Buoys marking wrecks or other ob- cator chart as curved lines. Obviously it is imprac- struct10ns are .usually place~ on the seaward or ticable for a navigator to plot such lines on a Mer- c~~mnelward side and not directly ?ver a wreck. cator chart, so it is necessary to apply a correction Smee buoys may be located some disra:ice from a 55 to a radio bearing to convert it into a Mercator wreck they are mtended to mark, and smce sunken bearing, that is, the bearing of a straight line on a wrecks are not always static, extreme caution Mercator chart laid off from the sending station should be exercised when operating in the vicinty and passing through the receiving station. of such buoys. A table of corrections for the conversion of a Caution, channel markers.-Lights, daybeacons, 60 radio bearing into a Mercator bearing follows the and buoys along dredged channels do not always appendix. It is sufficiently accurate for practical mark the bottom edges. Due to local conditions, purposes for distances up to 1,000 miles. aids may be located inside or outside the channel The only data required are the latitudes and Ion- limits shown by dashed lines on a chart. The Light gitudes of the radiobeacons and of the ship by dead

20 1. GENERAL INFORMATION reckoning. The latter is scaled from the chart, and navigation and should not normally be used. in pilot the former is either scaled from the chart or taken waters. The use of skywaves is not recommended from the Light List. within 250 miles of either station. The table is entered with the differences of Ion- Caution must be used in matching loran signals gitude in degrees between the ship and station (the 5 to ensure that the groundwave signal of the master nearest tabulated value being used), and opposite station is not unknowingly matched with a the middle latitude between the ship and station, skywave signal of a secondary station, or vice the correction to be applied is read. versa; or that a one-hop skywave signal from one The sign of the correction (bearings read clock- station is not matched with a two-hop skywave wise from the north) will be as follows: In north IO signal from the other. latitude, the minus sign is used when the ship is Omega.-Omega is a continuous radionavigation east of the radiobeacon and the plus sign used system which provides hyperbolic lines of position when the ship is west of the radiobeacon. In south through phase comparisons of very low frequency latitude, the plus sign is used when the ship is east (10-14 kHz range) continuous wave signals trans- of the radiobeacon, and the minus sign is used 15 mitted on a common frequency on a time shared when the ship is west of the radiobeacon. basis. With eight transmitting stations located To facilitate plotting, 180 degrees should be throughout the world, Omega provides worldwide, added to or subtracted from the corrected bearing, all weather navigation coverage. Six stations make and the result plotted from the radiobeacon. Omega available in nearly all parts of the globe, Should the position by dead reckoning differ 20 with the two other stations providing redundancy greatly from the true position of the ship as deter- and coverage during off-air time for maintenance. mined by plotting the corrected bearings, retrial Users are cautioned that the Omega system is in should be made, using the new value as the posi- an implementation stage. System changes and sta- tion of the ship. tion off-air periods are promulgated by Notice to Radio bearings from other vessels.-Any vessel 25 Mariners and radio navigational warning messages. with a radio direction-finder can take a bearing on Current information on the status of individual a vessel equipped with a radio transmitter. These Omega transmitting stations is broadcast on station bearings, however, should be used only as a check, WWV, 16 minutes after the hour, and on station as comparatively large errors may be introduced WWVH, 47 minutes after the hour. Current status by local conditions surrounding the radio direction- 30 reports are available by telephone (202-245-0298). finder unless known and accounted for. Although At the present time the worldwide accuracy and any radio station, for which an accurate position is reliability of this system cannot be precisely deter- defintely known, may serve as a radiobeacon for mined. Therefore positioning information derived vessels equipped with a radio direction-finder, ex- from Omega should not be totally relied upon treme caution must be exercised in their use. Sta- 35 without reference to other positioning methods. tions established especially for maritime services Uniform State Waterway Marking System.-Many are more reliable. bodies of water used by boatmen are located en- Radar transponder beacons (Racons) are low- tirely within the boundaries of a State. The Uni- powered radio transceivers that operate in the ma- form State Waterway Marking System (USWMS) rine radar X-band frequencies. When activated by a 40 has been developed to indicate to the small-boat vessel's radar signal, Racons provide a distinctive operator hazards, obstructions, restricted or con- visible display on the vessel's radarscope from trolled areas, and to provide directions. Although which the range and bearing to the beacon may be intended primarily for waters within the state determined. (See Light List and DMAHTC Pub. boundaries, USWMS is suited for use in all water l 17A for details.) 45 areas, since it supplements and is generally compat- Loran.-A list of stations and descriptive details ible with the Coast Guard lateral system of aids to of the Loran System are given in the Light Lists. navigation. The Coast Guard is gradually using Instructions, tables, and charts of the Loran System more aids bearing the USWMS geometric shapes are published by the Defense Mapping Agency Hy- described below. drographic/Topographic Center. NOS shows loran so Two categories of waterway markers are used. lines on sailing, general, and coastal charts of the Regulatory markers, buoys, and signs use distinc- U.S. coasts. tive standard shape marks to show regulatory in- Exact data cannot be given as to the accuracy to formation. The signs are white with black letters be expected in loran positions since the accuracy and have a wide orange border. They signify speed depends to a large extent on the skill of the opera- 55 zones, restricted areas, danger areas, and directions tor, the condition and type of receiving equipment, to various places. Aids to navigation on State wa- and the area of operation. The accuracy of a loran ters use red and black buoys to mark channel lim- fix is determined by the accuracy of the individual its. Red and black buoys are generally used in lines of positions used to establish the fix and by pairs. The boat should pass between the red buoy their angle of intersection. 60 and its companion black buoy. If the buoys are not Loran position determinations on or near the placed in pairs, the distinctive color of the buoy b~line extensions are subject to significant geo- indicates the direction of dangerous water from the metric errors and, therefore, should be avoided buoy. White buoys with red tops should be passed whenever possible. Loran is a long-range aid to to the south or west, indicating that danger lies to

I. GENERAL INFORMATION 21 the north or east of the buoy. White buoys with pressure. In cases where the water level is raised, black tops should be passed to the north or east. higher waves can form with greater depth and the Danger lies to the south or west. Vertical red and combination can be destructive to low regions, par- white striped buoys indicate a boat should not pass ticularly at high stages of tide. Extreme low levels between the buoy and the nearest shore. Danger 5 can result in depths which are considerably less lies inshore of the buoy. than those shown on nautical charts. This type of wave occurs especially in coastal regions bordering DESTRUCTIVE WAVES.-Unusual sudden on shallow waters which are subject to tropical changes in water level can be caused by tsunamis storms. or violent storms. These two types of destructive JO Seiche is a stationary vertical wave oscillation waves have become commonly known as tidal with a period varying from a few minutes to an waves, a name which is technically incorrect as hour or more, but somewhat less than the tidal they are not the result of tide-producing forces. periods. It is usually attributed to external forces Tsunamis (seismic sea waves) are set up by sub- such as strong winds, changes in barometric pres- marine earthquakes. Many such seismic disturb- 15 sure, swells, or tsunamis disturbing the equilibrium ances do not produce sea waves and often those of the water surface. Seiche is found both in en- produced are small, but the occasional large waves closed bodies of water and superimposed upon the can be very damaging to shore installations and tides of the open ocean. When the external forces dangerous to ships in harbors. cause a short-period horizontal oscillation of the These waves travel great distances and can cause 20 water, it is called surge. tremendous damage on coasts far from their The combined effect of seiche and surge some- source. The wave of April 1, 1946, which originat- times makes it difficult to maintain a ship in its ed in the Aleutian Trench, demolished nearby position alongside a pier even though the water Scotch Cap Lighthouse and caused damages of $25 may appear to be completely undisturbed, and million in the Hawaiian Islands 2,000 miles away. 25 heavy mooring lines have been parted repeatedly The wave of May 22-23, 1960, which originated off under such conditions. Pilots advise taut lines to southern Chile, caused widespread death and de- reduce the effect of the surge. struction in islands and countries throughout the Pacific. SPECIAL SIGNALS FOR CERTAIN VESSELS The speed of tsunamis varies with the depth of 30 the water, reaching 300 to 500 knots in the deep Special signals for surveying vessels.-National water of the open ocean. In the open sea they Ocean Survey vessels while engaged in hydro- cannot be detected from a ship or from the air graphic surveying are required by Navigation because their length is so great, sometimes a hun- Rules, International-Inland, Rule 27, to exhibit: dred miles, as compared to their height, which is 35 (b)(i) three all-round lights in a vertical line usually only a few feet. Only on certain types of where they can best be seen. The highest and low- shelving coasts do they build up into waves of est of these lights shall be red and the middle light disastrous proportions. shall be white; There is usually a series of waves with crests 10 (ii) three shapes in a vertical line where they can to 40 minutes apart, and the highest may occur 40 best be seen. The highest and lowest of these several hours after the first wave. Sometimes the shapes shall be balls and the middle one a diamond; first noticeable part of the wave is the trough (iii) when making way through the water, which causes a recession of the water from shore, masthead lights, sidelights and a sternlight, in addi- and people who have gone out to investigate this tion to the lights prescribed in subparagraph (b)(i); unusual exposure of the beach have been engulfed 45 and by the oncoming crest. Such an unexplained with- (iv) when at anchor, in addition to the lights or drawal of the sea should be considered as nature's shapes prescribed in subparagraphs (b)(i) and (ii) warning of an approaching wave. the light, lights or shapes prescribed in Rule 30, Improvements have been made in the quick de- Anchored Vessels and Vessels Aground. termination and reporting of earthquake epicenters, 50 The color of the above shapes is black. but no method has yet been perfected for determin- The wire drags used by the NOS in sweeping for ing whether a sea wave will result from a given dangers to navigation may be crossed by vessels earthquake. The Pacific Tsunami Warning Center, without danger of fouling at any point except be- Oahu, Hawaii, of the National Oceanic and At- tween the towing launches and the large buoys mospheric Administration is headquarters of a 55 near them, where the towline approaches the sur- waming system which has field reporting stations face of the water. Vessels passing over the drag are (seismic and tidal) in most countries around the requested to change course so as to cross it approx- Pacific. When a warning is broadcast, waterfront imately at right angles, as a diagonal course may areas should be vacated for higher ground, and cause the propeller to foul the supporting buoys ships in the vicinity of land should head for the 60 and attached wires. No attempt should be made to deep water of the open sea. pass between the drag launches while the wire is Storm surge.-A considerable rise or fall in the being set out or taken in, unless it would endanger level of the sea along a particular coast may result a vessel to do otherwise, because the bott<?m wire from strong winds and sharp change in barometric is slack and the floats at each 100-foot section may

22 1. GENERAL INFORMATION lift it nearly to the surface; at this time the launches Submarine emergency identification signals.-U.S. usually are headed directly toward or away from submarines are equipped with signal ejectors which each other and the operation may be clearly seen. may be used to launch identification signals, includ- Warning signals forCoast Guard vessels while han- ing emergency signals. Two general types of sig- dling or servicing aids to navigation are the same as 5 nals may be used: smoke floats and flares or stars. those prescribed for surveying vessels. (See Special The smoke floats, which burn on the surface, prod- Signals for Surveying Vessels, this chapter.) uce a dense colored smoke for a period of 15 to 45 Minesweeper signals.-U.S. vessels engaged in seconds. The flares or stars are propelled to a minesweeping operations or exercises are hampered height of 300 to 400 feet from which they descend to a considerable extent in their maneuvering pow- JO by small parachute. The flares or stars burn for ers. With a view to indicating the nature of the about 25 seconds. The color of the smoke or work on which they are engaged, these vessels will flare/star has the following meaning: show the signals hereinafter mentioned. For the Green or black is used under training exercise public safety, all other vessels, whether steamers or conditions only to indicate that a torpedo has been sailing craft, must endeavor to keep out of the way 15 fired or that the firing of a torpedo has l>een simu- of vessels displaying these signals and not approach lated. them inside the distances mentioned herein, espe- Yellow indicates the submarine is about to rise to cially remembering that it is dangerous to pass be- periscope depth. Surface craft terminate antisub- tween the vessels of a pair or group sweeping marine counterattack and clear vicinity of sub- together. 20 marine. Do not stop propellers. All vessels towing sweeps are to show: By day, a Red indicates an emergency inside the submarine; black ball at or near the foremast head and a black she will try to surface immediately, if possible. ball at each end of the fore yard. By night, all Surface ships clear the area and stand by to assist. around green lights instead of the black balls, and In case of repeated red signals, or if the submarine in a similar manner. 25 fails to surface in a reasonable time, she may be Vessels or formations showing these signals are presumed disabled. Buoy the location, look for sub- not to be approached nearer than 1,640 feet (500 marine buoy, and attempt to establish sonar com- meters) on either beam and vessels are not to cross munications. Advise U.S. Navy authorities im- astern closer than 3,280 feet (1,000 meters). Under mediately. no circumstances is a vessel to pass through a for- 30 Submarine marker buoys consist of two spheres mation of minesweepers. Minesweepers should be 3 feet in diameter with connecting structure, paint- prepared to warn merchant vessels which persist in ed international orange. The buoy has a wire cable approaching too close by means of any of the ap- to the submarine, to act as a downhaul line for a propriate signals from the International Code of rescue chamber. The buoy may be accompanied by Signals. In fog, mist, falling snow, heavy rain- 35 an oil slick release to attract attention. A submarine storms, or any other condition similarity restricting on the bottom in distress may release this buoy. If visibility, whether by day or night, minesweepers sighted, such a buoy should be investigated and while towing sweeps when in the vicinity of other reported immediately to U.S. Navy authorities. vessels will sound whistle signals for a vessel tow- The submarine may transmit the International ing (one prolonged blast followed by two short 40 Distress Signal (SOS) on its sonar gear independ- blasts). ently or in conjunction with the red signal. Sub- The United States is increasingly using helicop- marines also may use these other means of attract- ters to conduct minesweeping operations and exer- ing attention: release of dye marker or air bubble; cises. When so engaged, helicopters, like vessels, ejection of oil; pounding on hull. are considerably hampered in their ability to ma- 45 Vessels Constrained by their Draft.-Intemational neuver. Helicopters may function at night as well Navigation Rules, Rule 28, states that a vessel con- as during the day and in varying types of weather. strained by her draft may, in addition to the lights Accordingly, surface vessels approaching helicop- prescribed for power-driven vessels in Rule 23, ex- ters engaged in minesweeping operations should hibit where they can best be seen three all-round take precautions similar to those described above 50 red lights in a vertical line, or a cylinder. with regard to minesweeping vessels. Helicopters towing minesweeping gear, and sur- NAVIGATION RESTRICTIONS AND face escorts, if any, will use all practical means to REQUIREMENTS warn approaching ships of the operations being conducted. Where practical, measures will be taken 55 Traffic Separation Schemes (Traffic Lanes).-To to mark or light the gear being towed. While tow- increase the safety of navigation, particularly in ing, the helicopter's altitude varies from 49.2 to areas of high shipping density, routes incorporating 311.6 feet (15 to 95 meters) above the water, and traffic separation have, with the approval of the spe~s vary ~rom 0 .to 30 knots. . In~r-Governmental Maritime Consultative Organi- . Mmesweepmg hebcopters are equipped with a 60 zatton (IMCO), been established in certain areas of ~robtaetringm~bee.acoTnhew~hbicehr has a selectable red and the world. In the interest of safe navigation it is mode is used during tow- recommended that through traffic use 'these mg ope!abons ~o nott~y and warn other vessels that schemes, .as far as circumstances permit, by day the helicopter is towmg. and by rught and in all weather conditions. The

I. GENERAL INFORMATION 23 schemes, which are intended for use by all vessels, tions of traffic separation schemes shall do so with do not give any special rights to vessels using particular caution. them. (g) A vessel shall so far as practicable avoid General principles for navigation in Traffic anchoring in a traffic separation scheme or in areas Separation Schemes are as follows: 5 near its terminations. L The International Regulations for Preventing (h) A vessel not using a traffic separation Collisions at Sea and the Inland Rules of the Road, scheme shall avoid it by as wide a margin as is as appropriate, apply to navigation in traffic separa- practicable. tion schemes. (i) A vessel engaged in fishing shall not impede 2. Traffic separation schemes are intended for 10 the passage of any vessel following a traffic lane. use by day and by night in all weather, in ice-free (j) A vessel of less than 20 meters in length or a waters or under light ice conditions where no ex- sailing vessel shall not impede the safe passage of a traordinary maneuvers or assistance by power-driven vessel following a traffic lane. icebreaker(s) are required. 6. The arrows printed on charts merely indicate 3. Traffic separation schemes are recommended 15 the general direction of traffic; ships need not set for use by all ships unless stated otherwise. Bearing their courses strictly along the arrows. in mind the need for adequate underkeel clearance, 7. The signal \"YG\" meaning \"You appear not to a decision to use a traffic separation scheme must be complying with the traffic separation scheme\" is take into account the charted depth, the possibility provided in the International Code of Signals for of changes in the sea-bed since the time of last 20 appropriate use. survey, and the effects of meteorological and tidal When approved or established, traffic separation conditions on water depths. scheme details are announced in Notice to Mari- 4. A deepwater route is primarily intended for ners, and later depicted on appropriate charts and use by ships which because of their draft in relation included in Coast Pilots and Sailing Directions. to the available depth of water in the area con- 25 Oil Pollution.-The Oil Pollution Act, 1961, as cerned require the use of such a route. Through amended, provides for prohibited zones throughout traffic to which the above consideration does not the world within which the discharge of oil or any apply should, if practicable, avoid following deep- oily mixture is unlawful. The prohibited zones for water routes. When using a deepwater route mari- the United States, Puerto Rico, the U.S. Virgin ners should be aware of possible changes in the 30 Islands, and adjacent foreign territory include sea indicated depth of water due to meteorological or areas within 50 miles from the nearest land and the other effects. following sea areas extending more than 50 miles 5. Users of traffic separation schemes adopted by from the nearest land: North-West Atlantic Zone, IMCO will be guided by Rule IO of the 1972 comprising the sea areas within a line drawn from International Regulations for Preventing Collisions 35 38°47'N., 73°43'W., to 39°58'N., 68°34'W., thence at Sea (72 COLREGS) as follows: to 42°05'N., 64°37'W., thence along the east coast (a) This Rule applies to traffic separation of Canada at a distance of 100 miles from the schemes adopted by the Organization. nearest land. Canadian Western Zone (Pacific (b) A vessel using a traffic separation scheme ocean), extending for a distance of 100 miles from shall: 4-0 the nearest land along the west coast of Canada. (i) proceed in the appropriate traffic lane in the The law applies (with the exceptions stated general direction of traffic flow for that lane; below) to any seagoing vessel of any type whatso- (ii) so far as practicable keep clear of a traffic ever of American registry or nationality, including separation line or separation zone; floating craft towed by another vessel making a sea (iii) normally join or leave a traffic separation 45 voyage; this includes a \"tanker,\" defined as a type lane at the termination of the lane, but when join- of ship in which the greater part of the cargo space ing or leaving from the side shall do so at as small is constructed or adapted for the carriage of liquid an angle to the general direction of traffic flow as cargoes in bulk and which is not, for the time practicable. being, carrying a cargo other than oil in that part (c) A vessel shall so far as practicable avoid so of its cargo space. The excepted categories of ves- crossing traffic lanes, but if obliged to do so, shall sels are: tankers of under 150 gross tons, and other cross as nearly as practicable at right angles to the ships of under 500 gross tons; ships for the time general direction of traffic flow. being engaged in the whaling industry when ac- (d) Inshore traffic zones shall not normally be tually employed on whaling operations; ships for used by through traffic which can safely use the 55 the time being navigating the Great Lakes of appropriate traffic lane within the adjacent traffic North America and their connecting and tributary separation scheme. waters as far east as the lower exit of St. Lambert (e) A vessel, other than a crossing vessel, shall Lock at Montreal in the Province of Quebec, Can- not normally enter a separation zone or cross a ada; naval ships and ships for the time being used separation line except: . 60 as naval auxiliaries. (i) in cases of emergency to avoid immediate Foreign vessels to which the International Con- danger; vention for the Prevention of the Pollution of the (ii) to engage in fishing within a separation zone. Sea by Oil (1954, as amended) applies, while in the (t) A vessel navigating in areas near the termina- territorial waters of the United States, may be

24 I. GENERAL INFORMATION boarded, examined, and required to produce re- equivalent systematic observation of deteo,ted ob- cords as provided in Section 11 of the Oil Pollution jects. Act of 1961, as amended. (For a complete discus- This rule places an additional responsibility on sion of the Oil Pollution Regulations, see 33 CFR vessels which are equipped and manned to use 151.) 5 radar to do so while underway during periods of The Federal Water Pollution Control Act, as reduced visibility without in any way relieving amended, prohibits the discharge of a harmful commanding officers of the responsibility of carry- quantity of oil or a hazardous substance into or ing out normal precautionary measures. upon the United States navigable waters or adjoin- Navigation Rules, International-Inland, Rules 6, ing shorelines, the waters of the contiguous zone or 10 7, 8, and 19 apply to the use of radar. beyond the contiguous zone to the limits of the Danger signal.-Navigation Rules, International- fisheries conservation zone established in 1976 or Inland, Rule 34(d), states that when vessels in sight the limits of the Outer Continental Shelf. Dis- of one another are approaching each other and charges that do occur must be reported to the from any cause either vessel fails to understand the Coast Guard (National Response Center) by the 15 intentions or actions of the other, or is in doubt most rapid available means. To assist in swift re- whether sufficient action is being taken by the porting of spills, a nationwide, 24-hour, toll-free other to avoid collision, the vessel in doubt shall telephone number has been established (l-800-424- immediately indicate such doubt by giving at least 8802). If the spiller or any other industry organiza- five short and rapid blasts on the whistle. Such tion, or State or local government, does not clean 20 signal may be supplemented by a light signal of at up the spill, the Federal Government may. The least five short and rapid flashes. spiller will be liable for the cleanup costs. A harm- Narrow channels.-Navigation Rules, Interna- ful discharge of oil has been defined as one which tional-Inland, Rule 9(b) states: A vessel of less than causes a film or sheen upon or discoloration of the 65.6 feet (20 meters) in length or a sailing vessel surface of the water, violates applicable State water 25 shall not impede the passage of a vessel that can quality standards, or causes a sludge or emulsion to safely navigate only within a narrow channel or be deposited beneath the surface of the water. (For fairway. regulations pertaining to this Act, see 33 CFR 153.) Control of shipping in time of emergency or war.- Other requirements for the protection of navigable In time of war or national emergency, merchant waters.-U.S. laws prohibit discharge from any ves- 30 vessels of the United States and those foreign flag sel or shore establishment of any refuse matter, vessels, which are considered under effective U.S. other than that flowing from streets and sewers in control, will be subject to control by agencies of a liquid state, into any navigable water. It is not the U.S. Government. The allocation and employ- lawful to tie up or anchor vessels or to float ment of such vessels, and of domestic port facili- lografts in navigable channels in such manner as to 35 ties, equipment, and services will be performed by obstruct normal navigation. When a vessel or raft appropriate agencies of the War Transport Admin- is wrecked and sunk in a navigable channel it is the istration. The movement, routing, and diversion of duty of the owner to immediately mark it with a merchant ships at sea will be controlled by appro- buoy or beacon during the day and a light at night priate naval commanders. The movement of mer- until the sunken craft is removed or abandoned. 40 chant ships within domestic ports and dispersal Obligation of deck officers.-Licensed deck of- anchorages will be coordinated by the U.S. Coast ficers are required to acquaint themselves with the Guard. The commencement of naval control will latest information published in Notice to Mariners be signalled by a general emergency message. (See regarding aids to navigation. Pub. 117A or l l7B for emergency procedures and Improper use of searchlights prohibited.-No per- 45 communication instructions.) son shall flash or cause to be flashed the rays of a U.S. Flag Merchant Vessel Locator Filing System searchlight or other blinding light onto the bridge (USMER).-Pursuant to the Merchant Marine Act or into the pilothouse of any vessel underway. The of 1936 and effective November 1, 1975, all U.S. International Code Signal \"PG2\" may be made by flag merchant vessels of 1,000 gross registered tons a vessel inconvenienced by the glare of a so or over engaged in foreign commerce departing searchlight in order to apprise the offending vessel U.S. ports are required to submit movement re- of the fact. ports in accordance with the USMER system. The Unnecessary whistling prohibited.-The unneces- purpose of USMER is to keep national agencies sary sounding of the vessel's whistle is prohibited and certain military authorities informed concern- within any harbor limits of the United States. 55 ing arrivals, departures, and at-sea locations of U.S. Use ofRadar.-Navigation Rules, International-In- flag merchant vessels throughout the world. Ships land, Rule 7, states, in part, that every vessel shall operating under control of the Military Sealift use all available means appropriate to the prevail- Command (MSC) are not required to submit ing circumstances and conditions to determine if USMER reports. risk of collision exists. If there is any doubt such 60 Complete USMER information is contained in a risk shall be deemed to exist. Proper use shall be pamphlet prepared and distributed by the Maritime made of radar equipment if fitted and operational, Administration, Department of Commerce. Copies including long-range scanning to obtain early of these pamphlets and additional information can warning of risk of collision and radar plotting or be obtained from the Maritime Administration's re-

I. GENERAL INFORMATION 25 gional offices in New York, New Orleans, San (Further details concerning foreign fishing are Francisco or its Office of Ship Operations, Division given in 50 CFR 611.) of Ship Management, in Washington, D.C. The Reports of foreign fishing activity within the USMER system is also published in Pubs. 117A fishery conservation zone should be made to the and B, published by the Defense Mapping Agency 5 U.S. Coast Guard. Immediate reports are particu- larly desired, but later reports by any means also Hydrographic/Topographic Center. have value. Reports should include the activity ob- U.S. Fishery Conservation Zone.-The United served, the position, and as much identifying infor- mation (name, number, homeport, type, flag, color, States exercises exclusive fishery management to size, shape, etc.) about the foreign vessel as possi- authority over all species of fish, except tuna, with- ble, and the reporting party's name and address or in the fishery conservation zone, whose seaward telephone number. boundary is 200 miles from the baseline from which the U.S. territorial sea is measured; all anad- Bridge-to-Bridge Radiotelephone Communication.- romous species which spawn in the United States 15 Voice radio bridge-to-bridge communication be- throughout their migratory range beyond the fish- tween vessels is an effective aid in the prevention ery conservation zone, except within a foreign of collisions where there is restricted maneuvering country's equivalent fishery zone as recognized by room and/or visibility. VHF-FM radio is used for the United States; all U.S. Continental Shelf fishery this purpose, due to its essentially line-of-sight 20 characteristic and relative freedom from static. As resources beyond the fishery conservation zone. VHF-FM has increasingly come into use for short- Such resources include American lobster and spe- range communications in U.S. harbors and other cies of coral, crab, abalone, conch, clam, and high-traffic waters, so has the number of ships sponge, among others. equipped with this gear increased. No foreign vessel may fish, aid, or assist vessels 25 The Vessel Bridge-to-Bridge Radiotelephone at sea in the performance of any activity relating to Regulations, effective January 1, 1973, require ves- fishing including, but not limited to preparation, sels subject to the Act while navigating to be supply, storage, refrigeration, transportation er pro- equipped with at least one single channel transceiv- cessing, within the fishery conservation zone, or er capable of transmitting and receiving on VHF- fish for anadromous species of the United States or 30 FM channel 13 (156.65 MHz), the Bridge-to-Bridge Continental Shelf fishery resources without a per- Radiotelephone frequency. Vessels with multichan- mit issued in accordance with U.S. law. These per- nel equipment are required to have an additional mits may only be issued to vessels from countries receiver so as to be able to guard VHF-FM chan- recognizing the exclusive fishery management nel 13 (156.65 MHz),the Bridge-to-Bridge Radio- authority of the United States in an international 35 telephone frequency, in addition to VHF-FM chan- nel 16 (156.80 MHz), the National Distress, Safety agreement. The owners or operators of foreign ves- and Calling frequency required by Federal Com- sels desiring to enga~e in ~shi~g. ~f! U.S. coast~! munications Commission regulations. (See 26.01 waters should asce~~ their .ehg1b1hty fr?m their through 26.10, chapter 2, for Vessel Bridge-to- o~n ~ag state a~thontles.. Fatlure to obtam .a per- 40 Bridge Radiotelephone Regulations.) m1t pnor to fishmg, or failure to comply with the Mariners are reminded that the use of bridge-to- conditions and restrictions established in the permit bridge voice communications in no way alters the may subject both vessel and its owners or opera- obligation to comply with the provisions of the tors to administrative, civil, and criminal penalties. RULES OF THE ROAD.

2. NAVIGATION REGULATIONS This chapter contains the sections of Code of restrict or affect navigation of other vessels: Pro- Federal Regulations, Title 33, Navigation and Navi- vided, That an unmanned or intermittently manned gable Waters (33 CFR), that are of most importance floating plant under the control of a dredge need in the areas covered by Coast Pilot 2. The sections not be required to have separate radiotelephone are from Part 26, Vessel Bridge-to-Bridge Radio- s capability; telephone Regulations; Part 80, COLREGS De- Shall have a radiotelephone capable of operation marcation Lines; Part 110, Anchorage Regulations; from its navigational bridge, or in the case of a Part 117, Drawbridge Operations Regulations; Part dredge, from its main control station, and capable 127, Security Zones; Part 160, Ports and Water- of transmitting and receiving on the frequency or ways Safety; Part 161, Vessel Traffic Management; 10 frequencies within the 156-162 Mega-Hertz band Part 164, Navigation Safety Regulations (in part); using the classes of emissions designated by the Part 165, Safety Zones; Part 204, Danger Zone Federal Communications Commission, after consul- Regulations; and Part 207, Navigation Regulations. tation with other cognizant agencies, for the ex- change of navigational information. Part 26-Vessel Bridge-to-Bridge Radiotelephone 15 (b) The radiotelephone required by paragraph Regulations (a) of this section shall be carried on board the §26.01 Purpose. described vessels, dredges, and floating plants upon (a) The purpose of this part is to implement the the navigable waters of the United States inside the provisions of the Vessel Bridge-to-Bridge Radio- lines established pursuant to section 2 of the Act of telephone Act. This part- 20 February 19, 1895 (28 Stat. 672), as amended. (1) Requires the use of the vessel bridge-to- §26.04 Use of the designated frequency. bridge radiotelephone; (a) No person may use the frequency designated (2) Provides the Coast Guard's interpretation of by the Federal Communication Commission under the meaning of important terms in the Act; section 8 of the Act, 33 U.S.C. 1207(a), to transmit (3) Prescribes the procedures for applying for an 25 any information other than information necessary exemption from the Act and the regulations issued for the safe navigation of vessels or necessary tests. under the Act and a listing of exemptions. (b) Each person who is required to maintain a (b) Nothing in this part relieves any person from listening watch under section 5 of the Act shall, the obligation of complying with the rules of the when necessary, transmit and confirm, on the des- road and the applicable pilot rules. 30 ignated frequency, the intentions of his vessel and §26.02 Definitions. any other information necessary for the safe For the purpose of this part and interpreting the navigation of vessels. Act- (c) Nothing in these regulations may be con- \"Secretary\" means the Secretary of the Depart- strued as prohibiting the use of the designated fre- ment in which the Coast Guard is operating; 35 quency to communicate with shore stations to ob- \" Act\" means the \"Vessel Bridge-to-Bridge Ra- tain or furnish information necessary for the safe diotelephone Act\", 33 U.S.C. sections 1201-1208; navigation of vessels. \"Length\" is measured from end to end over the Note: The Federal Communications Commission deck excluding sheer; has designated the frequency 156.65 MHz for the \"Power-driven vessel\" means any vessel pro- 40 use of bridge-to-bridge radiotelephone stations. pelled by machinery; and §26.05 Use of radiotelephone. \"Towing vessel\" means any commercial vessel Section 5 of the Act states- engaged in towing another vessel astern, alongside, (a) The radiotelephone required by this Act is or by pushing ahead. for the exclusive use of the master or person in §26.03 Radiotelephone required. 45 charge of the vessel, or the person designated by (a) Unless an exemption is granted under §26.09 the master or person in charge of the vessel, or the and except as provided in paragraph (a)(4) of this person designated by the master or person in section, section 4 of the Act provides that- charge to pilot or direct the movement of the ves- (1) Every power-driven vessel of 300 gross tons set, who shall maintain a listening watch on the so designated frequency. Nothing contained herein and upward while navigating; (2). Every vessel of 100 gross tons and upward shall be interpreted as precluding the use of porta- carrymg one or more passengers for hire while ble radiotelephone equipment to satisfy the require- navigating; ments of this Act. (3) Every towing vessel of 26 feet or over in §26.06 Maintenance of radiotelephone; failure of length while navigating: and 55 radiotelephone. (4) Every dredge and floating plant engaged in Section 6 of the Act states- or near a channel or fairway in operations likely to (a) Wherever radiotelephone capability is re- 26

2. NAVIGATION REGULATIO NS 27 quired by this Act, a vessel's radiotelephone equip- regulations hereunder-is liable to a civil penalty of ment shall be maintained in effective operating con- not more than $500 to be assessed by the Secretary. dition. If the radiotelephone equipment carried (b) Every vessel navigated in violation of the aboard a vessel ceases to operate, the master shall Act or the regulations hereunder is liable to a civil exercise due diligence to restore it or cause it to be 5 penalty of not more than $500 to be assessed by the restored to effective operating condition at the ear- Secretary, for which the vessel may be proceeded liest practicable time. The failure of a vessel's ra- against in any District Court of the United States diotelephone equipment shall not, in itself, consti- having jurisdiction. tute a violation of this Act, nor shall it obligate the (c) Any penalty assessed under this section may master of any vessel to moor or anchor his vessel; 10 be remitted or mitigated by the Secretary, upon however, the loss of radiotelephone capability shall such terms as he may deem proper. be given consideration in the navigation of the vessel. Part 80-COLREGS Demarcation Lines §26.07 English language. §80.01 General basis and purpose of demarcation No person may use the services of, and no per- 15 lines. (a) The regulations in this part establish the son may serve as a person required to maintain a lines of demarcation delineating those waters upon listening watch under section 5 of the Act, 33 which mariners must comply with the International U.S.C. 1204 unless he can speak the English Ian- Regulations for Preventing Collisions at Sea, 1972 guage. (72 COLREGS) and those waters upon which §26.08 Exemption procedures. 20 mariners must comply with the Navigation Rules (a) Any person may petition for an exemption for Harbors, Rivers, and Inland Waters (Inland from any provision of the Act or this part; Rules). (b) Each petition must be submitted in writing to (b) The waters inside of the lines are Inland U.S. Coast Guard (G-W), 2100 Second Street Rules Waters. The waters outside the lines are S.W., Washington, D.C. 20593, and must state- 25 COLREGS Waters. (1) The provisions of the Act or this part from (c) The regulations in this part do not apply to which an exemption is requested; and the Great Lakes or their connecting and tributary (2) The reasons why marine navigation will not waters as described in 33 CFR 97, or the Western be adversely affected if the exemption is granted Rivers as described in 33 CFR 95. (33 CPR 97 and and if the exemption relates to a local communica- 30 33 CFR 95 are not published in this Coast Pilot.) tion system how that system would fully comply §80.135 Hull, Mass. to Race Point, Mass. (a) Ex- with the intent of the concept of the Act but cept inside lines described in this section, the 72 would not conform in detail if the exemption is COLREGS apply on the harbors, bays, and inlets granted. on the east coast of Massachusetts from the east- §26.09 List of exemptions. 35 ernmost radio tower at Hull, charted in approxi- (a) All vessels navigating on those waters gov- mate position latitude 42°l6.7'N., longitude erned by the navigation rules for Great Lakes and 70°52.6'W., to Race Point on Cape Cod. their connecting and tributary waters (33 U.S.C. (b) A line drawn from Cape Cod Canal Break- 241 et seq.) are exempt from the requirements of water Light south to the shoreline. the Vessel Bridge-to-Bridge Radiotelephone Act 40 §80.145 Race Point, Mass., to Watch Hill, R.I. and this part until May 6, 1975. (a) Except inside lines specifically described in this (b) Each vessel navigating on the waters under section, the 72 COLREGS shall apply on the the navigation rules for the Great Lakes and their sounds, bays, harbors, and inlets along the coast of connecting and tributary waters (33 U.S.C. 241 et Cape Cod and the southern coasts of Massachusetts seq.) and to which the Vessel Bridge-to-Bridge Ra- 45 and Rhode Island from Race Point to Watch Hill. diotelephone Act (33 U.S.C. 1201-1208) applies is (b) A line drawn from Nobska Point Light to exempt from the requirements in 33 U.S.C. 1203, Tarpaulin Cove Light on the southeastern side of 1204, and 1205 and the regulations under §§26.03, Naushon Island; thence from the southernmost tan- 26.04, 26.05, 26.06, and 26.07. Each of these vessels gent of Naushon Island to the easternmost extremi- and each person to whom 33 U.S.C. 1208(a) applies 50 ty of Nashawena Island; thence from the must comply with Articles VII, X, XI, XII, XIII, southwesternmost extremity of Nashawena Island XV, and XVI and Technical Regulations 1-7 of to the easternmost extremity of Cuttyhunk Island; ..The Agreement Between the United States of thence from the southwestern tangent of Cut- America and Canada for Promotion of Safety on tyhunk Island to the tower on Gooseberry Neck the Great Lakes by Means of Radio, 1973.\" 55 charted in approximate position latitude 41°29.l'N., §26.10 Penalties longitude 71°02.3'W. Section 9 of the Act states- (c) A line drawn from Sakonnet Breakwater (a) Whoever, being the master or person in Light to the silo on Sachuest Point charted in charge of a vessel subject to the Act, fails to en- approximate position latitude 41°28.5'N., longitude force or comply with the Act or the regulations 60 71°09.S'W. . hereunder; or whoever, being designated by the (d) An east-west line drawn through Beavertail master or person in charge of a vessel subject to Light between Brenton Point and the Boston Neck the Act to pilot or direct the movement of a vessel shoreline. fails to enforce or comply with the Act or the §80.150 Block Island, R.I. 362-885 0 - 82 - 3 QL 3

28 2. NAVIGATION REGULATIONS The 72 COLREGS shall apply on the harbors of the act of March 4, 1915, as amended (3~ Stat. Block Island. 1053; 33 U.S.C. 471). ' §80.305 Watch Hill, R.I. to Montauk Point, N.Y. (c) All bearings in the part are referred to true (a) A line drawn from Watch Hill Light to East meridian. Point on Fishers Island. 5 §110.la Anchorages under Ports and Waterways (b) A line drawn from Race Point to Race Rock Safety Act of 1972. (a) The anchorages listed in Light; thence to Little Gull Island Light thence to this section are regulated under Title I, Ports and East Point on Plum Island. Waterways Safety Act of 1972 (33 U.S.C. 1221 et (c) A line drawn from Plum Island Harbor East seq.): Dolphin Light to Plum Island Harbor West Dol- 10 (1) Section 110.155 Port of New York. phin Light. (b) Whoever violates any regulation under Title (d) A line drawn from Plum Island Light to I Ports and Waterways Safety Act of 1972- 0rient Point Light; thence to Orient Point. (1) Is liable to a civil penalty of not more than (e) A line drawn from the lighthouse ruins at the $10,000; southwestern end of Long Beach Point to Cor- 15 (2) If the violation is willful is fined not less than nelius Point. $5,000 or more than $50,000 or imprisoned for not (f) A line drawn from Coecles Harbor Entrance more than 5 years or both. Light AtLo.I~~u~ngdircawPnoinftr.om . . to Cedar 20 Subpart A-Special Anchorage Areas (g)d Nichols Pomt §l10.JS Edgartown Harbor, Mass. An area in the 1s1~) 1 A 1fne ·drawn from Three Mile Harbor west inner harbor easte~ly. of th~ project channel and B ak t L.1'ght t0 Th Mil Harbor East south of Chappaqmdd1ck Pomt bounded as follows: re wa er ree e Beginning at latitude 41°23'19\", longitude Breakwater Light. from ~ontauk . 25 70\"30'32'\" thence southeasterly along the shore to (i) A line drawn West Jetty Light latitude 41°22'52\", longitude 70°30'12\"; thence to Montauk East Jetty. Light. . 287\"30' 1,600 feet; thence 327°30', 700 feet; thence N.Y§8.0(.3a)10AMI.to~netadurkawPnom~rt,omN.SYh._mtnoecAotclakntIincleBt eEacahst, 359• true, 800 feet; thence 24°15' approximately 900 Breakw~ter Light to Shmnecock Inlet West Break- feet to the point of beginning. water L1g~t. (b) A lme .drawn NOTE: The area is reserved for yachts and fro~ . Inlet 30 other small recreational craft. Fore and aft moor- Monches East ings and temporary floats or buoys for marking Breakwater Light to Monches Inlet West Break- anchors in place will be allowed. All moorings water Li~ht. (c) A. lme dr~wn from . Island Inlet Br~- shall be so placed that no vessel when anchored Frre shall extend into waters beyond the limits of the water Light 348 true to the southernmost extrem1- 35 area. Fixed mooring piles or stakes are prohibited. ty of the spit of land at the western end of Oak §110.40 Silver Beach Harbor, North Falmouth, Beach. Mass. All the waters of the harbor northward of (d) A line drawn from Jones Inlet Li_ght 322\" the inner end of the entrance channel. true across _the southwest tangent of the 1sl!'1fld on §110.45 Onset Bay, Mass. Northerly of a line the north side of Jones Inlet to the shorehne. 40 extending from the northernmost point of Onset §80:315 New York Harbor. Island to the easternmost point of Wickets Island; A hne. drawn from East Roc~away Inlet Break- easterly of a line extending from the easternmost water Light to Sandy Hook Light. point of Wickets Island to the southwest extremity of Point Independence; southerly of the shore line; Part 110-Anchorage Regulations 45 and westerly of the shore line and of a line bearing §110.1 General, (a) The areas described in Sub- due north from the northernmost point of Onset part A of this part are designated as special anchor- Island. age areas pursuant to the authority contained in an §110.46 Newport Harbor, Newport, R.I. (a) Area act amending laws for preventing collisions of ves- No. 1. The waters of Brenton Cove south of a line sels approved April 22, 1940 (54 Stat. 150); Article 50 extending from latitude 41°28'50\"N., longitude 11 of section l of the act of June 7, 1897, as 71°18'58\"W.; to latitude 41°28'45\"N., longitude amended (30 Stat. 98; 33 U.S.C. 180), Rule 9 of 71\"20'08\"W.; thence along the shoreline to the section 1 of the act of February 8, 1895, as amend- point of beginning. ed (28 Stat. 647; 33 U.S.C. 258), and Rule Num- (b) Area No. 2. The waters east of Goat Island bered 13 of section 4233 of the Revised Statutes as 55 beginning at a point bearing 090°, 245 yards from amended (33 U.S.C. 322). Vessels not more than 65 Goat Island Shoal Light; thence 007°, 505 yards; feet in length, when at anchor in any special an- thence 054•, 90 yards; thence 086°, 330 yards; chorage area shall not be required to carry or thence 122\", 90 yards; thence 179\", 290 yards; exhibit the white anchor lights required by the thence 228°, 380 yards; thence 270°, 250 yards to Navigation Rules. 60 the point of beginning. (b) The anchorage grounds for vessels described (c) Area No. 3. The waters north of Goat Island in Subpart B of this part are established, and the Causeway Bridge beginning at Newport Harbor rules and regulations in relation thereto adopted, Light; thence 023\" to the southwest comer of An- chorage E; thence 081° following the southerly pursuant to the authority contained in section 7 of

2. NAVIGATION REGULATIONS 29 boundary of Anchorage E to the shoreline; thence thence along the shore line to the point of begin- south along the shoreline to the east foot of the ning. Goat Island Causeway Bridge; thence west follow- NOTE: The area will be principally for use by ing Goat Island Causeway Bridge to the shoreline yachts and other recreational craft. Temporary of Goat Island; thence north following the east 5 floats or buoys for marking anchors will be al- shore of Goat Island to the point of beginning. lowed. Fixed mooring piles or stakes will be pro- §110.47 Little Narragansett Bay, Watch Hill, R.I. hibited. The anchoring of vessels and the placing All of the navigable waters of Watch Hill Cove of temporary moorings will be under the jurisdic- southeasterly of a line beginning at the shore end tion and the discretion of the local Harbor Master. of the United States project groin on the southerly JO §110.SOb Mystic Harbor, Groton and Stonington, shore of the cove and running 41°30'true, to the Conn. (a) Area No. I. Beginning at Ram Point on northerly shore of the cove at a point about 200 the westerly side of Mason Island at latitude feet west of the west side of the shore end of 41°19'44\", longitude 71°58'42\"; thence to latitude Meadow Lane, with the exception of a 100-foot 41°19'30\", longitude 71°58'43\"; thence to latitude wide channel running from the westerly end of the 15 41°19'36\", longitude 71°58'58\"; thence to latitude cove in a southeasterly direction to the Watch Hill 41°19'45\", longitude 71°58'56\"; thence to the point Yacht Club pier, thence along in front of the piers of beginning. on the easterly side of the cove northerly to the (b) Area No. 2. Beginning at a point about 250 shore at the north end of the cove. feet southerly of Area l and on line with the east- §110.48 Thompson Cove on east side of Paw- 20 erly limit of Area 1 at latitude 41•19'27\", longitude catuck River below Westerly, R.I. Eastward of a 71°58'44\"; thence to latitude 41°19'19\", longitude line extending from the channelward end of 71°58'45\"; thence to latitude 41°19'25\", longitude Thompson Dock at the northern end of Thompson 71°58'59\"; thence to latitude 41°19'33\", longitude Cove 184° to the shore at the southern end of 71°58'58\"; thence to the point of beginning. 25 NOTE: The areas will be principally for use by Thompson Cove. §110.50 Stonington Harbor, Conn. (a) Area No. yachts and other recreational craft. Temporary 1. Beginning at the southeastern tip of Wamphassuc floats or buoys for marking anchors will be al- Point; thence to the northwesterly end of Stoning- lowed. Fixed mooring piles or stakes are prohibi- ton Inner Breakwater; thence along the breakwater ted. All moorings shall be so placed that no vessel, to longitude 71°54'50.5\"; thence to latitude 30 when anchored, shall at any time extend beyond 41°20'25.3\", longitude 71°54'50.5\"; thence to a the limits of the areas. The anchoring of vessels point on the shoreline at latitude 41°20'32\", Ion- and the placing of temporary moorings will be gitude 71°54'54.8\"; thence along the shoreline to under the jurisdiction and at the discretion of the the point of beginning. local Harbor Master. (b) Area No. 2. Beginning at a point on the 35 §110.SOc Mumford Cove, Groton, Conn. (a) Area shoreline at latitude 41°19'55.8\", longitude No. I. Beginning at a point on the easterly shore of 71°54'28.9\"; thence to latitude 41°19'55.8\", Ion- Mumford Cove at latitude 41°19'36\", longitude gitude 71°54'37.l\"; thence to latitude 41°20'01.6\", 72°01'06\"; thence to latitude 41°19'30\", longitude longitude 71°54'38.8\"; thence to a point on the 40 72°01'04\"; thence to the shoreline at latitude shoreline at latitude 41°20'02•, longitude 41•19'31 \", longitude 72°01 '00\"; and thence along 71°54'34.3#; thence along the shoreline to the point the shoreline to the point of beginning. of beginning. (b) Area No. 2. Beginning at a point on the (c) Area No. 3. Beginning at a point on the easterly shore of Mumford Cove at lat~tude shoreline at latitude 41°20'29.5\", longitude 45 41°19'15\", longitude 72°00'54\"; thence to lat~tude 71°54'43\"; thence to latitude 41°20'25.6\", longitude 41°19'14.SW, longitude 72°00'59\"; thence to latitude 71°54'48.S\"; thence to latitude 41°20'10.7\", Ion- 41°19'11\", longitude 72°00'58\"; thence to latitude gitude 71°54'48.5\"· thence to the shoreline at lati- 41°19'10\", longitude 72°00'54\"; thence to latitude tude 41°20'10.7\"; thence along the shoreline to the 41°19'12.5\", longitude 72°00'52\"; thence to latitude point of beginning. 50 41°19'14\", longitude 72°00'55\"; and thence to the NOTE: A fixed mooring stake or pile is prohibi- point of beginning. .. ted. The General Statutes of the State of Connecti- NOTE. The areas are pnnc1pally for use by cut authorizes the Harbor Master of Stonington to yachts and other recreational craft. Temporary station and control a vessel in the harbor. floats or buoys for marking anchors will be al- §110.SOa Fishers Island Sound, Stonington, Conn. 55 lowed. Fixed mooring piles or stakes will ~ pro- An area on the east side of Mason Island bounded hibited. The anchoring of vessels and placmg of as follows: temporary moorings will be under the jurisdiction, Beginning at the shore line on the easterly side and at the discretion, of the local Harbor Master. o6\",of Mason Island at latitude 41°20'06\"· thence due §110.SOd Mystic Harbor, Noank, Conn. (a) The e~t about 600 feet to latitude 41°201 longitude 60 area comprises that portio~ of th~ ~arbor off t_he 71 57'37\"; thence due south about 2,400 feet to easterly side of Morgan P?mt beg!nn~ng a! a pomt latitude 41°19'42\", longitude 71°57'37\"; _thence due at lat!tude 41:19,'15:, lon~1tude 7~ 5~ 1~.5 ; thence west about 1,000 feet to the shore bne on the to latitude 41 19 15 , longitude 71 59 00 ; thence to easterly side of Mason Island at latitude 41°19'42\"; latitude 41°19'02.5\", longitude 71°59'00\"; thence to

30 2. NAVIGATION REGULATIONS latitude 41°19'06\", longitude 71°59'13.5\"; and for vessels used for a recreational purpose. A tem- thence to the point of beginning. porary float or buoy for marking the location o( (b) The following requirements shall govern this the anchor of a vessel at anchor may be used. special anchorage area: Fixed mooring piles or stakes are prohibited. (1) The area will be principally for use by yachts 5 §110.54 Long Island Sound, on west side of en- and other recreational craft. trance to Pataguanset River, Conn. An area east of (2) Temporary floats or buoys for marking an- Giants Neck (formerly known as Grant Neck) de- chors will be allowed but fixed piles or stakes are scribed as follows: Beginning at a point bearing prohibited. All moorings shall be so placed that no 114°, 75 feet, from the outer end of the breakwater vessel, when anchored, shall extend beyond the 10 at the south end of Giants Neck; thence 90°, 1,050 limits of the area. feet; thence 22°17'30\", 2,140 feet; thence (3) The anchoring of vessels and the placing of 283°27' 15.5\", 240 feet; thence 220°36'39\", 1,252.6 temporary moorings shall be under the jurisdiction feet; thence 295°23'16.5\", 326.5 feet; thence and at the discretion of the local harbor master, 269°02'42.6\", 240 feet; thence 261°46'50.9\", 181.9 Noank, Conn. 15 feet; thence 226°28'07.7*, 275.9 feet; thence §110.51 Groton, Conn. The waters between an 147°43'27.7\", 449.4 feet; thence 238°01'35.8\", 379.6 unnamed cove and Pine Island. (a) Beginning at a feet; and thence approximately 156°31'05.8\", 462.11 point on the shoreline of Avery Point at latitude feet, to the point of beginning. 41°19'01\", longitude 72°03'45\"; thence to a point in §110.55 Connecticut River, Conn. (a) West of the cove at latitude 41°19'02*, longitude 72°03'38\"; 20 Calves Island at Old Saybrook. Beginning at a thence southerly to a point at latitude 41°18'56.6\", point bearing 254°09'16\", 153 yards, from Calves longitude 72°03'36\"; thence northeasterly to a point Island 20 Light; thence 157°, 1,037 yards; thence at latitude 41°19'03\", longitude 72°03'21.4\"; thence 175°, 150 yards; thence 265°, 250 yards; thence terminating at the tip of Jupiter Point at latitude 350°, 660 yards; thence 337°, 460 yards; and thence 41°19'04\", longitude 72°03'21.5\". 25 approximately 67°, 135 yards, to the point ofbegin- (b) Beginning at a point on the shoreline of Pine ning. Island at latitude 41°18'47\", longitude 72°03'37\"; (a-1) Area No. I, at Essex. Beginning at a point thence to latitude 41°18'54.5\\ longitude on the shore on the west side of Haydens Point 72°03'35.5\"; thence northeasterly to a point at lati- bearing approximately 211°, 270 yards, from tude 41°19'0.07\\ longitude 72°03'21\"; thence ter- 30 Haydens Point Light; thence 270°, 160 yards; minating at a point at latitude 41°18'53.8\", Ion- thence due north, 140 yards; thence 300°, 190 gitude 72°03'19\". yards; thence 330°, 400 yards; thence 90°, 60 yards; NOTE: The areas designated by (a) and (b) of thence 150°, 350 yards; thence 120°, about 434 this section are principally for vessels used for yards to a point on the shore; thence along the recreational purposes. Vessels shall be anchored so 35 shore southwesterly to the point of beginning. that no part of the vessel obstructs the 75 yard (b) Area No. 2, at Essex. Beginning at a point wide channel. Temporary floats or buoys for mark- latitude 41°21'22\", longitude 72°22'53\"; thence ing the location of the anchor of a vessel at anchor 205°30', 375 yards; thence 194°31', 100 yards; may be used. Fixed mooring piles or stakes are thence 185°00', 440 yards; thence 153°30', 80 yards; prohibited. 40 thence 121°00', 220 yards; thence due north ap- §110.52 Thames River, New London, Conn. proximately 1060 yards to the point of beginning. (a) Area No. 1. An area in the westerly part of NOTE: The area will be principally for use by Greens Harbor bounded as follows: Beginning at a yachts and other recreational craft. Temporary point on the shore 100 yards southeasterly of the floats or buoys for marking anchors will be al- southerly side of Thames Street extended; thence 45 lowed. Fixed mooring piles or stakes are prohibi- 840, 420 yards; thence 156°, 425 yards; thence 240°, ted. The anchoring of vessels and the placing of 210 yards to the shore; and thence northwesterly temporary moorings will be under the jurisdiction along the shore to the point of beginning. and at the discretion of the local Harbor Master. (b) Area No. 2. An area in the westerly part of (c) West of Brockway Island at Essex. That por- Greens Harbor bounded as follows: Beginning at a so tion of the waters northwest of a line ranging 238° point on the shore 15 yards southeasterly of the from latitude 41°22'20.7\", longitude 72°22'49.8\" to southerly side of Converse Place extended; thence the shoreline; southwest of a line connecting a 54°, 170 yards; thence 114°30', 550 yards; thence point at latitude 41°22'20.7\", longitude 72°22'49.8\" 266°30', 250 yards; thence 234°, 230 yards, to the and a point at latitude 41°22'28.2\", longitude shore; and thence northwesterly along the shore to 55 72\"22'56\"; and southeast of a line ranging 238\" the point of beginning. from latitude 41°22'28.2\", longitude 72°22'56\" to §110.53 Niantic, Conn. Beginning on the shore- the shoreline. line at latitude 41°18'25.3\", longitude 72°12'16.3\"; NOTE: This area is principally for vessels used thence to latitude 41°18'23.3\", longitude for a recreational purpose. A mooring buoy is per- 72012'11.6\"; thence to latitude 41°18'50.7•, loo- 60 mitted. Fixed mooring piles or stakes are prohibi- gitude 72°11'51.5\"; thence to the shoreline at lati- ted. tude 41°18'56.5\", longitude 72°12'05.6..; thence (d) Area No. 1, at Eddy Rock Light. Beginning along the shoreline to the point of beginning. at latitude 41\"26'38\", longitude 72\"27'37\"; thence NOTE: This area is for public use, principally extending southeasterly to latitude 41°26'12\", lon-

2. NAVIGATION REGULATIONS 31 gitude 72°27'18 \"; thence extending westerly to lati- longitude 72°38'43\"; thence 250° to latitude tude 41626'11#, longitude 72°27'22•; thence extend- 41°33'54\\ longitude 72°38'46\"; thence 160° to lati- ing northwesterly to latitude 41°26'23\", longitude tude 41°33'48\", longitude 72°38'43\"; thence 145° to 72\"27'4Z-; thence extending northerly to latitude latitude 41°33'44\", longitude 72°38'39\"; thence 55° 41°26'36\", longitude 72°27'43\"; thence extending s to a point on the shore at latitude 41°33'47\", lon- easterly to the point of beginning. gitude 72°38'32\"; thence along the shore to the (e) Area No. 2, at Lord Island. Beginning at point of beginning. latitude 41°26'11\", longitude 72°27'16\"; thence ex- NOTE: The area will be principally for use by tending south southeasterly to latitude 41°26'03\", yachts and other recreational craft. Temporary longitude 72°27'0Z-; thence extending southeasterly 10 floats or buoys for marking anchors will be al- to latitude 41°25'59\", longitude 72°26'51\"; thence lowed. Fixed mooring piles or stakes are prohibi- extending southwesterly to latitude 41°25'58\", loo- ted. All moorings shall be so placed that no vessel, gitude 72°26'52\"; thence extending northwesterly when anchored shall at any time extend beyond the to latitude 41°26'05\", longitude 72°27'11\"; thence limit of the area or closer than 50 feet to the extending north northwesterly to latitude 15 Federal channel limit. The anchoring of vessels and 41°26' 10\", longitude 72°27'20\"; thence extending the placing of temporary moorings will be under easterly to the point of beginning. the jurisdiction, and at the discretion of the local NOTE: The areas designated by. paragraphs (d) Harbor Master. and (e) of this section are principally for use by §U0.55a Five Mile River, Norwalk and Darien, yachts and other recreational craft. Fore and aft 20 Conn. The water area of the Five Mile River be- moorings will be allowed. Temporary floats or ginning at a point on the southeast shore of Butler buoys for marking anchors in place will be al- Island at latitude 41°03'27.5\"N., longitude lowed. Fixed mooring piles or stakes are prohibi- 73°26'52\"W.; thence following the shoreline north- ted. All moorings shall be so placed that no vessel, erly along the westerly side of Five Mile River to when anchored, shall at any time extend beyond 25 the highway bridge at Route 136 (White Bridge); the limits of the areas. The anchoring of vessels thence easterly along the southerly side of the and placing of mooring floats or buoys will be highway bridge to the easterly side of Five Mile under the jurisdiction, and at the discretion of the River; thence following the shoreline southerly local Harbor Master. Area 2 will not be used dur- along the easterly side of Five Mile River to a ing the shad fishing season. 30 point on the southwest shore at Rowayton at lati- (e-1) Area No. 1 at Chester. Beginning at a tude 41°03'30\"N., longitude 73°26'47\"W.; thence point about 600 feet southeasterly of the entrance 242° to the point of beginning, except those areas of Chester Creek, at latitude 41°24'23\", longitude within the designated project channel as shown by 72°25'41\"; thence due south about 1,800 feet to dotted lines on the Five Mile River on Chart No. latitude 41°24'05\", longitude 72°25'41\"; thence due 35 12368 (formerly C and GS Chart No. 221) issued east about 600 feet to latitude 41°24'05\", longitude by National Oceanic and Atmospheric Administra- 72025'32\"; thence due north about 1,800 feet to tion, U.S. Department of Commerce. latitude 41°24'23\", longitude 72°25'32\"; thence due Note: Under an Act of the Connecticut State west about 600 feet to the point of beginning. Legislature the harbor superintendent, appointed NOTE: The area is principally for use by yachts 40 by the Five Mile River Commission, may control and other recreational craft. A mooring buoy is moorings and navigation including preventing ves- allowed. Fixed mooring piles or stakes are prohibi- sels from anchoring in the federal project channel. ted. §110.56 Noroton Harbor, Darien, Conn. (a) Be- (e-2) Area No. 2 at Chester. That area south of ginning at a point on the southwesterly side of latitude 41°24'43.9\", west of longitude 72°25'35\", 45 Long Neck Point at latitude 41°02'10\", longitude north of latitude 41°24'33.4\", and east of longitude 73°28'44\"; thence northwesterly to latitude 72\"25'40.8\". 41°02'17\", longitude 73°29'11\"; thence in a north- NOTE: Area No. 2 may not be used during the northwesterly direction to the southeast side of shad fishing season, April 1 to June 15, inclusive. A Pratt Island at latitude 41°02'28\", longitude mooring buoy is permitted at other times. Fixed so 73\"29'17\"; thence following the shoreline around mooring piles or stakes are prohibited. the easterly and northerly sides of Pratt Island, the (t) Vicinity of Mouse Island Bar below Portland. westerly and northerly sides of Pratt Cove, and the On the north side of the river shoreward of lines westerly side of the Darien River to the causeway ~escribed as follows: (1) Beginning at a point bear· and dam at Gorham Pond on the north; thence mg 02°, 175 yards, from Mouse Island 73 Light; 55 along the downstream side of the causeway and then~ 270\", 480 yards; and thence due north, aP'\" dam to the easterly side of the Darien River, proxtmately 230 yards, to the shore. (2) Beginning thence along the easterly shoreline to the point of at the said point bearing 02°, 175 yards, from beginning. Mouse Island 73 Light; thence 70°, 400 yards; and NOTE: An ordinance of the town of Darien, thence 350\", approximately 250 yards, to the shore. 60 Conn. requires the Darien Harbor Master's approv- (g) Area at Portland. Beginning at a point on the al of the location and type of any mooring placed shore, about 700 feet southeasterly from the easter· in this special anchorage area. ly ~d of the New York, New Haven and Hartford §110.58 Cos Cob Harbor, Greenwich, Co~ Railroad Company bridge at latitude 41•33•55•, (a) Area A. Beginning at the mean low water bne

32 2. NAVIGATION REGULATIONS about 2,800 feet downstream from the easterly end vessels used for a recreational purpose. A vessel of the New York, New Haven and Hartford Rail- shall be anchored so that no part of th~ vessel road Bridge at latitude 41°01'23\", longitude comes within 50 feet of the marked channel. A 73°35'40\", thence extending True west to latitude temporary float or buoy for marking the location 41°01'23\", longitude 73°35'42\"; thence extending 5 of the anchor of a vessel at anchor may be used. southwesterly to a point at latitude 41°01'02\", Ion- Fixed mooring piles or stakes are prohibited. gitude 73°35'50\"; thence True east to a point on the (b) New Rochelle Harbor, west and south of Glen shoreline at latitude 41°01'02\", longitude 73°35'48\"; Island. That portion of Long Island Sound An- thence extending along the mean low water line to chorage No. 1 (described in §110.155) between the point of beginning. 10 Hog Island, Travers Island, Neptune Island and (b) Area B. Beginning at the mean low water Glen Island and the mainland, to the westward of a line about 700 feet downstream from the westerly line extending from the cupola at the southeast end of the New York, New Haven and Hartford extremity of Glen Island to the easternmost ex- Railroad Bridge at latitude 41°01'42\", longitude tremity of Hog Island, and to the northeastward of 73°35'47\"; thence True east to latitude 41°01'42\", 15 a line extending from the southwest extremity of longitude 73°35'45\"; thence southeasterly to lati- Hog Island to the southeast comer of Travers Is- tude 41°01'2JP, longitude 73°35'44\"; thence south- land; excluding therefrom all waters within 25 feet westerly to latitude 41°01'04\", longitude 73°35'52\", of the 50-foot channel west and south of Glen thence southwesterly to latitude 41°01'02\", Ion- Island. gitude 73°35'55\"; thence True west to a point on 20 (b-1) New Rochelle, Echo Bay. That portion of shore on the northerly side of Goose Island at Long Island Sound Anchorage Grounds No. 1-A latitude 41°01'02\", longitude 73°36'00\"; thence True and No. 1-B (described in §110.lSS(a) (2) and (3)) north to a point at the mean low water line at northwest of a line ranging 30°30' from the latitude 4l 001'05ff, longitude 73°36'00\"; thence northeastern tip of Davenport Neck to the along the mean low water line to the point of 25 southeastern tip of Premium Point. beginning. NOTE: An ordinance of the Town of New Ro- NOTE: The areas are principally for use by chelle N.Y., requires a permit from the New Ro- yachts and other recreational craft. Temporary chelle Harbor Master or the New Rochelle Super- floats or buoys for marking anchors will be al- intendent of Bureau of Marinas, Docks and Har- lowed. Fixed mooring piles or stakes are prohibi- 30 hors before any mooring is placed in this special ted. The anchoring of vessels and placing of tern- anchorage area. porary moorings will be under the jurisdiction, and (c) New Rochelle Harbor, east of Glen Island. at the discretion of the local Harbor Master. All That portion of Long Island Sound Anchorage No. moorings shall be so placed that no moored vessels 1 (as described in §l 10. l 55(a)) between Glen Island will extend into the waters beyond the limits of the 35 and Goose Islands breakwater, northward of a line areas or closer than SO feet to the Federal channel extending from the northwest end of Goose Islands limits. breakwater to the cupola at the north end of the §110.60 Port of New York and vicinity. bathing beach on Glen Island. (a) Huntington Harbor. Beginning on the shoreline (c-1) City Island Harbor, east of City Island. at latitude 40°54'19.5\", longitude 73°26'07.9\"; 40 That portion of Long Island Sound Anchorage No. thence to latitude 40°54'19.S\", longitude 1 (described in §110.155) between City Island and 73°26'02.411 ; thence along the eastern shoreline to Hart Island eastward of a line ranging 339° be- the Mill Dam Road Bridge; thence along the tween the steeple on City Island and the western- downstream side of the bridge to the westerly side most comer of the Administration Building at Or- of Huntington Harbor; thence along the western 45 chard Beach; southward of a line ranging 50° be- shoreline to the point of beginning. tween the northerly abutment on the westerly end (a-1) Centerport Harbor. Beginning at the shore- of the City Island drawbridge and tangent to line at latitude 40°54'00\", longitude 73°22'55.3\"; Chimney Sweeps; westward of a line tangent to thence to latitude 40°54'03.8\", longitude Chimney Sweeps and ranging 163° toward the 73°22'52.1\"; thence along the eastern shoreline to 50 west gable on Rat Island and westward of a line the Mill Dam Bridge; thence along the downstream tangent to the easterly side of High Island and side of the bridge to the westerly side of Center- ranging 152°30'from the west gable on Rat Island; port Harbor; thence along the western shoreline to and northward of a line ranging 56° between the the point of beginning. Buryea Pier at Belden Point, City Island to Hart (a-2) Northport Harbor. Beginning on the shore- 55 Island Light, except for the cable and pipe line line at latitude 40°54'25\", longitude 73°22'05\"; area extending between City Island and Hart Is- thence to latitude 40°54'37.S\", longitude land. 73°21'32.911 ; thence along the eastern shoreline to (d) Eastchester Bay, west of City Island. That latitude 40°53'33.l \", longitude 72°21 '28.2\"; thence portion of Long Island Sound Anchorage No. I (as to latitude 40°53'25.8\", longitude 73°21'37.7\"; 60 described in §110.155(a)) west of City Island and thence along the shoreline to the point of begin- within the following limits: Northward of a line ning. ranging 244° from the Duryea Pier at the foot of NOTE: The areas designated by paragraphs (a), City Island Avenue to Big Tom Nun Buoy No. 2 (a-1), and (a-2) of this section are principally for (latitude 40°50'01 \", longitude 73\"47'25\"); thence

2. NAVIGATION REGULATIONS 33 northeastward of a line ranging 329° from Big Tom Copp Estate at Manorhaven toward the flagpole Nun Buoy No. 2 through the Nun Buoy (latitude on the end of the Whitney Dock at Plandome; and 40°50'46·, longitude 73°48'01\") off the southern northward of latitude 40°49'06\". end of Rodman Neck; southeastward of a line (i-1) Manhasset Bay, at Kings Point. That por- ranging 205° from the east abutment of the City 5 tion of Long Island Sound Anchorage No. 4 (de- Island Bridge through the south tower of the scribed in §110.155 (a) (6)) bounded as follows: Bronx-Whitestone Bridge; and southward of a line Beginning at a point on the shoreline at latitude ranging 90° from the Pelham War Memorial in 40°49'24.4\", longitude 73°43'41.5\"; thence to a Pelham Bay Park and the steeple of the church at point at latitude 40°49'32.5\", longitude 73°43'30.t•; the southeast corner of Elizabeth Street and City 10 thence to a point at latitude 40°49'42.9\", longitude Island A venue. 73°43' 55.r; thence to a point on the shoreline at (e) Eastchester Bay, along west shore. That por- latitude 40°49'39\", longitude 73°43'59\"; thence tion of Long Island Sound Anchorage No. 1 (as along the shoreline to the point of beginning. described in §110.155 (a)) along the west shore of (j) Manhasset Bay, at Plandome. That portion of Eastchester Bay north of and including Weir 15 Long Island Sound Anchorage No. 4 (described in Creek, shoreward of a line ranging 349° from the §110.155) southward of the line of the Whitney end of the timber pier at the foot of Pope Place, Dock at Plandome extended; eastward of a line Edgewater, and through the transmission tower at ranging 186° from the Manhasset-Lakeville Water the northeast side of the draw of the New York, District tank at Thomaston toward the tank at New Haven and Hartford Railroad Bridge over 20 Tom Point; and northward of Thompson's pier at Eastchester Creek, and having as its northerly limit Plandome extended. the line ranging 79° through the row of telephone (j-1) Kings Point. That portion of Long Island poles along the north side of Watt Avenue. Sound Anchorage No. 4 (described in §110.155) (f) Eastchester Bay, Locust Point Harbor. That beginning on the shoreline at latitude 40°49'00.3\", portion of Long Island Sound Anchorage No. 2 (as 25 ·longitude 73°45'43.5\"; thence to latitude described in §110.155(a)) included within the limits 40°49'03.9\", longitude 73°45'47.t•; thence to lati- of Loc.ust Point Harbor between Wright Island and tude 40°49'12.9\", longitude 73°45'41.2\"; thence to Throgs Neck and to the westward of a north and latitude 40°49'18.7\", longitude 73°45'30.3\"; thence south line (longitude 73°47'58\") through the south- to latitude 40°49'08.2\", longitude 73°45'19\"; thence erly comer of the concrete culvert at the southerly 30 along the shoreline to the point of beginning. end of the stone wall at Locust Point on Wright NOTE: Temporary floats or buoys for marking Island. anchors in place are allowed. Fixed mooring piles (g) Manhasset Bay, west area at Manorhaven. or stakes are prohibited. An ordinance of the vil- That portion of Long Island Sound Anchorage No. lage of Kings Point regulates mooring and anchor- 4 (described in §110.155) westward of a line (Ion- 35 ing in the area which includes this special anchor- gitude 73°42'53\") ranging 180° from the end of the age area. Town of North Hempstead pier at Manorhaven; This special anchorage area is within the limits northwestward of a line ranging 233\" from the of Long Island Sound Anchorage No. 4 as de- intersection of the shore and the northerly line of scribed in §l 10.155(a) (6). Corchang Avenue (extended) on Tom Point to- 40 (k) Little Neck Bay. That portion of Long Island ward Plum Point Shoal Buoy 3 (latitude Sound Anchorage No. 5 (as described in 40°49'48.5#, longitude 73\"43'25\"); and northeast- §110.155(a) (7)), southeastward of a line ranging ward of a line ranging 119° from the cupola on approximately 20°30'from the flagpole at Fort Tot- Plum Point toward the inshore end of the norther- ten, Willets Point to the outermost dolphin of the ly side of the Purdy Boat Company pier at Port 45 U.S. Merchant Marine Academy's pier at Kings Washington; excluding therefrom the seaplane re- Point, Long Island. (I) Flushing Bay, north area. ~at partion of E~t stricted area described in §207.35. (h) Manhasset Bay, east area at Manorhaven. River Anchorage No. 10 (descnbed m §110.155), m That portion of Long Island Sound Anchorage No. the vicinity of College Point, southeastw~rd of a 4 (described in §110.155) bounded as follows: Be- 50 line tangent to the west side of College Pomt rang- ginning at the southerly tip of Tom Point; thence ing from College Point Reef Light to the offshore 270° to latitude 40°49'58#, longitude 73°42'41\"; end of the most northerly rack of the former Col- thence 234° to latitude 40°49'48.5\", longitude lege Point Ferry slip. 73°42'58#; thence 90° to latitude 40\"49'48.5\", Ion- (l-1) Flushing Bay, north central area. That por- gitude 73°42'22.5\"· thence 20° to latitude 55 tion of East River Anchorage No. IO (described in 40°50'01.5\", longitude 73\"42'16\"; thence due north §110.155) on the east side of Flushing Bay, south- to the point of land at Manorhaven northeasterly ward of a line projecting due west from the tank of Tom Point; and thence southwesterly along the located on the north side of the foo~ of 15th Ave- shore to the point of beginning. nue, College Point, eastward of a hoe parallel to, (i) Man.basset Bay at Port Washington. That 60 and 50 feet east of the east channel line in Flushing portion of Long Is~d Sound Anchorage No. 4 Bay, and northward of a line ranging 42° f~om (described in §110.155) southward of latitude Flushing Bay Light 8 on the north end of the dike. (l-2) Flushing Bay, south central area. Th~t po!- 40°49'44\"; eastward of a line ranging 161° from the offshore end of the Yacht Service, Inc., pier on the tion of East River Anchorage No. 10 (descnbed m

34 2. NAVIGATION REGULATIONS §110.155) on the east side of Flushing Bay, south- pipe which is 2,200 feet north of the Glenwood ward of a line ranging 52° from a point at latitude powerhouse; east of a line on range with the horth- 40046'29\"', longitude 73°51'16\"; eastward of a line west corner of the powerhouse bulkhead and the parallel to, and 50 feet east of the east channel line westerly end of the outfall sewer pipe; and south- in Flushing Bay, and northward of a line ranging 5 ward of a line ranging 110° true to the first New 67° from a point at latitude 40°46'12\", longitude York Central Railroad Company's signal bridge, 73°51'06\" to the shore. north of the Yonkers Corinthian Yacht Club house. (m) Flushing Bay, southeast area. That portion of (o-2) Hudson River, at Nyack. That portion of East River Anchorage No. 10 (described in the waters north of a line ranging 270° from Iati- §110.155) south of a line ranging 60° from the 10 tude 41°05'35.l\", longitude 73°54'27\", to the shore- northeasterly corner of the municipal pier at the line; west of a line connecting latitude 41°05'35. l \", Flushing Bay Boat Basin toward the stack (latitude longitude 73°54'27\\ and latitude 41°06'06.3\", lon- 40045'54\", longitude 73°50'29\") of the New York gitude 73°54'27\"; and south of a line ranging 270° City Asphalt Plant. from latitude 41°06'06.3\", longitude 73°54'27\" to (m-1) Flushing Bay, southwest area. That portion 15 the shoreline. of East River Anchorage No. 10 (described in NOTE: The area is principally for use by yachts §110.155) southwest of the breakwater, projecting and other recreational craft. A mooring buoy is offshore and southeast of La Guardia Airport; permitted. southerly of a line extending from the offshore end (p) Hudson River, at Hastings-on-Hudson. That of the breakwater at latitude 40°45'53\", longitude 20 portion of the waters northerly of a line extending 73°51'06\" to Flushing Bay Light 12 on the souther- from a point at latitude 40°59'56.0\", longitude ly end of the dike; westerly of a line extending 73°53'11.3\" to the shore at latitude 40°59'55.7\"; from Flushing Bay Light 12 to a point at latitude easterly of lines extending from the aforementione_d 40°45'48\", longitude 73°51'00\"; northwesterly of a point at latitude 40°59'56.0\", longitude 73°53'11.3\" line ranging 229° from the point at latitude 25 through a point at latitude 41°00'04.6\", longitude 40°45'48\", longitude 73°51'00\" to the shore. 73°53'10.9\" to a point at latitude 41°00'14.6\", lon- (m-2) Flushing Bay, west area. That portion of gitude 73°53'08.2\"; and southerly of a line extend- East River Anchorage No. 10 (described in ing from the last mentioned point to the shore at §110.155) adjacent to the northeasterly side of La latitude 41°00'14.2\". Guardia Airport, easterly of a line ranging 39° 30 (p-1) Hudson River, at West Point. That portion from the control tower at La Guardia Airport to of the waters of the westerly side of the Hudson College Point Reef Light, southward of a line ex- River, adjacent to the United States Military Acad- tending due west from the tank on the north side emy, shoreward of a line connecting the extreme of the foot of 15th Avenue, College Point, west- northwest corner of the south dock with a projec- ward of a line parallel to, and 100 feet west of the 35 tion of land located approximately 1,575 feet north west channel line in Flushing Bay and northerly of thereof. a line extending due west from Flushing Bay Light (p-2) Hudson River, at Hyde Park, N.Y. Begin- 8 on the north end of the dike. ning at a point on the shoreline at latitude NOTE: The anchoring of vessels and placing of 41°49'06.5\" N., longitude 73°56'35.3\"W.; thence temporary moorings in anchorage areas described 40 west to a point at latitude 41°49'06.5\" N., longitude in paragraphs (m) and (m-1) of this section will be 73°56'42.S\"W.; thence north-northeasterly to a under the jurisdiction, and at the discretion of the point at latitude 41°49'12.5\" N., longitude local Harbor Master appointed by the City of New 73°56'40.7\"W.; thence due east to a point on the York. shoreline at latitude 41°49'12.S\"N., longitude (n) Bowery Bay. All of that portion of East 45 73°56'37.7\" W.; thence along the shoreline to the River Anchorage No. 10 (described in §110.155) on point of beginning. the west side of Bowery Bay. (q) Newark Bay, southeast area. That portion of (o) Hudson River, at Yonkers. Northward of a the waters on the southeasterly side of Newark line on range with the footbridge across the New Bay, north of a line ranging from the offshore end York Central Railroad Company tracks at the 50 of the breakwater north of the former Elco Boat southerly end of Greystone Station; eastward of a Works through Newark Bay Channel Buoy 6; east line on range with the square, red brick chimney of a line ranging from a point 200 yards east of the west of the New York Central Railroad Company east pier of the lift span of the Central Railroad tracks at Hastings-on-Hudson and the easterly yel- Company of New Jersey bridge to a point 200 low brick chimney of the Glenwood powerhouse 55 yards east of the east end of the lift span of the of the Yonkers Electric Light and Power Com- Pennsylvania-Lehigh Valley Railroad bridge; and pany; and southward of a line on range with the south of a line ranging from the southwest comer first New York Central Railroad Company signal of the bulkhead at Bayonne City Park through bridge north of the Yonkers Yacht Club. Newark Bay Channel Buoy 11. (o-1) Hudson River, at Glenwood, Yonkers, New 60 NOTE: This special anchorage is within the lim- York. That portion of the waters of the easterly its of General Anchorage No. 37, described in side of Hudson River and adjacent to the northerly §l 10.155(h) (4). limits of the City of Yonkers, New York, (r) Newark Bay, southwest area. That portion of northward of the northerly face of an outfall sewer the waters on the southwesterly side of Newark

2. NAVIGATION REGULATIONS 35 Bay, north of a line ranging from Kill Van Kull anchorage in such manner as to interfere with the Light 16 through Kill Van Kull Light 18 and Kill use of a duly authorized mooring buoy. The Cap- Van Kull Channel Buoy 20, northeast of a line tain of the Port, New York regulations in through Kill Van Kull Channel Buoy 20 perpen- §110.155(1) (7) apply. dicular to the Singer Manufacturing Company's 5 (t) Cold Spring Harbor. That portion of the wa- bulkhead, and southeast of a line 150 feet east of ters of Cold Spring Harbor easterly of a line rang- and parallel to the Singer Manufacturing Com- ing from the Cupola in the extreme inner harbor pany's bulkhead, and south of a line 250 feet south through Cold Spring Harbor Light; southerly of a of and parallel to the Central Railroad Company of line ranging from the southernmost point of an L- New Jersey bridge and west of a line perpendicular 10 shaped pier off Wawepex Grove through the to the dike at Kill Van Kull Light 16, excluding Clock Tower at Laurelton and northerly of a line therefrom the \"Pipe Line Area.\" ranging from the outer end of the Socony Mobil NOTE: The greater portion of this special an- Oil Company's pier at Cold Spring Harbor through chorage is within the limits of general anchorage the Clock Tower at Laurelton, with the exception No. 34, described in §110.155(h) (1). 15 of an area within a 300-foot radius of the outer end (r-1) Great Kills Harbor. Beginning at a point on of the Socony Mobil Oil Company's pier. the shoreline at latitude 40°32'05.6\\ longitude (u) Oyster Bay Harbor, New York. That portion 74°08'24.2\"; thence to latitude 40°32'06.7\", Ion- of Oyster Bay Harbor adjacent to the easterly side gitude 74°08'27.6\"; thence to latitude 40°32'19\", of Centre Island, westerly of a line on range with longitude 74°08'23. l \"; thence to latitude 20 Cold Spring Harbor Light and the Stone House on 40°32'27.8\", longitude 74°08'25.9\"; thence to lati- the end of Plum Point, Centre Island. tude 40°32'40.r, longitude 74°08'10.5\"; thence to (u-1) Hempstead Harbor, New York. That por- latitude 40°32'44.r, longitude 74°08'12.9\"; thence tion of the waters of Hempstead Harbor southerly along the northern and eastern shoreline to the of the Glen Cove Breakwater, northerly of a line point of beginning. 25 ranging from \"Dome\" at Sea Cliff through Hemp- NOTE: The special anchorage area is principally stead Harbor Buoy 9, and easterly of a line ranging for use by yachts and other recreational craft. A from Glen Cove Breakwater Light through Hemp- temporary float or buoy for marking the location stead Harbor Anchorage Buoys \"A\" and \"B\" and of the anchor of a vessel at anchor may be used. Hempstead Harbor Buoy 9, except for the entrance Fixed mooring piles or stakes are prohibited. Ves- 30 to Glen Cove Creek as defined by Hempstead Har- sels shall be anchored so that no part of the vessel bor Anchorage Buoy \"A\" and Glen Cove En- comes within 50 feet of the marked channel. No trance Buoy 1 on the north side of the entrance, vessel shall be anchored in such a manner as to and Hempstead Harbor Anchorage Buoy \"B\" the interfere with the use of a mooring buoy author- Glen Cove Entrance Buoy 2 on the south side of ized to be placed by the Captain of the Port, New 35 the entrance. York. No mooring buoy shall be placed in this (u-2) Harbor of Oyster Bay, Oyster Bay, New special anchorage area except as authorized by the York. The water area north of the town of Oyster Captain of the Port, New York. The Captain of the Bay enclosed by a line beginning on the shoreline Port regulations in 110.155(1)(7) apply. at latitude 40°52'35.5\"N., longitude 73°32'17\"W.; This special anchorage area is within the limits 40 thence to latitude 40\"52'59.5\"N., longitude of General Anchorage No. 28 described in 73°32'18\"W.; thence to latitude 40°53'00\"N., lon- §110.155(t) (3). gitude 73°30'53\"W.; thence to latitude 40°52'39\"N., (s) Jamaica Bay. That portion of the waters on longitude 73°30'54\"W.; thence to the shoreline at the westerly side of Jamaica Bay, westerly of a line latitude 40°52'25\"N., longitude 73°31'18\"W.,; ranging from Island Channel Buoy 21 through Is- 45 thence following the shoreline to the point of be- land Channel Buoy 23, northward of a line ranging ginning. from Island Channel Buoy 21 to the north abut- (u-3) Harbor of Oyster Bay, New York, Moses ment of the Shore Parkway Bridge across Paer- Point to Brickyard Point. That portion of the ~a- degat Basin, and southward of a line ranging 310° ters of the Harbor of Oyster Bay enclosed by a lm.e so beginning at Moses Point on Centre Island at lat1- from Island Channel Buoy 23. (s-1) Jamaica Bay, south area. That portion of tude 40°53'11 \"N., longitude 73°31'14\"W.; thence to Broad Channel westerly of a line bearing 190°30' latitude 40°53'02\"N., longitude 73°31'2rW.; thence from the northerly terminus of the New York City to latitude 40°53'02\"N., longitude 73°32'00\"W.; Transit Authority trestle across Broad Channel to thence to Brickyard Point on Centre Island at latitude 40°35'50\", longitude 73°49'06\", and thence 55 40°53'06\"N., longitude 73°32'00\"W.; thence follow- northerly of a line bearing 254° to the shore. ing the shoreline to the point of beginning. NOTE: The area will be principally for use by Note.-The anchori~g of vessels and placeme~t of yachts and other recreational craft. Temporary temporary moorings m anchorage areas ~escn1?ed floats or buoys for marking anchors will be al- in paragraphs (u), (u-2), and (u-3) of this section lowed. The Captain of the Port of New York is 60 will be under the jurisdiction of t~e loca~ Harbor- authorized to issue permits for maintaining mooring master appointed in accordance w!th Article 12 of buoys within the anchorage. The method of the Village Ordinance of the Village of Centre anchoring these buoys shall be as prescribed by the Island, New York. Captain of the Port. No vessel shall anchor in the (v) Hudson River, at Coeymans, New York. That

36 2. NAVIGATION REGULATIONS portion of the waters of the west_erly sid~ of Hud- §110.155 (1) (7) apply with the following modifica·, son River west of Coeymans Middle Dike, north tions: of a line beanng due west from a point 700 feet (i) Two anchors shall be used. south of Upper Hudson River Light No. 43, and Note: Contact Captain of the Port for anchor south of a line bearing due west from Upper Hud- 5 type and weight, minimum chain size requirement, son River Light No. 45, except for an area 125 ~eet and placement of anchor. . .. . wide, adjacent to and east of the bulkhead fron~mg (ii) A Sheepshead Bay, N.Y., moormg position IS the Village of Coeymans and Barren Island Dike. designated by the encircled number from the Coast (w) Hudson River, at Cedar Hill, New York. That Guard mooring chart, and the distance from the portion of the westerly side of the Hudson River, 10 nearest range number, and the dis18:nce from ~e adjacent to Cedar Hill Dike, 250 feet in width, nearest bulkhead line. (Examµle: crrcle 2-W In bounded on the south by the northerly side of the Western Area 50' East of range No. 20, 40' South cut in the dike at the junction of the Vloman Kill of bulkhead line.) and the Hudson River, and extending northerly (iii) The area is principally for vessels used for a theretirom 1,600 tieet. 15 recreational purpose. (x) Sheepshead Bay-(1) Westem Area. South of a S bpart B-Anchorage Grounds line 25 feet south of ~d parallel to the bulkhead u§H0.140 Buzzards Bay, Nantucket Sound, and wall 8:1ong the south side of Emmons Avenue; pe~aos-t 20 adjacent waten, Mass. (a) New Bedford Outer Har· of a lme 200. feet east of and parallel to the bor-(1) Anchorage A. West of Sconticut Neck, and longed west lme o~fdEapsatra1l5lethl Street; north of a lme shoreward of a line described as follows: Beginning 75 feet north of to the bulkhead wall at a point 100 yards southwest of Fort Phoenix along the north side of Shore Boulevard between Point; thence 154\" along a line which passes 100 Amherst. Street anfd~tDsoovuetrhSotrfeetthaendbualskhperaodlonwgaeldl 25 yards east of New Bedford Channel Buoys 8, 6, to a pomt 315 and 4, to a point bearing approximately 130°, 225 along the south side of Emmons Ayenue and 25 yards, from New Bedford Channel Buoy 4; thence feet west of the prolo'!ged west side of Ocean 87\", 340 yards; thence 156° along a line approxi- Avenue; and west of a hne lJm?aeraolleflOtoca~ndA2v5enfueeet. mately one mile to its intersection with a line rang- west of the prolonged west ing 87\" from the cupola on Clarks Point; thence (2) Northem Area. South .of the established U.S. 30 g7• to Sconticut Neck. pierhead line on the .north side of the bay; west of (2) Anchorage B. Southeast of a line ranging 222° the prolonged west line ?f Coyle Street; north of_ a from the southwest comer of Fort Phoenix to the line ranging from a pomt 90 feet S~C?euthofoCf osyailde New Bedford shore· west of a line ranging 154° pierhead line .in said prolonged west from Palmer Island' Light to Butler Flats Light; Street to the mtersection ?f the south. hne of Shore 35 and north of a line bearing 267° from Butler Flats Boulevard and the west hne of Kensmgton Street; Light to the shore. north of a line parallel to and 325 feet north of the (b) Buzzards Bay near entrance to approach chan- bulkhead wall along the north side of Shore Boule- nel to Cape Cod Canal-(1) Anchorage C. West of a yard; no~heast of a line r~ging f~om t!ie point of line parallel to and 850 feet westward from the mtersection of the last-mentioned lme with the p~o- 40 centerline of Cleveland Ledge Channel; north of a longed east line of East 28th Street, toward a pomt line bearing 129° from the tower on Bird Island; on the prolonged east line ?f East 27th: Street ~d east of a line bearing 25°30' and passing through 245 feet south of the established U.S. pierhead line Bird Island Reef Bell Buoy 13; and south of a line on the north side of the bay; and east of the pro- bearing 270\" from Wings Neck Light. longed east side of East 27th Street. 45 (2) Anchorage D. Beginning at a point bearing (3) Southem Area. South of a line extending 185\" 1,200 yards, from Hog Island Channel 4 from a point 175 fee! northerly of the bulkhead Light; thence 129° to a point bearing 2~·. approxi- wall along the north side of Shore Boulevard (per- mately 733 yards, from Wings Neck Light; thence pendicular distance) and in the prolonged west side 209• to Southwest Ledge Buoy 10; thence 199° of Hastings Street to a point on the prolonged east so along a line to its intersection with a line bearing side of Mackenzie Street 125 feet north of the 129\" from the tower on Bird Island; thence 309° to bulkhead wall on the n?rth side of Shore Boule- a point 850 feet easterly, right angle distance, from vard; thence south of a hne parallel to and 125 feet the centerline of Cleveland Ledge Channel; thence northerly of the bulkhead wall along the north side northeasterly along a line parallel to and 850 feet of Shore Boulevard from the last-mentioned point 55 eastward from the centerline of Cleveland Ledge to the prolonged west line of Coyle Street; north Channel to its intersection with a line bearing of a line parallel to and 25 feet north of the bulk- 218°30'from the point of beginning; thence 38°30'to head wall along the north side of Shore Boulevard; the point of beginning. and east of the prolonged west side of Hastings (c) Vineyard and Nantucket Sounds-(1) Anchor- Street. 60 age E. South of a line beginning at a point bearing (4) Captain of the Port Regulations. In 180° about 3.25 miles from Cuttyhunk Light; Sheepshead Bay, N.Y., Western, Northern and thence 65° to a point bearing 180°, 0.625 mile from Southern Special Anchorage Areas, the Captain of Nashawena Lighted Whistle Buoy; thence 57°30' the Port-New York mooring regulations in passing 600 yards northerly of Middle Ground

2. NAVIGATION REGULATIONS 37 - Lighted Bell Buoy 25A, to a point bearing 145°, marking anchors or moorings in place will be al- 1.25 miles from Nobska Point Light; southwest of a lowed in all areas. Fixed mooring piles or stakes line ranging 113° through West Chop Buoy 25 to are prohibited. East Chop Flats Bell Buoy 23; and west of a line (2) Except in cases of great emergency, no ves- bearing 163° between East Chop Flats Bell Buoy 5 sels shall be anchored in New Bedford Outer Har- 23 and Lone Rock Buoy l; and northerly of a line bor, Buzzards Bay near the entrance to the ap- bearing 269° between Lone Rock Buoy 1 and a proach channel to Cape Cod Canal, or Vineyard point on the mainland at Oak Bluffs about 0.30 mile and Nantucket Sounds, outside of the anchorage southerly of Oak Bluffs Wharf. areas defined in paragraphs (a) to (c) of this sec- (2) Anchorage F. Southeast of the Elizabeth Is- 10 tion. lands, north of a line ranging 97°30' from Cut- (3) Anchors must not be placed outside the an- tyhunk Light toward Nashawena Lighted Whistle chorage areas, nor shall any vessel be so anchored Buoy to a point 0.375 mile from that buoy; north- that any portion of the hull or rigging will at any west of a line bearing 57°30' from the last-named time extend outside the boundaries of the anchor- point to a point opposite the entrance to Woods 15 age area. Hole; and southwest of a line from the shore of (4) Any vessel anchoring under the circum- Nonamesset Island bearing 114° and ranging stances of great emergency outside any anchorage through West Chop Light and East Chop Light. area must be placed near the edge of the channel (3) Anchorage G. South of a line beginning at a and in such position as not to interfere with the point on the mainland at Oak Bluffs about 0.30 mile 20 free navigation of the channel, nor obstruct the southerly of Oak Bluffs Wharf bearing 89° to Lone approach to any pier nor impede the movement of Rock Buoy l; thence 113° from Lone Rock Buoy 1 any boat, and shall move away immediately after to Outer Flats Bell Buoy 17; thence 86° to Cross the emergency ceases or upon notification by an Rip Lightship; thence l18°30'to Tuckemuck Shoal officer of the Coast Guard. Bell Buoy 7; thence ranging 149° toward Brant 25 (5) A vessel upon being notified to move into Point Light to the breakwater at Brant Point. the anchorage limits or to shift its position in an- (4) Anchorage H. In the vicinity of Squash chorage grounds must get under way at once or Meadow shoal, east of a line ranging 163° through signal for a tug, and must change position as direct- Squash Meadow West End Buoy 21; north of lines ed with reasonable promptness. parallel to and 0.5 mile northerly from lines joining 30 (6) Whenever the maritime or commercial in- Lone Rock Buoy 1, Outer Flats Bell Buoy 17, and terests of the United States so require, any officer Cross Rip Lightship; and south of a line ranging of the Coast Guard is hereby empowered to shift 97° from East Chop Light toward Cross Rip the position of any vessel anchored within the an- Lightship. chorage areas, of any vessel anchored outside the (5) Anchorage I. Northerly of a line ranging 109° 35 anchorage areas, and of any vessel which is so from Nobska Point Light toward Hedge Fence moored or anchored as to impede or obstruct ves- Lighted Hom and Gong Buoy 16, and of a line sel movements in any channel. ranging 97°30' through Hedge Fence East End (7) Nothing in this section shall be construed as Buoy to Halfmoon Shoal Lighted Bell Buoy 12, relieving the owner or person in charge of any thence 73° to Handkerchief Shoal Buoy 16, and 40 vessel from the penalties of the law for obstructing thence to the westernmost point of Monomoy Is- navigation or for obstructing or interfering with land. range lights, or for not complying with the naviga- (6) Anchorage J. East of a line bearing 329°, tion laws in regard to lights, fog signals, or for parallel to and 0.875 mile northeasterly of a line otherwise violating the law. running from Brant Point Light through Tucker- 45 §110.142 Nantucket Harbor, Mass. (a) The an- nuck Shoal Bell Buoy 7, from Coatue Beach to a chorage grounds. In the Nantucket Harbor, begin- point l.25 miles southeasterly from a line between ning at a point 210 yards, 90°, from Brant Point Halfmoon Shoal Lighted Bell Buoy 12 and Hand- Light; thence easterly to latitude 41°17'23\",. lon- kerchief Shoal Buoy 16; thence 73°, parallel to and gitude 70°05'14S; thence southerly to latitude l.25 miles southeasterly from a line running from 50 41°17'03\", longitude 70°05'14.5\"; thence southwest- Halfmoon Shoal Lighted Bell Buoy 12 through erly to latitude 41°16'54\". longitude 70°05'2Y; Handkerchief Shoal Buoy 16, to a point bearing thence northwesterly to latitude 41°16'55\\ _lon- 2150 from Stone Horse North End Lighted Bell gitude 70°05'31\"; thence northeasterly to latitude Buoy 9; thence 35° to Stone Horse North End 41°17'07.5\", longitude 70°05'27\"; thence northeast- Lighted Bell Buoy 9; thence 70° to a point bearing 55 erly to the point of beginning. . 207° from Pollock Rip Lightship; and thence 27° (b) The regulations. The anchorage 1s for the use through, and to a point 5.0 miles northeasterly of commercial and pleasure craft. Tempara~y floats or buoys for marki!lg anchor~ or ~oonngs 10 place from, Pollock Rip Lightship. (7) Anchorage K. North of a line tangent to the will be allowed. Fixed _moonng piles _or sta~es are ~utheasterly edge of Monomoy Point and extend- 60 prohibited. The anchonng of. v~ls mc:Iudmg the mg to Bearse Shoal North End Buoy 2A and west placing of anchors and moonngs 1s subject to the of a line bearing 7• from Bearse Shoal North End supervision and approval of the local harbor mas- Buoy 2A to Chatham Bar Buoy 2. ter. (d) The regulations. (1) Floats or buoys for §110.145 Narragansett Bay, R.I. (a) East Pas-

38 2. NAVIGATION REGULATIONS sage-(1) Anchorage A. East of Conanicut Island, solids, oxidizing materials, corrosive liquids, com- beginning at the easterly extremity of the pressed gases and poisonous substances. Dumplings; extending 9° to a point at latitude (b) No vessel shall anchor within 500 yards of ' 41°29'28\", longitude 71°21'05.5\"; thence 356° for the explosive anchorage area when occupied by 5,350 feet; thence 24° for 5,700 feet; thence 12° for 5 vessels carrying explosives. 1,100 feet; thence 311°30' for 2,300 feet; thence (c) Not more than 2,000 tons Net High Explo- 3510 for 5,350 feet; thence 270° for 3,200 feet to the sives limit will be handled in the anchorage area. easterly side of Conanicut Island; thence generally (d) No vessel shall be so anchored in the anchor- along the easterly side of the island to a point on age that it will at any time extend beyond the limits the easterly side of the island due west of the 10 of the area. Dumplings; and thence due east to the point of (e) Naval vessels anchoring in the area will dis- beginning; excluding the approach of the play the proper signals, and will be under the su- Jamestown Ferry, a zone 900 feet wide to the pervision of the Commander, U.S. Naval Base, southward of a line ranging 103° from a point, 300 Newport, Rhode Island. feet north of the existing ferry landing toward the 15 (3) Anchorage C. spire of Trinity Church, Newport. (i) [Reserved] (i) That portion of the area to the northward of (ii) West of Coasters Harbor Island, west of a the approach of the Jamestown Ferry shall be re- line bearing 351° from Tracey Ledge Buoy 5 stricted for the anchorage of vessels of the U.S. through Seventeen-foot Spot Buoy northeast of Navy. In that portion of the area to the southward 20 Gull Rocks; south of a line bearing 292° from the of the approach of the Jamestown Ferry, the cupola at the Naval War College; east of a line requirements of the Navy shall predominate. ranging 19° from the easternmost of the Dumplings (ii) Temporary floats or buoys for marking an- toward Dyer Island North Point Shoal Lighted chors or moorings in place shall be allowed in this Bell Buoy 12A; and north of latitude 41\"30'2r area. Fixed mooring piles or stakes will not be 25 which parallel passes through a point 230 yards allowed. north of Rose Island Shoal Northeast End Buoy 8. (21 Anchorage B. Off the west shore of Aquid- (iii) In this area the requirements of the Navy neck Island to north of Coggeshall Point, northerly shall predominate. of a line ranging 075° from a point on the easterly (iv) Temporary floats or buoys for marking an- end of Gould Island, latitude 41°32'13\", longitude 30 chors or moorings in place will be allowed in this 71°20'40.5\", toward the shore of Aquidneck Island; area. Fixed mooring piles or stakes will not be east of a line ranging 019° from the easternmost of allowed. the Dumplings to latitude 41°36'16\", longitude (4) Anchorage D. West of Goat Island, south ofa 71°17'48\"; thence northeast to latitude 41°36'53\", line bearing 247° from Newport Harbor Light; east longitude 71°17'07.5\"; thence east to latitude 35 of a line bearing 176°30' from the northwesterly 41°36'53\", longitude 71°16'40\"; thence southwester- end of Rose Island; north of a line bearing 117° ly to latitude 41°35'54.., longitude 71°17'17.5\"; from the northerly end of the ferry slip at thence southeasterly to the shore at the easterly Jamestown to longitude 71°20' and west of a line end of the north boundary of the cable area in the running north and south along longitude 71°20'. vicinity of Coggeshall Point; excluding the cable 40 (i) In this area the requirements of the Navy area in the vicinity of Coggeshall Point. shall predominate from May I to October 1, sub- (i) Anchorage B-1. Off the southerly end of Pru- ject at all times to such adjustments as may be dence Island beginning at a point at latitude necessary to accommodate all classes of vessels 41°34'08.9\", longitude 71°19'25.8\"; thence 19° for which may require anchorage room. 1,900 feet; thence 289° for 1,900 feet; thence 199° 45 (ii) Temporary floats or buoys for marking an- for 1,900 feet; thence 109° for 1,900 feet to the chors or moorings in place will be allowed in this point of beginning. area. Fixed mooring piles or stakes will not be (a) In this area the requirements of the Navy allowed. shall predominate. (5) Anchorage E. South of Coasters Harbor Is- (b) Temporary floats or buoys for marking an- 50 land, east of a line bearing 341° from the outer end chors or moorings in place will be allowed in this of Briggs Wharf to the southwestern shore of area. Fixed mooring piles or stakes will not be Coasters Harbor Island near the War College allowed. Building; and north of a line ranging 265° from the (ii) Anchorage X-1, Naval explosives and ammu- flagstaff at Fort Greene toward Rose Island Light. nition handling anchorage. The waters of Narra- 55 (i) In this area the requirements of the naval gansett Bay northeasterly of Gould Island within a service will predominate from May 1 to October 1, circle having a radius of 500 yards with its center but will at all times be subject to such adjustment at latitude 41°33'18\", longitude 71°20'03\". as may be necessary to accommodate all classes of (a) This area will be used for anchoring naval vessels that may require anchorage room. vessels carrying or transferring ammunition or ex- 60 (ii) Temporary floats or buoys for marking an- plosives under standard military restrictions as es- chors or moorings in place will be allowed in this tablished by the Safety Manual, Armed Services area. Fixed mooring piles or stakes will not be Explosive Board. Explosives or dangerous materi- allowed. als include inflammable liquid or inflammable (b) West Passage-(1) Anchorqe H. North of a

2. NAVIGATION REGULATIONS 39 line 1,000 yards long bearing 88° from Bonnet area. Fixed mooring piles or stakes will not be Point; west of a line bearing 3° from the eastern allowed. end of the last-described line; and south of a line (6) Anchorage M. East and north of Dutch Is- ranging 302° through a point 200 yards south of land, northeast of a line ranging 316° from the the Kearny wharf toward the church spire at 5 inshore end of the west ferry wharf, Jamestown, South Ferry, Boston Neck. toward the north end of Dutch Island to a point (i) Temporary floats or buoys for marking an- bearing 88°, 200 yards, from the engineer wharf, chars or moorings in place will be allowed in this Dutch Island, thence ranging 3° toward the shore area. Fixed mooring piles or stakes will not be of Conanicut Island at Slocum Ledge; north of a allowed. to line 200 yards off the Dutch Island shore ranging (2) Anchorage I. North of a line 1,000 yards long 281° from the entrance to Round Swamp toward a bearing 88° from Bonnet Point to the shore at point on shore 300 yards northerly from the Saun- Austin Hollow; east of a line bearing 183° from derstown ferry wharf; east of a line ranging 15° Dutch Island Light; and south of a line ranging from the western point of Dutch Island to Twenty- 3020 through a point 200 yards south of the Kearny 15 three Foot Rock Buoy 4; and south of a line bear- wharf toward the church spire at South Ferry, ing 77° from Twenty-three Foot Rock Buoy 4 to Boston Neck. the shore. (i) Temporary floats or buoys for marking an- (i) Temporary floats or buoys for marking an- chors or moorings in place will be allowed in this chars or moorings in place will be allowed in this area. Fixed mooring piles or stakes will not be 20 area. Fixed mooring piles or stakes will not be allowed. allowed. (3) Anchorage J. At Saunderstown, south of a (7) Anchorage N. West of the north end of line ranging 110° from the south side of the ferry Conanicut Island, south of a line bearing 262° from wharf toward the cable crossing sign on Dutch Conanicut Island Light; east of a line bearing 8° Island; west of a line ranging 192° from Plum 25 from Twenty-three Foot Rock Buoy 4; and north Beach Shoal Buoy l PB toward the east shore of of a line ranging 290° from Sand Point toward The Bonnet; and north of a line from the shore Wickford Harbor Light. ranging 108° toward Dutch Island Light and the (i) Temporary floats or buoys for marking an- north end of the wharf at Beaver Head. chars or moorings in place will be allowed in this (i) Temporary floats or buoys for marking an- 30 area. Fixed mooring piles or stakes will not be chars or moorings in place will be allowed in this allowed. area. Fixed mooring piles or stakes will not be (c) Bristol Harbor-(1) Anchorage 0. South of the allowed. south line of Franklin Street extended westerly; (4) Anchorage K. In the central and southern 35 west of a line bearing 164°30' parallel to and 400 portion of Dutch Island Harbor, north of a line feet westerly from the State harbor line between ranging 106° from Beaver Head Point Shoal Buoy Franklin and Constitution Streets, and of a line 2 toward the Jamestown standpipe; east of a line ranging 244° from a point on the north line of ranging 14° from Beaver Head Point Shoal Buoy 2 Constitution Street extended 400 feet beyond the toward the inshore end of the engineer wharf, 40 State harbor line toward Usher Rock Buoy 3; and Dutch Island; southeast of a line ranging 50° from north of the north line of Union Street extended to Dutch Island Light toward the windmill north of the Popasquash Neck shore. Jamestown; and south of a line parallel to and 100 (i) Temporary floats or buoys for marking an- yards southwesterly from a line ranging 132° from chars or moorings in place will be allowed in this the engineer wharf, Dutch Island, and the west 45 area. Fixed mooring piles or stakes will not be ferry wharf, Jamestown. allowed. (i) Temporary floats or buoys for marking an- (d) The regulations. (1) Except in cases of great chors or moorings in place will be allowed in this emergency, no vessel shall be anchored in the en- area. Fixed mooring piles or stakes will not be trances to Narragansett Bay, in Newport Harbor, allowed. 50 or in Bristol Harbor, outside of the anchorage areas (5) Anchorage L. North of a line ranging 101° defined in paragraphs (a), (b) and (c) of this sec- from a point on shore 300 yards northerly of the tion. Saunderstown ferry wharf toward the entrance to (2) Anchors must not be placed outside the an- Round Swamp, Conanicut Island; west of a line chorage areas, nor shall any vessel be so anchored bearing 1s• parallel to and 1,000 feet westerly from 55 that any portion of the hull or rigging shall at any a line joining the western point of Dutch Island time extend outside the boundaries of the anchor- and Twenty-three Foot Rock Buoy 4, and a line age area. ranging 6° from Dutch Island Light toward War- (3) Any vessel anchoring under the circum- wick Light; and south of a line ranging 290\" from stances of great emergency outside the anchorage S~d Point, Conanicut Island, to Wickford Harbor 60 areas must be placed near the edge of the channel Light, and a line bearing 226° from Wickford Har- and in such position as not to interfere with the bor Light to Poplar Point tower. · free navigation of the channel, nor obstruct the (i) Temporary floats or buoys for marking an- approach to any pier, nor impede the movement of cbors or moorings in place will be allowed in this any boat, and shall move away immediately after

40 2. NAVIGATION REGULATIONS the emergency ceases, or upon notification by an ginning at a point \"A\" latitude 41°10'J2.3\", lon- officer of the Coast Guard. gitude 73°09'50.2\"; thence westerly to a point \"B\" (4) A vessel upon being notified to move into latitude 41\"10'12.3\", longitude 73°09'52.l\"; thence the anchorage limits or to shift its position on an- southwesterly to point \"C\" latitude 41°10'10\", lon- chorage grounds must get under way at once or 5 gitude 73°09154.9\"; thence south southwesterly to signal for a tug, and must change position as direct- point \"D\" latitude 41°10'05\", longitude 73°09'56. l \"; ed with reasonable promptness. thence southeasterly to point \"E\" latitude (5) Whenever the maritime or commercial in- 41°10'04\", longitude 73°09'55.9\"; thence northeast- terests of the United States so require, any officer erly to point \"F\" latitude 41°10'05\", longitude of the Coast Guard is hereby empowered to shift 10 73°09'54.5\"; thence northerly to point \"G\" latitude the position of any vessel anchored within the an- 41°10'05.8\", longitude 73°09'54.5\"; thence chorage areas, of any vessel anchored outside the northeasterly to the point of beginning. anchorage areas, and of any vessel which is so (b) The regulations. The anchorage is for use by moored or anchored as to impede or obstruct ves- commercial and pleasure craft. Temporary floats or sel movements in any channel. 15 buoys for marking anchors or moorings will be (6) Nothing in this section shall be construed as allowed. The anchoring of vessels and placing of relieving the owner or person in charge of any temporary anchors or mooring piles are under the vessel from the penalties of the law for obstructing jurisdiction of the local harbor master. Fixed moor- navigation or for obstructing or interfering with ing piles or stakes will not be allowed. range lights, or for not complying with the naviga- 20 §110.150 Block Island Sound N.Y. (a) The an- tion laws in regard to lights, fog signals, or for chorage ground. A i-by 2-mile rectangular area ap- otherwise violating the law. proximately 3 miles east-northeast of Gardiners Is- §110.147 New London Harbor, Conn. (a) The an- land with the following coordinates: latitude chorage grounds-(1) Anchorage A (Naval). In the 41°06'12\"N., longitude 72°00'05\"W., latitude Thames River east of Shaws Cove, bounded by 25 41°07'40\"N., longitude 72°01'54\"W.; latitude lines connecting points which are the following 41°08'12\"N., longitude 72\"01'10\"W., latitude bearings and distances from Monument, Groton 41°06'46\"N., longitude 71°59'18\"W. (latitude 41°21'18\", longitude 72°04'48\"): 243°, (b) The regulations. This anchorage ground is for 1,400 yards; 246°, 925 yards; 217°, 1,380 yards; and use of U.S. Navy submarines. No vessel or person 235°, 1,450 yards. 30 may approach or remain within 500 yards of a U.S. (2) Anchorage B. In the Thames River south- Navy submarine anchored in this anchorage ward of New London, bounded by lines connect- ground. ing points which are the following bearings and §110.155 Port of New York. (a) Long Island distances from New London Harbor Light (latitude Sound-(1) Anchorage No. 1. Southwest of a line 41°18'59\", longitude 72°05'25\"): 2°, 2,460 yards; 9°, 35 between Neptune Island and Glen Island ranging 2,480 yards; 26°, 1,175 yards; and 8°, 1,075 yards. from Aunt Phebe Rock Light and tangent to the (3) Anchorage C. In the Thames River south- north edge of Glen Island; southwest of a line ward of New London Harbor, bounded by lines tangent to the northeast edge of Glen Island and connecting a point bearing 100°, 450 yards, from Goose Island breakwater; southwest of a line bear- New London Harbor Light, a point bearing 270°, 40 ing southeasterly from the southwest end of Goose 575 yards, from New London Ledge Light (lati- Island breakwater and on range with the south tude 41°18'21\", longitude 72°04'41\"), and a point gable of the Casino on the northeast end of Glen bearing 270°, 1,450 yards, from New London Island; west of a line ranging from the east edge of Ledge Light. Goose Island breakwater to the west edge of the (4) Anchorage D. In Long Island Sound approxi- 45 north end of Hart Island; west of Hart Island; and mately two miles westsouthwest of New London northwest of a line extending from Hart Island Ledge Light, bounded by lines connecting points Light to Locust Point; excluding from this area, which are the following bearings and distances however, (i) the waters northeast of a line ranging from New London Ledge Light; 246°, 2.6 miles; 303° from the southwest end of Hart Island; north- 2470, 2.1 miles; 233°, 2.1 miles; and 235°, 2.6 miles. so west of a line ranging from the water tank at the (b) The regulations-(1) Anchorage A is for north end of Davids Island 207°40' to the north- bar~es and small vessels drawing less than 12 feet. west end of City Island; and south of latitude This anchorage shall be used only by naval vessels, 40°52'12\"; and (ii) the waters west of Hunter Is- and by other vessels holding special permits issued land; and south of a line ranging from the most by the Captain of the Port when he finds that such ss southerly end of Glen Island tangent to the most special permits to anchor are not inimical to the northerly end of Hunter Island. requirements of the Navy. (i) Boats shall not anchor in this area in buoyed (2) Except in emergencies, vessels shall not an- channels. chor in New London Harbor or the approaches (ii) Boats shall be so anchored as to leave at all thereto outside the anchorages defined in para- 60 times an open, usable channel, at least 50 feet wide graph (a) of this section unless authorized to do so west and south of Glen Island. ' by the Captain of the Port. NOTE: Special anchorage areas in this anchor- §110.148 Johnsons River at Bridgeport, Conn. age are described in §110.60. (a) The anchorage grounds. In Johnsons River, be- (l) Anchorage No. 1-A. Southwest of a line rang-

2. NAVIGATION REGULATIONS 41 ing from Duck Point, Echo Bay, through Bai~ey beginning at a point on shore at La Guardia Air- Rock Lighted Buoy 3 BR; northwest of a hne port at latitude 40°46'49\", longitude 73°52'21\"; ranging from Hicks Ledge Buoy 2H to Old Tom thence to latitude 40°47'20\", longitude 73\"51'55\"; Head Rocks Buoy 4; and north of a line ranging and thence to a point on shore at College Point at from Old Tom Head Rocks Buoy 4 to the 5 latitude 40°47'38\\ longitude 73°51'15\"; and an area southernmost point of Davenport Neck. on the west side of Bowery Bay, beginning at a NOTE: The special anchorage area in this an- point on shore at latitude 40°46'58\", longitude chorage is described in §110.60(b-l). 73°53'46\"; thence to latitude 40°47'03\", longitude (3) Anchorage No. 1-B. West of a line ranging 73°53'39\"; thence to latitude 40°47'00\", longitude from the point on the southwest side of the en- 10 73°53'31\"; thence to latitude 40°46'55\", longitude trance of Horseshoe Harbor, Larchmont, to Hicks 73°53'32\"; and thence to a point on shore at lati- Ledge Buoy 2H; north of .a line ranging from tude 40°46'49\", longitude 73°53'39\". Hicks Ledge Buoy 2H to Duck Point; and in Echo NOTE: Special anchorage areas in this anchor- Bay north and west of the channel. age are described in §110.60. NOTE: The special anchorage area in this an- 15 (6) Anchorage No. 11. An area in East River chorage is described in §110.60(b-1). beginning at a point on a pierhead at latitude (4) Anchorage No. 2. West of a line from Locust 40•47•55•, longitude 73°53'19.5\"; thence to latitude 40\"47'40\", longitude 73°51'58\"; and thence to a Point tangent to the northeasterly sea wall at Throgs Neck. .. point on shore at latitude 40°47'16\", longitude NOTE: Special anchorage areas tn this anchor- 20 73\"52'15\". age are described in §110.60. (7) [Reserved] (5) Anchorage No. 3. Northeast of a line from the (8) Anchorage No. 14. In Hallets Cove, east of a south side of Barker Point to Gangway Rock Bell line from a point on shore 100 feet west of the BBeulolyB2u7~·yso2u7thteoasSt aonfdsa line from Gangway Rock southerly prolongation of 2d Street, Astoria, to Point Reef Lighted Buoy 25 Gibbs Point. 25; and southwest of a line from Sand.s Poii;it Reef (c) Hudson River-(1) Anchorage No. 16. North Lighted Buoy 25 through Sands Pomt Light to of a line on a range with the north side of the Sands Point. l'!o. 4. Manhasset~ Bay~ . north pier of the Union Dry Dock and Repair (6) Anchorage excludm~ Company Shipyard, Edgewate~, New Jersey; west the seaplane restncted area descnbed m §207.35, 30 of a line ranging 25° from a pomt 120 yards east of and that portion of Long Island Sound. northeast of the east end of said pier to a point (500 yards from a line ranging from Stepping _Stones Light thro~gh the shore and 915 yards from the Fort Lee flag- Elm Point Buoy 2 t<? Elm Pomt; ~utheast of a hne pole) on a line ranging approximately 100°22'. from ranging from Stepping Stones Light to Gangway the Fort Lee flagpole toward the square chimney Rock Bell Buoy 27; and southwest of Anchorage 35 on the Medical Center Building at 168th Street, No. 3. S~ial ~chorage areas . . anchor- Manhattan; and south of said line ranging between NOTE: m this the Fort Lee flagpole and the square chimney on age are descnbed m §110.60.. the Medical Center Building. . (7) Anchorage No. 5. In Little Neck Bay; and (i) When the use of Anchorage No. 16 ts re- east of a line ~anging from Fort the vessels anchored ~here- Hart Island Light; and south of Totten flagpole to 40 quired by naval vessels, Captain of the Port directs An~hor~ge No. 4. in shall move when the NOTE: S~ial ~chorage areas m this anchor- them. .• age are descnbed m A§n1~1h0o.6r0a.ge .No. 6••on Ham- (2) Anchorage No. 17. North of a line beanng 66 (b) East River-(1) from shore to a point at latitude 40°51'34#, Ion; mond Flats north of a lme bearing 260 from the 45 itude 73°56'54\"· thence west of a line bearing 29 head of the pier on Throgs Neck at the foot of fo latitude 40°5i'27\", longitude 73°56'16#; thence Pe~yfield Av~nue to the north to'_\"er of Bronx- Whitestone Bndge at Old Ferry Pomt. . t2h0e•ncteo latitude 40°54'17*, longitude 73°55'23\"; 15\" to latitude 40\"56'20\", longitude (2) Anchorage No. 7. South of a .bne fr<?m 7h3 •54,39 \".' thence south of a line bearing 284° to Whitestone Point to the outer end of Willets Pomt Wharf 50 s ore. . · . . • (i) When the use of Anchorage No. 17 is re- (J) Anchorage No. 8. North of aBhroni:eixb-Weahni!tl~gt2o5n9e 9uisrheadllb~onvaevawl hveenssethlse, the vessels anchored there- between the nor th tower of the Captain of the Port directs Bridge at Old Ferry Point and a pomt at latitude m longi~de 73°~2'~6\"i th~~· Anchorage No. 4~0°4g?'57'O\"! ;thtehnencce~esaosut tohfeaaslti0nf 55 18-A. East of lines bearing 8° to latitude 40 48 06 f the northwest comer of the crib icebreaker a line parallel to the bulkhead extendmg northe;st- ~r~oa;:wihbroifdthee New YSoprukyCteenntDraulyRvialilCroraedekC(oHmapraln~my erly. to latit!lde 40°48'20\"; thence north of a me across §. ibearing 296 to shore. 60 ~~R1~i.vtue~rhot)t~·htntheoefDg!acu~~!av°oni~fin·,oetBWrlkwr2eoa5snCr0txde,ny2fNtaa3rrcaledeslwst oRoYfSafittoflrhsrrehkeoeo;atM,rdtehoseeuiaxngnntcnedteanlSdboteb.nedraVi,dh~mngagee-t (4) Anchorage No. 9. East of a line fr?m Coof l~lelg-e e west side Point Reef aLnidg hsto~tatnhgoenf ta t olint~h lege Po_int; from College Pomt Re(e5)f LAingchhtortaogeWNhoit.es1t0o.nAe nPoamreta. m. Flushm. g Bay,

42 2. NAVIGATION REGULATIONS cent Dock at the foot of West 26lst Street, River- end of the Staten Island Ferry rack on the,Manhat- dale, Bronx, New York. tan shore. (i) When the use of Anchorage No. 18-A is re- (i) No vessel shall cast anchor within this area quired by naval vessels, the v~ssels anchored t~ere- south of the northerly limit of the cable area in shall move when the Captain of the Port directs 5 shown on United States Coast and Geodetic Sur- them. vey Chart No. 745, between Ellis Island and the (4) Anchorage No. 18-B. North of the south side Manhattan shore. (2~ Anchorage No. 20-A. South of a line bearing of West 18lst Street, prolonged; east of a line rang- 102° and ranging betwee~ the southeast comer of the southerly half of Elbs Island and Governors ittnoogwthe2er8\"e0afsftrGosmehoorrgteheeowf ntahoserhtihn~wvg~etorsnta comer of the east Island Light; west of a line bearing 194°30'from Bridge and tangent latitude 40\"41'42\", longitude 74\"02'02\", to Main and south of the prolongation Hill p k· to Channel Li hted Bell Buoy 31, thence 206\" to lati- t Inwood si.dear~f• of the south e4x0t•e4n0d1egd5\"~dlonrgaintugdineg ~tWhen Cph~ntDp~ysceksmbaenneSattrheetth,eMtraanchkasttoafn,thNe eNwewYoYrko,rkwCheenretraitl 15 td 7341\"30°2'5t5h\"r·~uagnhd north of a 1fnee Claremont the use of Anchorage 18-B is required TfermCinal epl_Buoy 2 and the northeast comer by nava1 vesse1s, the v~seIs anchored t.herein shall o (i) aTvehne poormtion o1efr.Anchorage No. 20-A which is move when the Captam of the Port directs them. easterly of a line ranging 204\"30'from the east end 'l'!··4ltpah0ote_(i!5tn4uW)t6d,4Aee7oen.nh8c4ah\"0wotrh4kae6eg,ne5lo-~MEn.N~8d8oh!g.tNaeutw.1d,t9ea.atlen7Aor3?n0Cg5sh1h?aa~:2urn:e2d>nare.~3e\"lhl~7woeb3c~ea,.gt5a~9tmtd~n5e2.lmean.8a~tc.is~ttauWtdot.ea~,f 20 of the east landing pier on Bedloe's Island to Ba- yonne Terminal Lighted Bell Buoy 2 and Robbins pRreoelof nLgiagtihotnedofGthoantglinBeuiosy:ie2t7~sainded the tneo~prtohrearrlyy as a th~nc~ 40 _47 42.5 ~-·, ~ongitude anchorage for vessels arrivmg m and leavmg port. 7~ 59 18 latitude 40 48 27 N.,. Ion- /1 to tl~aetnitcucd; eto 25 No vessel shall occupy this anchorage for a longer W.i period than 72 hours, unless a permit is obtained g1tude 73 58 45.5 W.; thence to latitude from the Captain of the Port for that purpose. 40°49'28\"N.•• l~ngit~de 73°58'~.2\"W.; }h~nc~ to (3) Anchorage No. 20-B. South of a line bearing latitude 40 50 l?.5 N., l?n~1tud~ 73 57 18. W.; 129° from the southeast comer of Pennsylvania 40 5~ 02.3 N., thence to latitude a pomt on the longitude 30 Railroad pier \"B\" Greenville Terminal, to the cen- 73056'59\"W.; thence to Manh~ttan ter of the south pier of the Bethlehem Steel Com- thl~antciteudfoello~w·m5g1 shoreline at '00.8\"N., _longitude ~0a6n°y Drydock, Brooklyn; west of a line bearing 73°56'51 \"W.;. the shorelme to the from latitude 40\"39'50\", longitude 74°03'05\", point of bveeg~mlm.nmga.y anchor . An~horage No. 19 35 to latitude 40\"39'31.5\", longitude 74°03'17\"; north (i) No m of a line bearing 121° and ranging from New Jer- without permiss10n from the C~ptam ?~ the ~0r:t· sey Pierhead Channel North Entrance Buoy 15 to (ii) Each vessel shall report its position wit~m the northwest comer of Pier 3, Brooklyn; west of a Anc~orage No. 19 to !he Captain of the Port im- line bearing 204\"30' and ranging from ~ayonne mediately after anchonng. . . . Terminal Lighted Buoy 1 through Robbms Reef (iii) No vessel may co~duct hghte!1~g operations 40 Lighted Gong Buoy 27 and Coast Guard Depot in Anchorage No. 19 without permiss10n from the North Dock Light, St. George, Staten Island; Captain of the Port. . north of a line ranging 262° from Robbins Reef Lighted Gong Buoy 27; and northeast of the ch~- (iv) When the use of Anchorage No. 19 is re- nel approach to the north side of Constable ~om~. quired by naval vessels, the v~sels anchored t_here- in shall move when the Captam of the Port directs 45 (i) The portion of Anchorage No. 20-B which is them. easterly of a line ranging 204°30' from the east end (v) No vessel over 800 feet, in length overall, or of the east landing pier on Bedloe's Island to Ba- 40 feet in draft may anchor in Anchorage No. 19 yonne Terminal Lighted Bell Buoy 2 and Robbins unless it notifies the Captain of the Port at least 48 Reef Lighted Gong Buoy 27 is set aside as a nav~ 50 anchorage. The Captain of the Port m.ay pe~t hours before it arrives in New York Harbor. (d) Upper Bay-(1) Anchorage No. 20. Northeast commercial vessels to anchor temporanly m this of Ellis Island; southeast of a line ranging approxi- area, ordinarily for not more than 24 hours, when mately 51°15'from the northwest comer of Ellis the anchorage will not be needed for naval vessels. Island toward the end of Central Railroad of New Commercial vessels so anchored shall be moved at Jersey Pier No. 7; south of a line ranging approxi- 55 their own expense whenever the anchorage is mately 96°20'from the southeast comer of Central needed for naval vessels. Railroad of New Jersey Pier No. 11, toward the (4) No vessel shall anchor between Ellis Island outer end of the Staten Island Ferry rack on the and the piers of the Central Railroad of New Jer- Manhattan shore; west of a line ranging approxi- sey, or in the dredged channel approaches to this mately 183°30' from the southeast corner of Lehigh 60 space or the piers and wharves of the railroad, or Valley Railroad Pier \"A\" to latitude 40°41'54.3\", in the dredged channel approaches to the National longitude 74°01'59\"; and north of a line ranging Docks at Black Tom Island, to Bedloe's Island, to approximately 85°10' from the southeast comer of the Greenville and Claremont Terminals, or in the the northerly half of Ellis Island toward the outer New Jersey Pierhead Channel or near the en-