United States Coast Pilot 2 Atlantic Coast - Cape Cod, MA to Sandy Hook, NJ 2017

UNITED STATES CPoilaostt® Atlantic Coast: Cape Cod, MA to Sandy Hook, NJ 2017 (46th) Edition This edition cancels the 45th Edition and includes all previously published corrections. Weekly updates to this edition are available at: nauticalcharts.noaa.gov/nsd/cpdownload.htm They are also published in the National Geospatial-Intelligence Agency (NGA) U.S. Notice to Mariners. U.S. Department of Commerce Penny Pritzker, Secretary of Commerce National Oceanic and Atmospheric Administration (NOAA) Kathryn Sullivan, Ph.D., Under Secretary of Commerce for Oceans and Atmosphere, and NOAA Administrator National Ocean Service Russell Callender, Ph.D., Assistant Administrator, National Ocean Service

74° 73° 72° 71° 70° II        U.S. Coast Pilot 2 Albany Troy MASSACHUSETTS Boston MASSACHUSETTS BAY 42° HUDSON RHODE 42° ISLAND NEW YORK Hartford CAPE COD BAY Providence 12 RIVER CONNECTICUT 41° 8 65 4 7 Block Island New York City New Haven Martha’s Vineyard NEW LONG ISLAND SOUND Nantucket Island JERSEY 9 41° 11 10 ATLANTIC OCEAN Coast Pilot 2 - Chapter Index 74° 73° 72° 71° Chapter 4 – Outer Cape Cod and Nantucket Sound Chapter 5 – Vineyard Sound and Buzzards Bay Chapter 6 – Narragansett Bay Chapter 7 – Block Island Sound Chapter 8 – Eastern Long Island Sound Chapter 9 – Western Long Island Sound Chapter 10 – South Coast of Long Island Chapter 11 – New York Harbor and Approaches Chapter 12 – Hudson River 70° 

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

IV    ¢    U.S. Coast Pilot 2 

 U.S. Coast Pilot 2, Contents        V Contents Preface�������������������������������������������������������������������������������������������������������������������������������������������������������������������� III Chapter 1: General Information�������������������������������������������������������������������������������������������������������������������������������1 Chapter 2: Navigation Regulations�����������������������������������������������������������������������������������������������������������������������33 Chapter 3: Cape Cod To Sandy Hook������������������������������������������������������������������������������������������������������������������161 Chapter 4: Outer Cape Cod and Nantucket Sound ���������������������������������������������������������������������������������������������183 Chapter 5: Vineyard Sound and Buzzards Bay���������������������������������������������������������������������������������������������������205 Chapter 6: Narragansett Bay�������������������������������������������������������������������������������������������������������������������������������231 Chapter 7: Block Island Sound ���������������������������������������������������������������������������������������������������������������������������251 Chapter 8: Eastern Long Island Sound ���������������������������������������������������������������������������������������������������������������273 Chapter 9: Western Long Island Sound���������������������������������������������������������������������������������������������������������������301 Chapter 10: South Coast of Long Island�������������������������������������������������������������������������������������������������������������333 Chapter 11: New York Harbor and Approaches���������������������������������������������������������������������������������������������������345 Chapter 12: Hudson River ����������������������������������������������������������������������������������������������������������������������������������373 Appendix A ���������������������������������������������������������������������������������������������������������������������������������������������������������387 Appendix B ���������������������������������������������������������������������������������������������������������������������������������������������������������395 Weekly Record of Updates ���������������������������������������������������������������������������������������������������������������������������������423 Index �������������������������������������������������������������������������������������������������������������������������������������������������������������������427

VI        U.S. Coast Pilot 2, Contents 

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

2    ¢    U.S. Coast Pilot 2, Chapter 1   Pilots, show both horizontal and vertical clearances. (28) Submarine cables are rarely mentioned. Under-keel clearances (19) (29) It is becoming increasingly evident that economic Cable ferries pressures are causing mariners to navigate through waters (20) Cable ferries are guided by cables fastened to of barely adequate depth, with under-keel clearances being finely assessed from the charted depths, predicted shore and sometimes propelled by a cable rig attached tide levels and depths recorded by echo sounders. to the shore. Generally, the cables are suspended during (30) It cannot be too strongly emphasized that even crossings and dropped to the bottom when the ferries dock. charts based on modern surveys may not show all sea- Where specific operating procedures are known they are bed obstructions or the shoalest depths, and actual tide mentioned in the text. Since operating procedures vary, levels may be appreciably lower than those predicted. mariners are advised to exercise extreme caution and (31) In many ships an appreciable correction must be seek local knowledge. DO NOT ATTEMPT TO PASS applied to shoal soundings recorded by echo sounders A MOVING CABLE FERRY. due to the horizontal distance between the transducers. This separation correction, which is the amount by which (21) recorded depths therefore exceed true depths, increases with decreasing depths to a maximum equal to half the Courses distance apart of the transducers; at this maximum the (22) These are true and are given in degrees clockwise transducers are aground. Ships whose transducers are more than 6 feet (1.8 meters) apart should construct from 000° (north) to 359°. The courses given are the a table of true and recorded depths using the Traverse courses to be made good. Tables. (Refer to the topic on echo soundings elsewhere in Chapter 1.) (23) (32) Other appreciable corrections, which must be applied to many ships, are for settlement and squat. These Currents corrections depend on the depth of water below the keel, (24) Stated current velocities are the averages at strength. the hull form and the speed of the ship. (33) Settlement causes the water level around the ship Velocities are in knots, which are nautical miles per hour. to be lower than would otherwise be the case. It will Directions are the true directions to which the currents set always cause echo soundings to be less than they would (see Chapter 3, this book). otherwise be. Settlement is appreciable when the depth is less than seven times the draft of the ship and increases (25) as the depth decreases and the speed increases. (34) Squat denotes a change in trim of a ship underway, Depths relative to her trim when stopped. It usually causes the (26) Depth is the vertical distance from the chart datum stern of a vessel to sit deeper in the water. However, it is reported that in the case of mammoth ships, squat causes to the bottom and is expressed in the same units (feet, the bow to sit deeper. Depending on the location of the meters or fathoms) as those soundings found on the chart. echo sounding transducers, this may cause the recorded (See Chart Datum, this chapter, for further detail.) The depth to be greater or less than it ought to be. Caution controlling depth is the least known depth of a channel. and common sense are continuing requirements for This depth is determined by periodic hydrographic safe navigation. surveys and restricts use of the channel to drafts less than that depth. The centerline controlling depth applies (35) only to the channel centerline or close proximity; lesser depths may exist in the remainder of the channel. The Distances midchannel controlling depth is the controlling depth (36) These are in nautical miles unless otherwise stated. A of only the middle half of the channel. Federal project depth is the original design dredging depth of a channel nautical mile is one minute of latitude, or approximately planned by the U.S. Army Corps of Engineers (USACE) 2,000 yards, and is about 1.15 statute miles. and may be deeper than current conditions. For this reason, (37) Coast Pilot 6 is in statute miles unless otherwise project depth must not be confused with controlling depth. stated. A statute mile is 5,280 feet or about 0.87 nautical Depths alongside wharves usually have been reported by mile. owners and/or operators of the waterfront facilities and have not been verified by Government surveys. Since (38) these depths may be subject to change, local authorities should be consulted for the latest controlling depths. Geographic Coordinates (27) For all maintained channels with controlling depths (39) Geographic coordinates listed in the Coast Pilot detailed on charts in tabular form, the Coast Pilot usually states only the project depths. For all other channels are referred to North American Datum of 1983 (NAD which may be depicted on charts with depth legends, 83) unless otherwise noted for certain CFR extracts in notes or soundings, the Coast Pilot will strive to list the Chapter 2. corresponding controlling depths with the dates of the latest known surveys. Depths may vary considerably between maintenance dredging; consult the Notices to Mariners for latest controlling depths.

 U.S. Coast Pilot 2, Chapter 1    ¢    3 (40) are used. Unless otherwise indicated, speeds are given in knots, which are nautical miles per hour. Heights (41) These are in feet (meters) above the tidal datum (59) used for that purpose on the charts, usually mean high NAUTICAL CHARTS water. However, the heights of the decks of piers and wharves are given in feet (meters) above the chart datum (59) <Deleted Paragraph> for depths. (60) NOAA produces and maintains a suite of over 1,000 (42) Coast Pilot 6 is in feet (meters) above the chart datum used for that purpose on the charts, usually Low nautical charts that cover the U.S. coastal waters, the Water Datum. Great Lakes and U.S. territories. These charts provide a graphic representation of water depths, the shoreline, (43) prominent topographic and man-made features, aids to navigation and other navigational information useful to Light and Sound Signal Characteristics the mariner. NOAA’s charts are available in a variety of (44) These are not described in the Coast Pilot. Also, digital formats designed to meet the specific requirements of all mariners. Paper copies may also be obtained through light sectors and visible ranges are generally not fully one of NOAA’s Print-on-Demand partners. described. This information can be found in U.S. Coast (60) <60-61 Deleted> Guard Light Lists. (61) (45) Paper Print on Demand Nautical Charts Obstructions (62) <Deleted Paragraph> (46) Wrecks and other obstructions are mentioned only if (62) The content of Print-On-Demand (POD) charts they are relatively permanent and in or near normal traffic is updated weekly by NOAA with the most current routes. U.S. Coast Guard Local Notice to Mariners, National Geospatial-Intelligence Agency Notice to Mariners and (47) other critical safety information. POD charts are printed under the authority of NOAA and shipped through Radio Navigational Aids partnerships between NOAA and commercial providers. (48) For detailed information on Radio Navigation Aids POD information and a list of participating POD chart agents can be found at nauticalcharts.noaa.gov/staff/ see the United States Coast Guard Light Lists and print_agents.html. the National Geospatial-Intelligence Agency’s Radio Navigational Aids, Publication 117. (63) (49) Portable Document Format (PDF) Nautical Charts (63) <Deleted Paragraph> Ranges (64) Almost all of NOAA’s nautical charts may be (50) These are not fully described. “A 339° Range” downloaded for free as Portable Document Format means that the rear structure bears 339° from the front (PDF) files at nauticalcharts.noaa.gov/pdfcharts. The structure. (See United States Coast Guard Light Lists.) PDF nautical charts are exact replicas of the images used to produce POD and Raster Navigational Charts (RNC). (51) As such, they also have all the latest updates based on U.S. Coast Guard Local Notices to Mariners, National Reported information Geospatial-Intelligence Agency Notices to Mariners and (52) Information received by NOAA from various other critical safety information. (65) Most PDF charts can be printed at the proper scale sources concerning depths, dangers, currents, facilities, from any plotter accommodating a 36-inch paper width. and other topics, which has not been verified by When printed properly, PDF charts and POD charts are Government surveys or inspections, is often included in very similar, but PDF charts have not yet been approved the Coast Pilot; such unverified information is qualified to meet Federal regulations for paper chart carriage as “reported” and should be regarded with caution. requirements as POD charts have. (53) (66) Tides BookletCharts (54) Tidal information, including real-time water levels, (67) The NOAA BookletChart™ is a product that can tide predictions and tidal current predictions are available be printed by the users for free. They are made to help at tidesandcurrents.noaa.gov. recreational boaters locate themselves on the water. BookletCharts are reduced in scale and divided into pages (55) for convenience but otherwise contain all the information of the full-scale nautical charts and are updated weekly. Time (56) Unless otherwise stated, all times are given in local standard time in the 24-hour system. (Noon is 1200, 2:00 p.m. is 1400 and midnight is 0000.) (57) Winds (58) <Deleted Paragraph> (58) Directions are the true directions from which the winds blow; however, sometimes (rarely) compass points

4    ¢    U.S. Coast Pilot 2, Chapter 1   For more information visit nauticalcharts.noaa.gov/ published by both agencies. Nautical charts published staff/BookletChart.html. by NGA and by the Canadian Hydrographic Service are identified in the Coast Pilot by an asterisk preceding the (68) chart number. Raster Navigational Charts (NOAA RNC®) (78) (69) NOAA Raster Navigational Charts (NOAA RNC®) Chart Scale are geo-referenced digital images of NOAA’s entire suite (79) The scale of a chart is the ratio of a given distance of paper charts. NOAA RNCs are official data that can be used in many types of electronic charting systems on the chart to the actual distance that it represents on (ECS), including Raster Chart Display Systems (RCDS) the earth. For example, one unit of measurement on a and some Electronic Chart Display and Information 1:10,000 scale chart is equal to 10,000 of the same unit Systems (ECDIS). Current regulations support the use on the earth's surface. Large scale charts show greater of RNCs as a primary means of navigation when ENCs detail of a relatively small area. Small scale charts show are not available, but they require an accompanying less detail but cover a larger area. Certain hydrographic minimal set of up-to-date paper charts. They can integrate information may be omitted on smaller scale charts. position information from the Global Positioning System Mariners should always obtain the largest scale (GPS) and other navigational sensors, such as radar and coverage for near shore navigation. automatic identification systems (AIS) to show a vessel's (80) The scales of nautical charts range from 1:2,500 to track, waypoints, and planned routes. NOAA RNCs and about 1:5,000,000. Graphic scales are generally shown their weekly updates are available free of charge at on charts with scales of 1:80,000 or larger, and numerical nauticalcharts.noaa.gov/mcd/Raster/index.htm. scales are given on smaller scale charts. NOAA charts are classified according to scale as follows: (70) (81) Sailing charts, scales 1:600,000 and smaller, are for use in fixing the mariner’s position approaching Electronic Navigational Charts (NOAA ENC®) the coast from the open ocean or for sailing between (71) NOAA Electronic Navigational Charts (NOAA distant coastwise ports. On such charts the shoreline and topography are generalized and only offshore soundings, ENC®) are databases of charted objects and their attributes principal lights, outer buoys and landmarks visible at with standardized content, structure and format. They considerable distances are shown. comply with International Hydrographic Organization (82) General charts, scales 1:150,000 to 1:600,000, are (IHO) specifications stated in IHO Publication S-57. They for coastwise navigation outside of outlying reefs and may be used as an alternative to paper charts required on shoals. SOLAS class vessels. (83) Coast charts, scales 1:50,000 to 1:150,000, are (72) ENCs are intended for use in electronic charting for inshore navigation leading to bays and harbors of systems (ECS) as well as Electronic Chart Display and considerable width and for navigating large inland Information Systems (ECDIS). ECDIS are programmable waterways. to show as much or as little data as the user requires. (84) Harbor charts, scales larger than 1:50,000, are for They can integrate position information from the Global harbors, anchorage areas and the smaller waterways. Positioning System (GPS) and other navigational sensors, (85) Special charts, at various scales, cover the such as radar and automatic identification systems (AIS) Intracoastal waterway and miscellaneous small-craft to show a vessel's track, waypoints and planned routes. areas. Using this information ECDIS can use ENCs to give warning of impending danger in relation to the vessel's (86) position and movement. NOAA ENCs and their updates are available free of charge at nauticalcharts.noaa.gov/ Chart Projections mcd/enc/index.htm. (87) The Mercator projection used on most nautical (73) charts has straight-line meridians and parallels that intersect at right angles. On any particular chart the Chart Corrections distances between meridians are equal throughout, but (74) It is essential for navigators to keep charts corrected distances between parallels increase progressively from the equator toward the poles so that a straight line between through information published in the Notices to Mariners. any two points is a rhumb line. This unique property of (75) NOAA’s “Nautical Chart Update” website allows the Mercator projection is one of the main reasons why it is preferred by the mariner. mariners to update their nautical charts from one database (88) The Polyconic projection is used on most U.S. that includes information from NOAA, NGA U.S. Notice nautical charts of the Great Lakes. On this projection, to Mariners, U.S. Coast Guard Local Notices to Mariners parallels of latitude appear as non-concentric circles, and and the Canadian Coast Guard Notices to Mariners at: meridians appear as curved lines converging toward the nauticalcharts.noaa.gov/mcd/updates/LNM_NM.html. pole and concave to the central meridian. The scale is correct along any parallel and along the central meridian (76) Nautical Chart Numbering System (77) This chart numbering system, adopted by NOAA and National Geospatial-Intelligence Agency (NGA), provides for a uniform method of identifying charts

 U.S. Coast Pilot 2, Chapter 1    ¢    5 of the projection. Along other meridians the scale failed to find every obstruction. Thus, when navigating increases with increased difference of longitude from such waters, customary routes and channels should be the central meridian. followed, and areas where irregular and sudden changes in depth indicate conditions associated with pinnacle (89) rocks, coral heads, or boulders should be avoided.. (100) Information charted as “reported” should be treated Chart Datum,Tidal Waters with caution when navigating the area, because the actual (90) Chart Datum is the particular tidal level to which conditions have not been verified by government surveys. soundings and depth curves on a nautical chart or (101) bathymetric map are referred. The tidal datum of Mean Lower Low Water is used on all NOAAcharts, except for Source and Zone of Confidence (ZOC) Diagrams charts in the Great Lakes and non-tidal inland waterways. (102) The age and accuracy of hydrographic survey data (For information on Great Lakes Datum, see Coast Pilot 6.) that support nautical charts can vary. Depth information on nautical charts, paper or digital, is based on data from (91) the latest available hydrographic survey, which in many cases may be quite old. Diagrams are provided on nautical Horizontal Datum charts to assist mariners in assessing hydrographic (92) Nautical charts are constructed based on one of a survey data and the associated level of risk to navigate in a particular area. There are currently two types of number of horizontal datums which are adopted to best diagrams shown on NOAA paper and raster navigational represent individual regions around the world. Note that charts (RNCs) of 1:500,000 scale and larger—Zone the terms horizontal datum, horizontal geodetic datum, of Confidence (ZOC) diagrams and source diagrams. and horizontal control datum are synonymous. ZOC information (designated CATZOC) is also found (93) The exact placement of lines of latitude and longitude on electronic navigational charts (ENCs). This provides on a nautical chart is dependent on the referenced consistency in the display of source data between ENCs horizontal datum. Charts of the United States are currently and newer paper charts. referenced primarily to the North American Datum of (103) Both source and ZOC diagrams consist of a graphic 1983 (NAD 83), and the World Geodetic System 1984 representation of the extents of hydrographic surveys (WGS 84). WGS 84 is equivalent to the NAD 83 for within the chart and accompanying table of related survey charting purposes. quality categories. CATZOC information on an ENC, (94) NAD 83 and WGS 84 have replaced the North unlike the diagrams on a paper chart or RNC, is displayed American Datum of 1927 and other regional datums as over the ENC data using symbols rather than letters. the primary horizontal datum to which NOAA charts are These symbols are displayed on a separate layer, which referenced. Since some geographic positions may still be can be viewed when planning a route, then switched off referenced to the older datums, NOAA has included notes until needed again at another time. on charts which show the amount to shift those positions in latitude and longitude to fit the chart’s NAD 83 or WGS 84 projection. (95) It should be noted that the physical shift between positions on older datums and NAD 83/WGS 84 was (105) significant. Mariners should always be certain the positions they are plotting on a nautical chart are on the 40° same datum as the chart. 52' (96) C Chart Accuracy D D 50' (97) The value of a nautical chart depends upon the A1 accuracy of the surveys on which it is based. The chart 48' reflects what was found by field surveys and what has been reported to NOAA. It also represents general conditions 46' at the time of surveys or reports and does not necessarily portray present conditions. Significant changes may have A1 D taken place since the date of the last survey or report. (98) Each sounding represents an actual measure of depth 44' and location at the time the survey was made, and each bottom characteristic represents a sampling of the surface B 40° layer of the sea bottom at the time of the sampling. Areas D 42' where sand and mud prevail, especially the entrances and approaches to bays and rivers exposed to strong tidal D current and heavy seas, are subject to continual change. (99) In coral regions and where rocks and boulders 124°16' 14' 12' 10' 08' 124°06' abound, it is always possible that surveys may have

6    ¢    U.S. Coast Pilot 2, Chapter 1   (108) Source Diagrams Referring to the accompanying sample Source Diagram below and the previous discussion of survey methods over time, transiting from Point X to Point Y, along the track indicated by the dotted line, would have the following information available about the relative quality of the depth information shown on the chart. Point X lies in an area surveyed by NOAA within the 1900-1939 time period. The sounding data would have been collected by leadline. Depths between sounding points can only be inferred, and undetected features might exist between the sounding points in areas of irregular relief. Caution should be exercised. The transit then crosses an area surveyed by NOAA within the 1940-1969 time period. The sounding data would have been collected by continuous recording single beam echo sounder. It is possible that features could have been missed between sounding lines, although echo sounders record all depths along a sounding line with varying beam widths. The transit ends in an area charted from miscellaneous surveys. These surveys may be too numerous to depict or may vary in age, reliability, origin or technology used. No inferences about the fitness of the data can be made in this area from the diagram. Referring again to the accompanying sample Source Diagram, and the previous discussion of survey methods over time, a mariner could choose to transit from Point X to Point Y, along the track shown with a dashed line. The transit starts again in an area surveyed by NOAA within the 1900-1939 time period. The sounding data would have been collected by leadline. Depths between sounding points can only be inferred, and undetected features might still exist between the sounding points in areas of irregular relief. Caution should be exercised. The transit then crosses an area surveyed by NOAA within the 1990 - present time period, with partial bottom coverage. The data is collected in metric units and acquired by continuous recording single beam echo sounder. It is possible that features could have been missed between the sounding lines, although echo sounders record all depths along a sounding line with varying beam widths. The transit then crosses into an area surveyed by NOAA within the 1990 - present time period, having full bottom coverage. This area of the charted diagram is shaded with a blue screen to draw attention to the fact that full bottom coverage has been achieved. The data would have been collected in metric units and acquired by side scan sonar or multibeam sonar technology. Undetected features in this area, at the time of the survey, would be unlikely. The transit ends in an area charted from miscellaneous surveys. These surveys may be too numerous to depict or may vary in age, reliability, origin or technology used. No inferences about the fitness of the data can be made in this area from the diagram. By choosing to transit along the track shown by the dashed line, the mariner would elect to take advantage of survey information that is more recent and collected with modern technology.

 U.S. Coast Pilot 2, Chapter 1    ¢    7 (109) Bottom Coverage and Survey Methods This type of survey method provided sounding data at a lower resolution than sonar systems, thus making small Prior to 1940, most survey data was acquired by lead obstructions and hazards difficult to identify. Although line, and soundings were positioned using horizontal sextant LIDAR systems provide continuously recorded swath data, angles. This positioning method is considered to be accurate the resulting sounding resolution is not dense enough for for near shore surveys. However, lead line surveys only the survey to be considered full bottom coverage. However, collect discrete single-point depths. The depths between the LIDAR surveys in which significant anomalies have been soundings can only be inferred and undetected shoals and further investigated using multi-beam sonar are considered other uncharted features may exist in these areas, especially adequate for the full bottom coverage designation. Stand- in areas of irregular relief. alone LIDAR surveys are depicted on the source diagram as partial bottom coverage areas. From 1940 to 1990, sounding data acquisition typically used continuous-recording single beam echo sounders as Although full bottom coverage surveys are not feasible stand-alone survey systems, which resulted in partial bottom in all areas, this method is typically preferred over lead line, sounding coverage. Although the sampling is continuous single beam echo sounder, and LIDAR technologies. Full along the track of the sounding vessel, features such as bottom coverage surveys typically extend inshore to depths discrete objects or small area shoals between sounding lines of 4-8 meters (13-26 feet). Due to scaling factors, a full may not have been detected. Positioning of the sounding bottom coverage survey area may appear to extend further vessel in this period progressed from horizontal sextant inshore once depicted on the source diagram. Generally, angles, through land based electronic positioning systems, to sounding data in depths of 6 meters (20 feet) and shoaler – 8 differentially corrected Global Positioning System (DGPS) meters (26 feet) and shoaler in Alaskan waters – has been satellite fixes. acquired using a partial bottom coverage method. Caution and prudent seamanship should be used when transiting From 1990 to the present, most surveys have been these near shore areas. conducted using either multi-beam sonar systems or a combination of side scan sonar and single beam echo The spacing of sounding lines required to survey an area sounder systems to achieve full bottom coverage. The using a single beam echo sounder depends on several factors term full bottom coverage refers to survey areas in which such as water depths, bottom configuration, survey scale, the field party has acquired continuously recorded, high- general nature of the area and the purpose of the survey. For resolution sonar data in overlapping swaths. This sonar example, a 1:10,000-scale survey conducted in an estuary data, either multi-beam bathymetry or side scan imagery, will typically have 100-meter line spacing requirements but has been analyzed in an attempt to locate all hazards to may be reduced to 50 meters or less to adequately develop navigation within the survey’s limits; all position data an irregular bottom, shoal or some other feature that may has been determined using DGPS. NOAA began utilizing present a hazard to navigation. Also, hydrographic project airborne light detection and ranging systems (LIDAR) instructions for surveys may have required line spacing that for near shore bathymetric surveying in the late 1990s. deviates from these general specifications. Leadline (pre 1940) Single Beam (1940’s - 1980’s) Multibeam (1990’s - present)

8    ¢    U.S. Coast Pilot 2, Chapter 1   (104) ZOC CATEGORIES (Refer to Chapter 1, United States Coast Pilot) ZOC DATE POSITION DEPTH SEAFLOOR A1 ACCURACY ACCURACY COVERAGE B C 2008–2009 ± 16 ft = 1.6 ft + 1% depth All significant seafloor D 1949 features detected 1949 ± 160 ft = 3.2 ft + 2% depth – Uncharted features ± 1600 ft = 6.5 ft + 2% depth hazardous to surface Worse than Worse than ZOC C navigation are not ZOC C expected but may exist Depth anomalies may be expected Large depth anomolies may be expected (106) On ZOC diagrams, the quality of the hydrographic data is assessed according to six categories; five quality categories for assessed data (A1, A2, B, C and D) and a sixth category (U) for data that has not yet been assessed. On the ENC, the categories are shown using a rating system of stars—the higher the quality, the greater the number of stars. Assessment of hydrographic data quality and classification into zones of confidence is based on a combination of: survey date, position accuracy, depth accuracy and sea floor coverage (the survey’s ability to detect objects on the seafloor.) (107) Source diagrams will be replaced with ZOC diagrams as new editions are created. Similar to the ZOC diagram, they provide the mariner with additional information about the density and adequacy of the sounding data depicted on the chart. The adequacy with which sounding data reflects the configuration of the bottom depends on the following factors: survey technology employed (sounding and navigation equipment), survey specifications in effect (prescribed survey line spacing and sounding interval) and type of bottom (e.g., rocky with existence of submerged pinnacles, flat sandy, coastal deposits subject to frequent episodes of deposition and erosion). (110) Chart Symbols, Abbreviations and Terms (111) The standard symbols and abbreviations approved for use on nautical charts produced by the U.S. Government are described in U.S. Chart No. 1: Symbols, Abbreviations and Terms used on Paper and Electronic Navigational Charts. This reference, jointly maintained by the National Geospatial-Intelligence Agency (NGA) and NOAA, is available at nauticalcharts.noaa.gov/mcd/ chartno1.htm. (112) The publication Chart 1: Symbols, Abbreviations and Terms published by the Canadian Hydrographic Service, is available online at charts.gc.ca/publications/ chart1-carte1/index-eng.asp. (113) Some symbols and abbreviations used on foreign charts, including reproductions of foreign charts made by NGA, are different than those used on U.S. charts. It is

 U.S. Coast Pilot 2, Chapter 1    ¢    9 recommended that mariners who use foreign charts also where these cables or pipelines may exist or have been obtain the symbol sheet or Chart No. 1 produced by the reported to exist. Mariners are also warned that the areas appropriate foreign agency. where cables and pipelines were originally buried may (114) Mariners are warned that the buoyage systems, have changed and they may be exposed; extreme caution shapes and colors used by other countries often have a should be used when operating vessels in depths of water different significance than the U.S. system. comparable to the vessel’s draft. (124) Certain cables carry high voltage, while many (115) pipelines carry natural gas under high pressure or petroleum products. Electrocution, fire or explosion with Areas with Blue Tint injury, loss of life or a serious pollution incident could (116) A blue tint is shown in water areas on many charts to occur if they are broached. (125) Vessels fouling a submarine cable or pipeline should accentuate shoals and other areas considered dangerous attempt to clear without undue strain. Anchors or gear for navigation when using that particular chart. Since the that cannot be cleared should be slipped, but no attempt danger curve varies with the intended purpose of a chart should be made to cut a cable or a pipeline. a careful inspection should be made to determine the contour depth of the blue tint areas. (126) (117) Artificial Obstructions to Navigation (127) Disposal areas are designated by the U.S. Army Bridge and Cable Clearances (118) For bascule bridges whose spans do not open to a Corps of Engineers for depositing dredged material where there is sufficient depth not to cause shoaling full vertical position, unlimited overhead clearance is not or create a danger to surface navigation. The areas are available for the entire charted horizontal clearance when charted without blue tint, and soundings and depth curves the bridge is open, due to the inclination of the drawspans are retained. over the channel. (128) Disposal sites are areas established by Federal (119) Charted in black text, vertical clearances of overhead regulation (40 CFR 220 through 229) in which dumping cables are for the lowest wires at mean high water as of dredged and fill material and other nonbuoyant objects authorized and permitted by the U.S. Army Corps of is allowed with the issuance of a permit. Dumping of Engineers (USACE). Reported clearances received from dredged and fill material is supervised by the U.S. sources other than the USACE are labeled as such. When Army Corps of Engineers and all other dumping by provided, safe vertical clearances are shown in magenta the Environmental Protection Agency (EPA). (See U.S. text and indicate the highest points of a ship that can pass Army Corps of Engineers and Environmental Protection under an overhead power cable without risk of electrical Agency, this chapter, and Appendix A for office discharge from the cable to the ship or without making addresses.) contact with a bridge. Vessels with masts, stacks, booms (129) Dumping grounds are also areas that were or antennas should allow sufficient clearance under established by Federal regulation (33 CFR 205). power cables to avoid arcing. However, these regulations have been revoked and the use of the areas discontinued. These areas will continue (120) to be shown on nautical charts until such time as they are no longer considered to be a danger to navigation. Submarine Cables and Submerged Pipelines (130) Disposal Sites and Dumping Grounds are rarely (121) Submarine cables and submerged pipelines cross mentioned in the Coast Pilot, but are shown on nautical charts. Mariners are advised to exercise caution in the many waterways used by both large and small vessels, but vicinity of all dumping areas. all of them may not be charted. For inshore areas, they (131) Spoil areas are for the purpose of depositing dredged usually are buried beneath the seabed, but for offshore material, usually near and parallel to dredged channels. areas they may lie on the ocean floor. Warning signs are Spoil areas are usually charted from survey drawings often posted to warn mariners of their existence. from U.S. Army Corps of Engineers after-dredging (122) The installation of submarine cables or pipelines in surveys, though they may originate from private or other U.S. waters or the Continental Shelf of the United States Government agency surveys. On nautical charts, spoil is under the jurisdiction of one or more Federal agencies, areas are tinted blue, labeled and have all soundings and depending on the nature of the installation. They are depth curves omitted from within their boundaries. Spoil shown on the charts when the necessary information is areas present a hazard to navigation and even the smallest reported to NOAA and they have been recommended for craft should avoid crossing them. charting by the responsible agency. The chart symbols (132) Fish havens are artificial shelters constructed of for submarine cable and pipeline areas are usually shown various materials including rocks, rubble, derelict barges/ for inshore areas, whereas chart symbols for submarine oil rigs and specially designed precast structures. This cable and pipeline routes may be shown for offshore material is placed on the sea floor to simulate natural areas. Submarine cables and pipelines are not described in the Coast Pilots. (123) In view of the serious consequences resulting from damage to submarine cables and pipelines, vessel operators should take special care when anchoring, fishing or engaging in underwater operations near areas

10    ¢    U.S. Coast Pilot 2, Chapter 1   reefs and attract fish. Fish havens are often located near normally made in ordinary navigation, or to observational fishing ports or major coastal inlets and are usually errors in reading the echo sounder. Instrument errors vary considered hazards to shipping. Before such a reef between different equipment and must be determined by may be built, the U.S Army Corps of Engineers must calibration aboard ship. Most types of echo sounders issue a permit specifying the location and depth over are factory calibrated for a velocity of sound in water the reef. Constructed of rigid material and projecting of 800 fathoms per second, but the actual velocity may above the bottom, they can impede surface navigation differ from the calibrated velocity by as much as 5 and therefore represent an important feature for charting. percent, depending upon the temperature and salinity of Fish havens may be periodically altered by the addition the waters in which the vessel is operating; the highest of new material, thereby possibly increasing the hazard. velocities are found in warm, highly saline water and the They are outlined and labeled on charts and show the lowest in icy freshwater. Velocity corrections for these minimum authorized depth when known. Fish havens are variations are determined and applied to echo soundings tinted blue if they have a minimum authorized depth of during hydrographic surveys. All echo soundings must 11 fathoms or less. If the minimum authorized depth is be corrected for the vessel’s draft, unless the draft unknown and they are in depths greater than 11 fathoms, observation has been set on the echo sounder. they are considered a danger to navigation. Navigators (140) Observational errors include misinterpreting false should be cautious about passing over fish havens or echoes from schools of fish, seaweed, etc., but the most anchoring in their vicinity. serious error that commonly occurs is where the depth (133) Fishtrap areas are areas established by the U.S. is greater than the scale range of the instrument; a 400– Army Corps of Engineers, or State or local authority, in fathom scale indicates 15 fathoms when the depth is 415 which traps may be built and maintained according to fathoms. Caution in navigation should be exercised when established regulations. The fish stakes that may exist wide variations from charted depths are observed. in these areas are obstructions to navigation and may be dangerous. The limits of fishtrap areas and a cautionary (141) note are usually charted. Navigators should avoid these areas. NOTICES TO MARINERS (134) (142) Notices to Mariners are published to advise operators of marine information affecting the safety Local Magnetic Disturbances of navigation. The notices include changes in aids to (135) If measured values of magnetic variation differ navigation, depths in channels, bridge and overhead cable clearances, reported dangers and other useful from the expected (charted) values by several degrees, marine information. They should be used routinely for a magnetic disturbance note will be printed on the chart. updating the latest editions of nautical charts and related The note will indicate the location and magnitude of publications. the disturbance, but the indicated magnitude should not be considered as the largest possible value that may be (143) Local Notices to Mariners are issued by each Coast encountered. Large disturbances are more frequently Guard District Commander for the waters under their detected in the shallow waters near land masses than on jurisdiction. (See Appendix A for Coast Guard district(s) the deep sea. Generally, the effect of a local magnetic covered by this volume.) These notices are usually disturbance diminishes rapidly with distance, but in some published weekly and are available at navcen.uscg.gov. locations there are multiple sources of disturbances and the effects may be distributed for many miles. (144) U.S. Notice to Mariners, published weekly by the National Geospatial-Intelligence Agency, are prepared (136) jointly with NOAA and the Coast Guard. These notices contain selected items from the Local Notices to Mariners Compass Roses and other reported marine information required by (137) Each compass rose shows the date, magnetic oceangoing vessels operating in both foreign and domestic waters. Special items covering a variety of variation and the annual change in variation. Prior to subjects and generally not discussed in the Coast Pilot the new edition of a nautical chart, the compass roses or shown on nautical charts are published annually in are reviewed. Corrections for annual change and other Notice to Mariners No. 1. These items are important revisions may be made as a result of newer and more to the mariner and should be read for future reference. accurate information. On some general and sailing charts, These notices are available at msi.nga.mil/NGAPortal/ the magnetic variation is shown by isogonic lines in MSI.portal. addition to the compass roses. (145) All active Notices to Mariners affecting Tide and/ (138) or Tidal Current Predictions at the date of printing are published in the Tide Table and the Tidal Current Tables Echo Soundings annually. (139) The echo sounder on a ship may indicate small (146) Broadcast Notices to Mariners are made by the variations from charted soundings; this may be due to Coast Guard to report deficiencies and important changes the fact that various corrections (instrument corrections, settlement and squat, draft and velocity corrections) are made to echo soundings in surveying which are not

 U.S. Coast Pilot 2, Chapter 1    ¢    11 in aids to navigation. (See Navigational Warnings, the Commander, Ninth Coast Guard District. The Lake Information and Weather, this chapter.) Champlain region and the Hudson River are under (147) The Special Notice to Mariners is an annual the jurisdiction of the Commander, First Coast Guard publication containing important information for mariners District. (See Appendix A for the addresses.) on a variety of subjects which supplements information not (155) It is unlawful to establish or maintain any aid similar usually found on charts and in navigational publications. to those maintained by the U.S. Coast Guard without It includes excerpts from various Federal laws and first obtaining permission from the Coast Guard District regulations regarding marine pollution reporting, aids to Commander. The licensed officer in command of a vessel navigation and Vessel Traffic Service (VTS) procedures. which collides with any aid must report the fact promptly There are tips for trip planning, updates to the Rules of to the nearest U.S. Coast Guard Sector. the Road and information on local hazards. Also included are points of contact, phone numbers and email addresses (156) for various subject matter experts to assist the mariner in locating further information. Lights (148) Vessels operating within the limits of the Coast (157) The range of visibility of lights as given in the U.S. Guard districts can obtain information affecting NOAA charts and related publications from the Local Notices Coast Guard Light Lists and as shown on the charts is the to Mariners. Small craft using the Intracoastal Waterway nominal range, which is the maximum distance at which and other waterways and small harbors within the United a light may be seen in clear weather (meteorological States that are not normally used by oceangoing vessels visibility of 10 nautical miles) expressed in nautical will require the Local Notices to Mariners to keep charts miles. The Light Lists give the nominal ranges for all U.S. and related publications up to date. Coast Guard lighted aids except range and directional lights. (149) (158) Luminous range is the maximum distance at which a light may be seen under the existing visibility conditions. AIDS TO NAVIGATION By use of the diagram in the Light Lists, luminous range may be determined from the known nominal range, and (150) the existing visibility conditions. Neither the nominal nor the luminous ranges do not take into account elevation, U.S. Aids to Navigation System observer’s height of eye, or the curvature of the earth. (151) The navigable waters of the United States are marked (159) Geographic range is a function of only the curvature of the earth and is determined solely from the to assist navigation using the U.S. Aids to Navigation heights above sea level of the light and the observer’s eye; System, a system consistent with the International therefore, to determine the actual geographic range for Association of MarineAids to Navigation and Lighthouse a height of eye, the geographic range must be corrected Authorities (IALA) Maritime Buoyage System. The by a distance corresponding to the height difference, IALAMaritime Buoyage System is followed by most of the distance correction being determined from a table the world's maritime nations and will improve maritime of “distances of visibility for various heights above sea safety by encouraging conformity in buoyage systems level.” (See Light List or Appendix B.) worldwide. IALA buoyage is divided into two regions (160) The maximum distances at which lights can be seen made up of Region A and Region B. All navigable waters may at times be increased by abnormal atmospheric of the United States follow IALA Region B, except U.S. refraction and may be greatly decreased by unfavorable possessions west of the International Date Line and weather conditions such as fog, rain, haze or smoke. All south of 10° north latitude, which follow IALA Region except the most powerful lights are easily obscured by A. Lateral aids to navigation in Region A vary from those such conditions. In some conditions of the atmosphere located within Region B. Nonlateral aids to navigation white lights may have a reddish hue. During weather are the same as those used in Region B. Appropriate conditions which tend to reduce visibility, colored nautical charts and publications should be consulted to lights are more quickly lost to sight than white lights. determine whether the Region A or Region B marking Navigational lights should be used with caution because schemes are in effect for a given area. of the following conditions that may exist. (161) A light may be extinguished and the fact not reported (152) to the Coast Guard for correction, or a light may be located in an isolated area where it will take time to correct. Reporting Defects in Aids to Navigation (162) In regions where ice conditions prevail the lantern (153) Promptly notify the nearest Coast Guard District panes of unattended lights may become covered with ice or snow, which will greatly reduce the visibility and may Commander if an aid to navigation is observed to be also cause colored lights to appear white. missing, sunk, capsized, out of position, damaged, (163) Brilliant shore lights used for advertising and other extinguished or showing improper characteristics. purposes, particularly those in densely populated areas, (154) Aids to navigation in United States waters of the make it difficult to identify a navigational light. Great Lakes and their connecting waters, except for the St. Lawrence River, are maintained by the U.S. Coast Guard. Local jurisdiction for the region is assigned to

12    ¢    U.S. Coast Pilot 2, Chapter 1   (164) At short distances flashing lights may show a faint on the seafloor. The light, allowed to move about by continuous light between flashes. the universal coupling, is not as precise as a fixed aid. However, it has a much smaller watch circle than a (165) The distance of an observer from a light cannot be conventional buoy, because the buoyancy chamber tends estimated by its apparent intensity. The characteristics of to force the pipe back to a vertical position when it heels lights in an area should always be checked in order that over under the effects of wind, wave or current. powerful lights visible in the distance not be mistaken (176) Articulated lights are primarily designed to mark for nearby lights showing similar characteristics at low narrow channels with greater precision than conventional intensity such as those on lighted buoys. buoys. (166) The apparent characteristic of a complex light may (177) change with the distance of the observer, due to color and intensity variations among the different lights of the Daybeacons group. The characteristic as charted and shown in the (178) Daybeacons are unlighted aids affixed to stationary Light List may not be recognized until nearer the light. structures. They are marked with dayboards for daytime (167) Motion of a vessel in a heavy sea may cause a light identification.The dayboards aid navigation by presenting to alternately appear and disappear, and thus give a false one of several standard shapes and colors which have characteristic. navigational significance. Dayboards are sometimes referred to as daymarks. (168) Where lights have different colored sectors, be (179) Daybeacons are found on-shore and in shallow guided by the correct bearing of the light; do not rely on water. They are frequently used to mark channel edges. being able to accurately observe the point at which the color changes. On either side of the line of demarcation (180) of colored sectors there is always a small arc of uncertain color. Articulated Daybeacons (181) Articulated daybeacons are similar to articulated (169) On some bearings from the light, the range of visibility of the light may be reduced by obstructions. In lights, described above, except they are unlighted. such cases, the obstructed arc might differ with height of eye and distance. When a light is cut off by adjoining land (182) and the arc of visibility is given, the bearing on which the light disappears may vary with the distance of the vessel Buoys from which observed and with the height of eye. When (183) The aids to navigation depicted on charts comprise a the light is cut off by a sloping hill or point of land, the light may be seen over a wider arc by a ship far off than system consisting of fixed and floating aids with varying by one closer. degrees of reliability. Therefore, prudent mariners will not rely solely on any single aid to navigation, particularly a (170) Arcs of circles drawn on charts around a light are not floating aid. intended to give information as to the distance at which (184) The approximate position of a buoy is represented it can be seen, but solely to indicate, in the case of lights by the dot or circle associated with the buoy symbol. which do not show equally in all directions, the bearings The approximate position is used because of practical between which the variation of visibility or obscuration limitations in positioning and maintaining buoys and of the light occurs. their sinkers in precise geographical locations. These limitations include, but are not limited to, inherent (171) Lights of equal candlepower but of different colors imprecisions in position fixing methods, prevailing may be seen at different distances. This fact should be atmospheric and sea conditions, the slope of and the considered not only in predicting the distance at which a material making up the seabed, the fact that buoys are light can be seen, but also in identifying it. moored to sinkers by varying lengths of chain and the fact that buoy body and/or sinker positions are not under (172) Lights should not be passed close aboard, because in continuous surveillance, but are normally checked only many cases riprap mounds are maintained to protect the during periodic maintenance visits which often occur structure against ice damage and scouring action. more than a year apart. The position of the buoy body can be expected to shift inside and outside of the charting (173) Many prominent towers, tanks, smokestacks, buildings and other similar structures, charted as (191) landmarks, display flashing and/or fixed red aircraft obstruction lights. Lights shown from landmarks are Examples of Charted AIS Aids to Navigation charted only when they have distinctive characteristics to enable the mariner to positively identify the location G of the charted structure. C ″1″ (174) AIS V-AIS V-AIS Articulated Lights Physical AIS Virtual AIS Aid to Navigation (175) An articulated light is a vertical pipe structure Aid to Navigation supported by a submerged buoyancy chamber and symbol due to the forces of nature. The mariner is also attached by a universal coupling to a weighted sinker cautioned that buoys are liable to be carried away, shifted, capsized, sunk, etc. Lighted buoys may be extinguished or sound signals may not function as a result of ice,

 U.S. Coast Pilot 2, Chapter 1    ¢    13 running ice or other natural causes, collisions or other of the bridge, on both the upstream and downstream accidents. sides. (185) For the foregoing reasons, a prudent mariner must (194) Bridge lights are fixed red or green and are privately not rely completely upon the charted position or operation maintained; they are generally not charted or described of floating aids to navigation but will also utilize bearings in the text of the Coast Pilot. All bridge piers (and their from fixed objects and aids to navigation on shore. protective fenders) and abutments that are in or adjacent Further, a vessel attempting to pass close aboard always to a navigation channel are marked on all channel sides risks collision with a yawing buoy or with the obstruction by red lights. On each channel span of a fixed bridge, the buoy marks. there is a range of two green lights marking the center (186) Buoys may not always properly mark shoals or other of the channel and a red light marking both edges of the obstructions due to shifting of the shoals or of the buoys. channel, except that when the margins of the channel are Buoys marking wrecks or other obstructions are usually confined by bridge piers, the red lights on the span are placed on the seaward or channelward side and not directly omitted, since the pier lights then mark the channel edges. over a wreck. Since buoys may be located some distance For multiplespan fixed bridges, the main-channel span from a wreck they are intended to mark, and since sunken may also be marked by three white lights in a vertical wrecks are not always static, extreme caution should be line above the green range lights. exercised when operating in the vicinity of such buoys. (195) On all types of drawbridges, one or more red lights are shown from the drawspan (higher than the pier lights) (187) when the span is closed; when the span is open, the higher red lights are obscured and one or two green lights are Automatic Identification System (AIS) Aids to Navi- shown from the drawspan, higher than the pier lights. The gation number and location of the red and green lights depend (188) AISisanautomaticcommunicationandidentification upon the type of drawbridge. system intended to improve the safety of navigation (196) Bridges and their lighting, construction and by assisting the efficient operation of a Vessel Traffic maintenance are set forth in 33 CFR 114, 115, 116, and Services (VTS), ship reporting, ship-to-ship and ship-to- 118 (not carried in this Coast Pilot). Aircraft obstruction shore operations. AIS is increasingly being used as an aid lights prescribed by the Federal Aviation Administration to navigation. An AIS-equipped aid to navigation may may operate at certain bridges. provide a positive identification of the aid. It may also have the capability to transmit an accurate position and (197) provide additional information such as actual tide height and/or weather information. Sound Signals (189) The AIS message may represent an aid to navigation (198) Caution should be exercised in the use of sound that physically exists (physical AIS Aid to Navigation) or the message, transmitted from a remote location, may signals for navigation purposes. They should be represent an aid to navigation that does not physically considered solely as warning devices. exist (virtual AIS Aid to Navigation). A virtual aid to (199) Sound travels through the air in a variable manner, navigation is a digital information object promulgated even without the effects of wind, and, therefore the by an authorized service provider that can be presented hearing of sound signals cannot be implicitly relied upon. on navigational systems. (200) Experience indicates that distances must not be (190) Physical AIS aids to navigation are charted with the judged only by the intensity of the sound; that occasionally symbol for the physical aid (such as a buoy or light) with there may be areas close to a sound signal in which it is a magenta circle surrounding the symbol and labeled AIS. not heard; and that fog may exist not far from a station, yet Virtual aids to navigation are charted with a small central not be seen from it, so the signal may not be operating. It dot with a topmark symbol indicating the purpose of the is not always possible to start a sound signal immediately aid, surrounded by a magenta circle and labeled V-AIS. when fog is observed. Temporary AIS aids to navigation and stations remotely transmitting an AIS signal are not charted. See U.S. Chart (201) No. 1, Section S, for additional information and examples. Channel Markers (202) Lights, daybeacons, and buoys along dredged (192) channels do not always mark the bottom edges. Due to Bridge Lights and Clearance Gages local conditions, aids may be located inside or outside (193) The Coast Guard regulates marine obstruction lights the channel limits shown by dashed lines on a chart. The Light List tabulates the offset distances for these aids in and clearance gages on bridges across navigable waters. many instances. Where installed, clearance gages are generally vertical (203) Aids may be moved, discontinued or replaced by numerical scales, reading from top to bottom, and show other types to facilitate dredging operations. Mariners the actual vertical clearance between the existing water should exercise caution when navigating areas where level and the lowest point of the bridge over the channel; dredges with auxiliary equipment are working. the gages are normally on the right-hand pier or abutment (204) Temporary changes in aids are not included on the charts.

14    ¢    U.S. Coast Pilot 2, Chapter 1   (205) (212) Light Lists SEARCH AND RESCUE (206) Light Lists, published by the Coast Guard, describe (213) aids to navigation, consisting of lights, sound signals, buoys, daybeacons and electronic aids, in the United Coast Guard Search and Rescue States (including Puerto Rico and U.S. Virgin Islands) (214) The Coast Guard conducts and/or coordinates search and contiguous Canadian waters. Light Lists are updated weekly and available at navcen.uscg.gov. Mariners and rescue operations for surface vessels or aircraft that should refer to these publications for detailed information are in distress or overdue. Search and rescue vessels and regarding the characteristics and visibility of lights, and aircraft have special markings, including a wide slash the description of light structures, buoys, sound signals of red-orange and a small slash of blue on the forward and electronic aids. portion of the hull or fuselage. Other parts of aircraft, normally painted white, may have other areas painted (207) red to facilitate observation. The cooperation of vessel operators with Coast Guard helicopters, fixed-wing ELECTRONIC POSITIONING SYSTEMS aircraft, and vessels may mean the difference between life and death for some seaman or aviator; such cooperation (208) Global Positioning System (GPS)permits land, sea, is greatly facilitated by the prior knowledge on the part of and airborne users to determine their three-dimensional vessel operators of the operational requirements of Coast position, velocity and time 24 hours a day, in all weather, Guard equipment and personnel, of the international anywhere in the world. The basic system is defined as a distress signals and procedures and of good seamanship. constellation of satellites, the navigation payloads which produce the GPS signals, ground stations, data links (215) and associated command and control facilities, that are operated and maintained by the Department of Defense. Search and Rescue Great Lakes Please report GPS problems or anomalies at navcen.uscg. (216) The United States Coast Guard has established gov or contact the USCG Navigation Information Service at 703–313–5900. a toll-free search and rescue telephone number for the Great Lakes. The number is intended for use when the (209) The U.S. Coast Guard Navigation Center (NAVCEN) telephone number of the nearest Coast Guard station operates the Coast Guard Maritime Differential GPS is unknown or when that station cannot be contacted. (DGPS) Service. The Service broadcasts correction The toll-free number should not be used without first signals on marine radiobeacon frequencies to improve attempting to contact the nearest Coast Guard station. the accuracy of and integrity to GPS-derived positions. In all Great Lakes States the telephone number is 800- Typically, the positional error of a DGPS position is 1 to 3 321-4400. This number is to be used for public reports of meters, greatly enhancing harbor entrance and approach distress incidents, suspicious sightings, pollution or other navigation. The Service provides service for coastal maritime concerns. coverage of the continental U.S., the Great Lakes, Puerto Rico, portions of Alaska and Hawaii and a greater part of (217) the Mississippi River Basin. Radiotelephone Distress Message (210) (218) Distress calls indicate a vessel or aircraft is LORAN-C threatened by grave and imminent danger and requests (211) LORAN, an acronym for LOng RAnge Navigation, immediate assistance. They have absolute priority over all other transmissions. All stations which hear a distress was an electronic aid to navigation consisting of call must immediately cease any transmission capable of shore-based radio transmitters. In accordance with the interfering with the distress traffic and continue to listen Department of Homeland Security Appropriations Act, on the frequency used for the emission of the distress call. the U.S. Coast Guard terminated the transmission of all This call should not be addressed to a particular station, LORAN-C signals as of August 2010, rendering them and acknowledgment of receipt should not be given unusable and permanently discontinued. For more details, before the distress message which follows it is sent. visit navcen.uscg.gov. The Coast Guard strongly urges (219) Distress calls are made on VHF-FM channel 16 mariners accustomed to using LORAN-C for navigation (MAYDAY). For less serious situations than warrant to shift to a GPS navigation system and become familiar the distress procedure, the radiotelephone urgency with its operation. NOAA is removing LORAN-C lines signal consisting of three repetitions of the word PAN- of position from all of its charts as new editions are PAN (pronounced PAWN-PAWN), or the safety signal published. SECURITE (pronounced SECURITAY) spoken three (212) <Deleted Paragraph> times, are used as appropriate. For complete information on emergency radio procedures, see 47 CFR 80 or Radio Navigational Aids, Pub. 117.

 U.S. Coast Pilot 2, Chapter 1    ¢    15 (244) U.S. VHF Channels Channel Ship Frequency (MHz) Channel Usage 01A Transmit Receive Port Operations and Commercial, VTS (Available only in New Orleans/Lower Mississippi area) 05A Port Operations or VTS in the Houston, New Orleans and Seattle areas 06 156.050 156.050 Intership Safety 07A 156.250 156.250 Commercial 08 156.300 156.300 Commercial (Intership only) 09 156.350 156.350 Boater Calling; Commercial and Non-commercial 10 156.400 156.400 Commercial 11 156.450 156.450 Commercial; VTS in selected areas 12 156.500 156.500 Port Operations; VTS in selected areas 156.550 156.550 Intership Navigation Safety (bridge-to-bridge) Ships greater than 20m maintain a listening watch on this channel in US 13 156.600 156.600 waters. Port Operations; VTS in selected areas 14 156.650 156.650 Environmental (Receive only) Used by Class C EPIRBs 15 International Distress, Safety and Calling. Ships required to carry radio, USCG, and most coast stations maintain a 156.700 156.700 listening watch on this channel. 16 – 156.750 State and local government maritime control Commercial 17 156.800 156.800 Commercial 18A Port Operations (duplex) 19A 156.850 156.850 Port Operations 20 156.900 156.900 U.S. Coast Guard only 20A 156.950 156.950 Coast Guard Liaison and Maritime Safety Information Broadcasts (Broadcasts announced on channel 16) 21A 157.000 161.600 U.S. Coast Guard only 22A 157.000 157.000 Public Correspondence (Marine Operator) 23A 157.050 157.050 Public Correspondence (Marine Operator) 24 157.100 157.100 Public Correspondence (Marine Operator) 25 157.150 157.150 Public Correspondence (Marine Operator) 26 157.200 161.800 Public Correspondence (Marine Operator) 27 157.250 161.850 Port Operations and Commercial, VTS (Available only in New Orleans/Lower Mississippi area) 28 157.300 161.900 Port Operations 63A 157.350 161.950 Port Operations 65A 157.400 162.000 Commercial. Used for bridge-to-bridge communications in lower Mississippi River (Intership only.) 66A 156.175 156.175 Non-Commercial 67 156.275 156.275 Non-Commercial 68 156.325 156.325 Digital Selective Calling (voice communications not allowed) 69 156.375 156.375 Non-Commercial 70 156.425 156.425 Non-Commercial (Intership only) 71 156.475 156.475 Port Operations 72 156.525 156.525 Port Operations 73 156.575 156.575 Port Operations (Intership only) 74 156.625 156.625 Non-Commercial 77 156.675 156.675 Commercial (Non-commercial in Great Lakes only) 78A 156.725 156.725 Commercial (Non-commercial in Great Lakes only) 79A 156.875 156.875 U.S. Government only (environmental protection operations) 80A 156.925 156.925 U.S. Government only 81A 156.975 156.975 U.S. Coast Guard only 82A 157.025 157.025 Public Correspondence (Marine Operator) 83A 157.075 157.075 Public Correspondence (Marine Operator) 84 157.125 157.125 Public Correspondence (Marine Operator) 85 157.175 157.175 Public Correspondence (Marine Operator) 86 157.225 161.825 Commercial (Intership only) 87 157.275 161.875 Automatic Identification System (AIS) 88A 157.325 161.925 Automatic Identification System (AIS) AIS 1 157.375 157.375 AIS 2 157.425 157.425 161.975 161.975 162.025 162.025 Boaters should normally use channels listed as Non-Commercial. Channel 16 is used for calling other stations or for distress alerting. Channel 13 should be used to contact a ship when there is danger of collision. All ships of length 20m or greater are required to guard VHF-FM channel 13, in addition to VHF-FM channel 16, when operating within U.S. territorial waters. Note that the letter “A” indicates simplex use of the ship station transmit side of an international duplex channel, and that operations are different than international operations on that channel. Some VHF transceivers are equipped with an International - U.S. switch for that purpose. “A” channels are generally only used in the United States, and use is normally not recognized or allowed outside the U.S. The letter “B” indicates simplex use of the coast station transmit side of an international duplex channel. The U.S. does not currently use “B” channels for simplex communications in this band.

16    ¢    U.S. Coast Pilot 2, Chapter 1   (220) to assist search and rescue operations using satellites and ground facilities to detect and locate the signals of distress Global Maritime Distress and Safety System beacons operating on 406 MHz. For more information on (GMDSS) the Cospas-Sarsat System go to cospas-sarsat.int. (221) This international system, developed by the International Maritime Organization (IMO), is based on a (227) combination of satellite and terrestrial radio services and has changed international distress communications from Digital Selective Calling (DSC) being primarily ship-to-ship based to primarily ship-to- (228) The U.S. Coast Guard offers VHF and MF/HF shore (Rescue Coordination Center) based. Prior to the GMDSS, the number and types of radio safety equipment radiotelephone service to mariners as part of the Global required to be carried by vessels depended upon the Maritime Distress and Safety System. This service, tonnage. Under GMDSS, the number and type of radio called digital selective calling (DSC), allows mariners to safety equipment vessels are required to carry depend instantly send an automatically formatted distress alert on the areas in which they travel; GMDSS sea areas are to the Coast Guard or other rescue authority anywhere in defined by governments. All GMDSS-regulated ships the world. Digital selective calling also allows mariners must carry a satellite Emergency Position Indicating to initiate or receive distress, urgency, safety and routine Radio Beacon (EPIRB), a NAVTEX receiver (if they radiotelephone calls to or from any similarly equipped travel in any areas served by NAVTEX), an Inmarsat-C vessel or shore station, without requiring either party to SafetyNET receiver (if they travel in any areas not served be near a radio loudspeaker. Each ship or shore station by NAVTEX), a DSC-equipped VHF radiotelephone, equipped with a DSC terminal has a unique Maritime two or more VHF handhelds and a search and rescue Mobile Station Identity (MMSI). This is a nine-digit radar transponder (SART). number that specifically identifies a ship, coast station, or group of stations. The DSC system alerts an operator (222) when a distress call is received. It will provide the operator with a pre-formatted message that can include Automated Mutual Assistance Vessel Rescue Sys- the distressed vessel’s nine-digit MMSI, location, nature tem (AMVER) of distress, desired mode of communication and preferred (223) AMVER is a worldwide voluntary ship reporting working frequency. system operated by the United States Coast Guard to (229) <Deleted Paragraph> promote safety of life and property at sea. AMVER’s mission is to quickly provide search and rescue (SAR) (229) authorities, on demand, accurate information on the positions and characteristics of vessels near a reported Emergency Position Indicating Radiobeacons distress. Any merchant vessel anywhere on the globe, on (EPIRB) a voyage of greater than 24 hours duration, is welcome (230) EPIRBs emit a radio signal that can be used to locate in the AMVER system and family. International mariners in distress. SARSAT satellites can locate the participation is voluntary regardless of the vessel’s flag position of a 406 MHz EPIRB which greatly increases a of registry, the nationality of the owner or company or mariner’s chances of survival. While orbiting the earth, ports of call. the satellites continuously monitor EPIRB frequencies. (224) According to U.S. Maritime Administration When SARSAT receives an EPIRB signal, it determines (MARAD) regulations, U.S. flag merchant vessels of the beacon's position that is ultimately relayed to the 1,000 gross tons or more operating in foreign commerce nearest Coast Guard Rescue Coordination Center where and foreign flag vessels of 1,000 gross tons or more for rescue units are dispatched to the scene. which an Interim War Risk Insurance Binder has been (230) <Deleted Paragraph> issued under the provisions of Title XII, Merchant Marine (231) Mariners should ensure that their EPIRB is in Act, 1936, must report and regularly update their voyages working condition and stowed properly at all times to and positions to AMVER in accordance with instructions avoid non-distress emissions. Mariners are required to set forth in the AMVER Ship Reporting System Manual. register their 406 MHz EPIRBs for improved search For more information contact AMVER Maritime and rescue response and keep the registration current Relations U.S. Coast Guard, 1 South Street Battery Park at all times. Registration can be accomplished online at Building, New York, NY 10004; Phone: 212–668–7764, beaconregistration.noaa.gov. Fax: 212-668-7684, Telex: 127594-AMVER NYK, or go (232) to amver.com. EPIRB Types (225) Type Frequency Description COSPAS-SARSAT Cat I 406 MHz (226) COSPAS: Space System for Search of Distress Float-free, automatically activated EPIRB. Cat II 406 MHz Detectable by satellite anywhere in the world. Vessels - SARSAT: Search and Rescue Satellite-Aided Recognized by the Global Maritime and Distress Tracking. COSPAS-SARSAT is an international satellite Safety System (GMDSS). system designed to provide distress alert and location data Similar to Category I, except is manually acti- vated. Some models are also water activated.

 U.S. Coast Pilot 2, Chapter 1    ¢    17 (250) (233) you are identified, turn lights away so as not to blind aircraft crew. Medical Advice (234) Ships at sea with no medical personnel embarked (237) and experiencing a medical emergency onboard can Float Plan receive medical advice via radiotelex, radiotelephony (238) Small craft operators should prepare a float plan or Inmarsat. Messages are generally addressed RADIOMEDICAL followed by the name of the coast before starting a trip and leave it ashore with a yacht club, station to which the message is sent. The priority of the marina, friend or relative. It is advisable to regularly use message should depend on the severity of the ailment. a checking-in procedure by radio or telephone for each In extreme emergency, the urgency signal (PAN-PAN) point specified in the float plan. A float plan is vital for should precede the address. Messages are sent using determining if a boat is overdue and will assist in locating distress and safety frequencies. a missing vessel in the event search and rescue operations become necessary. (235) (239) Vessel Identification NAVIGATIONAL WARNINGS, INFORMATION AND (236) Coast Guard search and rescue aircraft and surface WEATHER craft use radar to assist in locating disabled vessels. (240) Marine radio warnings and weather are disseminated Wooden and fiberglass vessels are often poor radar bymanysourcesandthroughseveraltypesoftransmissions. targets. Operators of disabled craft that are the object of a For complete information on radio warnings and weather, see Radio Navigational Aids, Pub. 117 and the National search are requested to hoist, as high above the waterline Weather Service (NWS) publication Worldwide Marine as possible, a radar-reflecting device. If no special radar- Radiofacsimile Broadcast Schedules. reflecting device is aboard, an improvised device can be used. This should consist of metallic objects of irregular (241) Radio navigational warning broadcasts are designed to provide the mariner with up-to-date marine shape. The more irregular the shape, the better will be the radar-reflective quality. For quick identification at night, shine spotlights straight up. If aircraft are involved, once

18    ¢    U.S. Coast Pilot 2, Chapter 1   information vital to safe navigation. There are three is also included from Miami and Portsmouth. Coastal types of broadcasts: coastal and local, long range and and high seas weather forecasts are not being broadcast worldwide. over NAVTEX. The Safety of Life at Sea Convention, (242) Coastal and local warnings are generally restricted as amended in 1988, requires vessels regulated by that to ports, harbors and coastal waters and involve items of convention to carry NAVTEX receivers. local interest. Usually, local or short-range warnings are (249) See Appendix A, U.S. NAVTEX Transmitting broadcast from a single coastal station, frequently by voice Stations, for a list of NAVTEX broadcast stations and and also radiotelegraph, to assist small craft operators in message content covered by this Coast Pilot. the area. The information is often quite detailed. Foreign area broadcasts are frequently in English as well as the (251) native language. In the United States, short-range radio navigational warnings are broadcast by the U.S. Coast Broadcast Notice to Mariners Guard Districts via NAVTEX and subordinate coastal (252) The U.S. Coast Guard broadcasts marine safety radio stations. (243) Long range warnings are intended primarily to assist information on VHF-FM Channel 22A (157.1 MHz). mariners on the high seas by promulgating navigational These safety broadcasts contain information such as safety information concerning port and harbor approaches, notices to mariners, storm warnings, distress warnings coastlines and major ocean areas. Long-range radio and other pertinent information that is vital for safe navigational warnings are usually broadcast by means of navigation. Following a preliminary call on VHF-FM radiotelegraphy and in many instances by radio- Channel 16 (156.8 MHz), mariners are instructed to teletypewriter. A NAVAREA system of navigational shift to VHF-FM Channel 22A simplex (157.1 MHz). warning areas has been developed providing worldwide Operators of vessels who plan to transit U.S. waters and coverage using standard format and procedures. The U.S. who do not have VHF radios tunable to U.S. Channel 22A participates as Area Coordinator for both NAVAREA IV are urged to obtain the necessary equipment. (Western North Atlantic) and NAVAREA XII (Eastern North Pacific). (253) (245) TheUnitedStatesalsomaintainsworldwidecoverage using the HYDROLANT/HYDROPAC Navigational NOAA Weather Radio Broadcasts Warning System outside of NAVAREAs IV and XII. (254) NOAA Weather Radio provides continuous (246) broadcasts of the latest weather information directly from (NWS) offices. In addition to general weather NAVTEX information, marine weather is provided by stations along (247) NAVTEX is a standard international method of the sea coasts and the Great Lakes. During severe weather, NWS forecasters can interrupt the regular broadcasts and broadcasting notices to mariners and marine weather substitute special warning messages. The stations operate forecasts using small, low cost receivers designed to be 24 hours daily, and messages are repeated every 4 to 6 installed in the pilothouse of a vessel. NAVTEX receivers minutes and are routinely revised every 1 to 3 hours or screen incoming messages, inhibiting those which had more frequently if necessary. The broadcasts are made been previously received or are of a category not of interest on seven VHF-FM frequencies, 162.40 to 162.55 MHz. to the user, and print the rest on adding machine-size The 162.475 MHz frequency is only used in special cases paper. NAVTEX not only provides marine information where needed to avoid channel interference. They can previously available only to those knowledgeable in usually be heard as far as 40 miles from the antenna site, Morse code but also allows any mariner who cannot sometimes more. The effective range depends on many man a radio full time to receive safety information at any factors, including the height of the broadcast antenna, hour. All NAVTEX transmissions are made on 518 kHz. terrain, quality of the receiver and the type of receiving Mariners who do not have NAVTEX receivers but have antenna. As a general rule, listeners close to or perhaps Simplex Teletype Over Radio (SITOR) radio equipment beyond the 40 mile range should have a good quality can also receive these broadcasts by operating it in the receiver system to get reliable reception. (See Appendix Forward Error Correction (FEC) mode and tuning to 518 A for a list of these stations in the area covered by this kHz. Coast Pilot.) (248) Information broadcast over NAVTEX includes offshore weather forecasts, offshore marine advisory (255) warnings, search and rescue information and navigational information that applies to waters from the line of Commercial Maritime Coast Stations and Weather demarcation (separating Inland Rules from COLREG Nets Rule waters) to 200 miles offshore. Navigational (256) Commercial maritime coast stations, which provide information that affects the safety of navigation of deep communications services, broadcast weather information draft (15 feet or more) vessels within the U.S. Inland to ships at sea as a public service, or make forecast Rules waters will also be included. Gulf Stream location information available on demand, either free or for a nominal fee. These transmissions are most commonly performed using HF SITOR and Pactor/E-Mail; however, several of these stations also offer services via Inmarsat satellite and other means.

 U.S. Coast Pilot 2, Chapter 1    ¢    19 (257) There are also a number of maritime weather nets how you can use them. The publication is available for operating on commercial marine VHF, MF and HF, download at nist.gov/pml/div688/generalpubs.cfm. where weather information is exchanged. These nets are extremely popular in areas of the world that have a large (266) yachting population and where weather is dynamic, such as in the Caribbean, and typically incorporate volunteers CAUTIONARY INFORMATION ashore. (267) (258) Information on commercial maritime coast stations, including schedules and frequencies, is available in the Hurricanes and Tropical Storms Radio Navigational Aids, Pub. 117. (See Appendix A, (268) Hurricanes, tropical storms and other major storms Radio Weather Broadcasts, for additional information.) may cause considerable damage to marine structures, aids (259) to navigation and moored vessels, resulting in submerged debris in unknown locations. Fixed aids to navigation Standard Abbreviations for Broadcasts may have been damaged or destroyed. Buoys may have (260) A listing of Standard Abbreviations for Textual been moved from charted positions, damaged, sunk, extinguished or otherwise made inoperative. Mariners Maritime Safety Broadcasts is contained in Appendix should not rely upon the position or operation of an aid B. These abbreviations were jointly approved by the to navigation. Charted soundings, channel depths and U.S. Coast Guard, National Weather Service, National shoreline may not reflect actual conditions following Geospatial-Intelligence Agency and the Radio Technical these storms. Wrecks and submerged obstructions may Commission for Maritime Services. In addition to have been displaced from charted locations. Pipelines appearing in radio broadcasts of the U.S. Coast Guard may have become uncovered or moved. Mariners are and National Weather Service, they appear in Notices urged to exercise extreme caution and are requested to to Mariners of the U.S. Coast Guard and National report aids to navigation discrepancies and hazards to Geospatial-Intelligence Agency and in NAVTEX. navigation to the U.S. Coast Guard. (261) (269) Voluntary Observing Ship Program (VOS) Destructive Waves (262) The Voluntary Observing Ship program is organized (270) Unusual sudden changes in water level can be for the purpose of obtaining weather and oceanographic caused by tsunamis or violent storms. These two types observations from moving ships. An international of destructive waves have become commonly known as program under World Meteorological Organization tidal waves, a name which is technically incorrect as they auspices, the VOS has over 5000 vessels participating are not the result of tide-producing forces. from 23 countries. Any vessel willing to take and transmit (271) Tsunamis (seismic sea waves) are ocean waves observations in marine areas can join the program. generated by any rapid large-scale disturbance of the sea Weather observations are essential to meteorologists water. Most tsunamis are generated by earthquakes, but preparing weather forecasts for coastal, offshore and high they may also be caused by volcanic eruptions, landslides, seas areas. For more information on the VOS, including a undersea slumps or meteor impacts. comprehensive observing handbook, visit vos.noaa.gov. (272) The waves radiate outward in all directions from the disturbance and can propagate across entire ocean (263) basins. Tsunami waves are distinguished from ordinary ocean waves by their great length between peaks, often National Institute of Standards and Technology exceeding 100 miles in the deep ocean, and by the long (NIST) interval of time between these peaks, ranging from five (264) The National Institute of Standards and Technology minutes to an hour. The speed at which tsunamis travel maintains the standards for time and frequency for most depends on the ocean depth. A tsunami can exceed 500 users in the United States. NIST provides a variety of knots in the deep ocean but slows to 20 or 30 knots in the services designed to deliver time and frequency signals shallow water near land. In less than 24 hours, a tsunami to the people who need them. The signals are broadcast can cross the entire Pacific Ocean. via several mediums, including high and low frequency (273) In the deep ocean, a tsunami is barely noticeable and radio, the Internet and telephone lines. Broadcasts of time will only cause a small and slow rising and falling of the and frequency signals are made by stations operating in sea surface as it passes. Only as it approaches land does the part of the radio spectrum that is properly known as a tsunami become a hazard. As the tsunami approaches high frequency (HF) but is commonly called shortwave. land and shallow water, the waves slow down and become Station WWV is located just north of Fort Collins, compressed, causing them to grow in height. In the best Colorado, and station WWVH is located on the island of of cases, the tsunami comes onshore like a quickly rising Kaua‘i, Hawaii. Both stations broadcast continuous time tide and causes a gentle flooding of low-lying coastal and frequency signals on 2.5, 5, 10 and 15 MHz; WWV areas. In the worst of cases, a bore will form. also broadcasts on 20 MHz. (274) <Deleted Paragraph> (265) NIST Time and Frequency Services, Special Publication 432 gives a detailed description of the signals and services offered by NIST, how they work and

20    ¢    U.S. Coast Pilot 2, Chapter 1   (274) A bore is a wall of turbulent water that can exceed greater dept,h and the combination can be destructive to several yards in height and can rush onshore with great low regions, particularly at high stages of tide. Extreme destructive power. Behind the bore is a deep and fast- low levels can result in depths which are considerably moving flood that can pick up and sweep away almost less than those shown on nautical charts. This type of anything in its path. Minutes later, the water will drain wave occurs especially in coastal regions bordering on away as the trough of the tsunami wave arrives, sometimes shallow waters which are subject to tropical storms. exposing great patches of the sea floor, then the water (279) <279-280 Deleted> will rush in again as before, causing additional damage. (280) Seiche is a stationary vertical wave oscillation with This destructive cycle may repeat many times before the a period varying from a few minutes to an hour or more hazard finally passes. Sometimes the first noticeable part but somewhat less than the tidal periods. It is usually of the wave is the trough, which causes a recession of attributed to external forces such as strong winds, changes the water from shore, and people who have gone out to in barometric pressure, swells or tsunamis disturbing the investigate this unusual exposure of the beach have been equilibrium of the water surface. Seiche is found both engulfed by the oncoming crest. Such an unexplained in enclosed bodies of water and superimposed upon the withdrawal of the sea should be considered as nature’s tides of the open ocean. When the external forces cause warning of an approaching wave. a short-period horizontal oscillation on the water, it is called surge. (275) Tsunamis do not have a season and do not occur (281) The combined effect of seiche and surge sometimes regularly or frequently. Yet they pose a major threat to the makes it difficult to maintain a ship in its position alongside coastal populations of the Pacific and other world oceans a pier even though the water may appear to be completely and seas. Nothing can be done to prevent them, but their undisturbed, and heavy mooring lines have been parted adverse impact can be reduced with proper planning. The repeatedly under such conditions. Pilots advise taut lines loss of life and property can be lessened if shipmasters to reduce the effect of the surge. and others acquaint themselves with the behavior of these waves so that intelligent action can be taken when they (282) become imminent. Immersion Hypothermia (276) NOAA oversees the U.S. Tsunami Program with (283) Immersion hypothermia is the loss of heat when a its mission to provide a 24-hour detection and warning system and increase public awareness about the threat of body is immersed in water. With few exceptions, humans tsunamis. The NOAA National Weather Service operates die if their core temperature of approximately 99.7° F two tsunami warning centers The West Coast/Alaska drops below 78.6° F. Cardiac arrest is the most common Tsunami Warning Center in Palmer, Alaska (http:// direct cause of death. During prolonged immersion, the wcatwc.arh.noaa.gov/), and the Richard H. Hagemeyer main threat to life is cold or cold and drowning combined. Pacific Tsunami Warning Center in ‘Ewa Beach, Hawaii (284) (http://ptwc.weather.gov/ptwc/index.php). These centers continuously monitor data from seismological and tidal SURVIVAL TIME VERSUS WATER TEMPERATURE stations, evaluate earthquakes that have the potential to generate tsunamis and disseminate tsunami information Water Temperature Exhaustion or Expected Time of and warning bulletins to government authorities and the (°F) Unconsciousness Survival public. 32 15 minutes 15 to 45 minutes (277) <Deleted Paragraph> 30 to 90 minutes (277) Atsunami warning is issued when a potential tsunami 32 to 41 15-30 minutes 1 to 3 hours with significant inundation is imminent or expected. 41 to 50 30-60 minutes Warnings alert the public that widespread, dangerous 1 to 6 hours coastal flooding accompanied by powerful currents is 50 to 59 1-2 hours possible and may continue for several hours after arrival 2 to 40 hours of the initial wave. Warnings also alert emergency 59 to 68 2-7 hours management officials to take action for the entire tsunami 3 hours to hazard zone. When a tsunami warning has been issued, 68 to 77 3-12 hours indefinite use a NOAA Weather Radio or stay tuned to a Coast indefinite Guard emergency frequency station or a local radio or 77 and above indefinite television station for updated emergency information. (285) The length of time that a human survives in water (278) depends on the water temperature and to a lesser extent on the person’s behavior and body type. The table shows Storm Surge approximate human survival time in the sea. Body type can (279) A considerable rise or fall in the level of the sea cause deviations, as small people become hypothermic more rapidly than large people. The cooling rate can be along a particular coast may result from strong winds slowed by the person’s behavior and insulated gear. The and sharp change in barometric pressure. In cases where Heat Escape Lessening Posture (HELP) was developed the water level is raised, higher waves can form with for those in the water alone and the huddle for small groups. Both require a PFD (personal flotation device), or life preserver. HELP involves holding the arms close to the body, keeping the thighs together, and raising the

 U.S. Coast Pilot 2, Chapter 1    ¢    21 knees to protect the groin area. In the huddle, people (293) face each other and keep their bodies as close together as possible. These positions improve survival time to The Federal Water Pollution Control Act (Clean approximately two times that of a swimmer and one and Water Act) a half times that of a person in the passive position. (294) The Federal Water Pollution Control Act (FWPCA) (286) Near-drowning victims in cold water (less than 70° or Clean Water Act (CWA) was passed to restore and F) are revivable for much longer periods than usual. Keys maintain the chemical, physical and biological integrity to a successful revival are immediate cardiopulmonary of the waters within the United States.. resuscitation (CPR) and administration of pure oxygen. Total re-warming is not necessary at first. The whole (295) revival process may take hours and require medical help. No-Discharge Zones (287) (296) Section 312 of the FWPCA gives the Environmental Wind Chill and Frostbite Protection Agency (EPA) and States the authority to (288) When the body is warmer than its surroundings, it designate certain areas as No-Discharge Zones (NDZ) for vessel sewage. Freshwater lakes, freshwater reservoirs begins to lose heat. The rate of loss depends on barriers or other freshwater impoundments whose entrances such as clothing and insulation, the speed of air movement and exits prohibit traffic by regulated vessels (vessels and air temperature. Heat loss increases dramatically in with installed toilets) are, by regulation, NDZs. Rivers moving air that is colder than skin temperature (91.4° that do not support interstate navigation vessel traffic F). Even a light wind increases heat loss, and a strong are also NDZs by regulation. Water bodies that can be wind can lower the body temperature if the rate of loss is designated as NDZs by States and EPA include the Great greater than the body’s heat replacement rate. Lakes and their connecting waterways, freshwater lakes (289) When skin temperature drops below 50° F, there is a and impoundments accessible through locks and other marked constriction of blood vessels, leading to vascular flowing waters that support interstate navigation by stagnation, oxygen want and cellular damage. The first vessels subject to regulation. indication that something is wrong is a painful tingling. (297) Inside NDZ waters, discharge of any sewage, Swelling of varying extent follows, provided freezing has whether treated or untreated, is completely prohibited. not occurred. Excruciating pain may be felt if the skin (298) Discharge of sewage in waters not designated as temperature is lowered rapidly, but freezing of localized NDZs is regulated by the Marine Sanitation Device portions of the skin may be painless when the rate of Standard (see 40 CFR 140 in Chapter 2.) change is slow. Possible effects of cold include cold (299) Additional information concerning the regulations allergy (welts), chilblains, which appear as reddened, may be obtained from water.epa.gov. warm, itching, swollen patches on the fingers and toes, and trench foot and immersion foot, which present essentially (300) the same picture. Both result from exposure to cold and lack of circulation. Wetness can add to the problem as Oil Spill Reporting water and wind soften the tissues and accelerate heat loss. (301) Reporting requirements for any oil discharge, (290) Frostbite usually begins when the skin temperature falls within the range of 14° to 4° F. Ice crystals form in noxious liquid substance or harmful substance occurring the tissues and small blood vessels. The rate of heat loss in waters under U.S. jurisdiction are found in 33 CFR determines the rate of freezing, which is accelerated by 153, Subpart B (not in this Coast Pilot.) Any person in wind, wetness, extreme cold and poor blood circulation. charge of a vessel or an onshore/offshore facility must, as Parts of the body susceptible to freezing are those with soon as they have knowledge of any discharge of oil or surfaces large in relation to their volume, such as toes, a hazardous substance, immediately notify the National fingers, ears, nose, chin and cheeks. Response Center (NRC) at 800-424-8802 or NRC@uscg. (290) <290-291 Deleted> mil. (291) Injuries from the cold may, to a large extent, be (301) <Deleted Paragraph> prevented by maintaining natural warmth through the use of proper footgear and adequate, dry clothing, by (302) avoiding cramped positions and constricting clothing and by active exercise of the hands, legs and feet. Ocean Dumping (303) The Marine Protection Research and Sanctuaries (292) Act of 1972, as amended (33 USC 1401 et seq.), MARINE POLLUTION regulates the dumping of all material, except fish waste, into ocean waters. Radiological, chemical and biological (293) <Deleted Paragraph> warfare agents and other high level radioactive wastes are expressly banned from ocean disposal. The USACE issues permits for the disposal of dredged spoils; the EPA is authorized to issue permits for all other dumping activities. Surveillance and enforcement to prevent unlawful transportation of material for dumping or unlawful dumping under the Act has been assigned to the U.S. Coast Guard. The Act provides civil penalties

22    ¢    U.S. Coast Pilot 2, Chapter 1   of up to $50,000 and criminal penalties of up to $50,000 (315) and/or one year imprisonment. REGULATED WATERS (304) (316) SELECT NAVIGATION RULES Traffic Separation Schemes (Traffic Lanes) (317) To increase the safety of navigation, particularly (305) in converging areas of high traffic density, routes Improper use of searchlights incorporating traffic separation have been adopted by (306) <Deleted Paragraph> the IMO in certain areas of the world. In the interest of (306) No person shall flash or cause to be flashed the safe navigation, it is recommended that through traffic use these schemes, as far as circumstances permit, by day rays of a searchlight or other blinding light onto the and by night and in all weather conditions. bridge or into the pilothouse of any vessel underway. (318) An area to be avoided (ATBA) is a routing measure The International Code Signal “PG2” may be made by comprising an area within defined limits, in which either a vessel inconvenienced by the glare of a searchlight in navigation is particularly hazardous or it is exceptionally order to apprise the offending vessel of the fact. important to avoid casualties, and which should be (307) <Deleted Paragraph> avoided by all ships, or certain classes of ships. (319) The IMO is recognized as the only international (307) body responsible for establishing and recommending measures on an international level concerning ships’ Use of Radar routing. In deciding whether or not to adopt or amend (308) <Deleted Paragraph> a traffic separation scheme, IMO will consider whether (308) Navigation Rules, International-Inland, Rule 7, the scheme complies with the design criteria for traffic separation schemes and with the established methods of states, in part, that every vessel shall use all available routing. IMO also considers whether the aids to navigation means appropriate to the prevailing circumstances and proposed will enable mariners to determine their position conditions to determine if risk of collision exists. If there with sufficient accuracy to navigate the scheme in is any doubt such risk shall be deemed to exist. Proper use accordance with Rule 10 of the International Regulations shall be made of radar equipment if fitted and operational, for Preventing Collisions at Sea (72 COLREGS). including long-range scanning to obtain early warning (320) General principles for navigation in Traffic of risk of collision and radar plotting or equivalent Separation Schemes are as follows: systematic observation of detected objects. (321) 1. A ship navigating in or near a traffic separation (309) This rule places an additional responsibility on scheme adopted by IMO shall in particular comply with vessels that are equipped and manned to use radar to do Rule 10 of the 72 COLREGS to minimize the development so while underway during periods of reduced visibility of risk of collisions with another ship. The other rules of without in any way relieving commanding officers of the 72 COLREGS apply in all respects, particularly the the responsibility of carrying out normal precautionary steering and sailing rules if risk of collision with another measures. ship is deemed to exist. (310) Navigation Rules, International-Inland, Rules 6, 7, (322) 2. Traffic separation schemes are intended for use by 8, and 19 apply to the use of radar. day and by night in all weather, ice-free waters or under light ice conditions where no extraordinary maneuvers or (311) assistance by icebreaker(s) is required. (323) 3. Traffic separation schemes are recommended for Danger signal use by all ships unless stated otherwise. Bearing in mind (312) Navigation Rules, International-Inland, Rule 34(d), the need for adequate underkeel clearance, a decision to use a traffic separation scheme must take into account states that when vessels in sight of one another are the charted depth, the possibility of changes in the approaching each other and from any cause either vessel seabed since the time of last survey and the effects of fails to understand the intentions or actions of the other meteorological and tidal conditions on water depths. or is in doubt whether sufficient action is being taken (324) 4. A deep water route is an allied routing measure by the other to avoid collision, the vessel in doubt shall primarily intended for use by ships that require the use immediately indicate such doubt by giving at least five of such a route because of their draft in relation to the short and rapid blasts on the whistle. Such signal may be available depth of water in the area concerned. Through supplemented by a light signal of at least five short and traffic to which the above consideration does not apply rapid flashes. should, if practicable, avoid following deep water routes. When using a deep water route mariners should be aware (313) Narrow channels (314) Navigation Rules, International-Inland, Rule 9(b) states that a vessel of less than 20 meters in length or a sailing vessel shall not impede the passage of a vessel that can safely navigate only within a narrow channel or fairway.

 U.S. Coast Pilot 2, Chapter 1    ¢    23 (370) Contiguous 1 nautical mile (nm) = 1852 meters Territorial Zone The High Seas Water column beyond national jurisdiction Sea Limited Baseline To outer edge of continental margin enforcement up to a maximum of 350nm from the 3nm TSB of 100nm beyond the 2,500m 12nm zone 24nm 200nm isobath, whichever is greatest Territorial Exclusive Economic Zone The Area State/ Sea Sovereign rights for exploring, exploiting, conserving and managing living and Territory non-living resources of the water column and Coastal Waters underlying continental shelf Sovereignty extends Continental Shelf to the air space, water column, seabed and subsoil allowing for the right of innocent passage To 200nm inherent sovereign rights for Beyond 200nm Seabed and subsoil non-living exploring and exploiting non-living submission required resources administered by the resources of seabed and subsoil, to the Commission International Seabed Authority plus sedentary species on the Limits of the Continental Shelf to confirm rights Scale of Rights Sovereign Sovereign rights to the water Sovereign rights to No national rights Territory column and continental shelf the continental shelf 09-3603-1 Figure 1: Offshore extent of the maritime zones recognized under international law of possible changes in the indicated depth of water due (331) 10. The IMO approved routing measures which to meteorological or other effects. affect shipping in or near U.S. waters are: (325) 5. The arrows printed on charts merely indicate the general direction of traffic; ships should not set their (332) courses strictly along the arrows. (326) 6. Vessels should, so far as practicable, keep clear of Traffic Separation Schemes a traffic separation line or separation zone. (333) In the approaches to Portland, ME (327) 7. Vessels should avoid anchoring in a traffic (334) In the approaches to Boston, MA separation scheme or in the area near its termination. (335) In the approaches to Narragansett Bay, RI and (328) 8. The signal “YG” meaning “You appear not to be complying with the traffic separation scheme” is provided Buzzards Bay, MA in the International Code of Signals for appropriate use. (336) Off New York (329) Note–Several governments administering Traffic (337) Off Delaware Bay Separation Schemes have expressed their concern (338) In the approaches to the Chesapeake Bay, including to IMO about the large number of infringements of Rule 10 of the 72 COLREGS and the dangers of such a deep water route contraventions to personnel, vessels and environment. (339) In the approaches to the Cape Fear River Several governments have initiated surveillance of traffic (340) In the approaches to Galveston Bay separation schemes for which they are responsible and (341) Off San Francisco are providing documented reports of vessel violations (342) In the Santa Barbara Channel to flag states. As in the past, the U.S. Coast Guard will (343) In the approaches to Los Angeles/Long Beach investigate these reports and take appropriate action. (344) In the Strait of Juan de Fuca and its approaches Mariners are urged to comply at all times with the 72 (345) In Puget Sound and its approaches COLREGS. (346) In Haro Strait, Boundary Pass and the Strait of (330) 9. Notice of temporary adjustments to traffic separationschemesforemergenciesorforaccommodation Georgia of activities which would otherwise contravene Rule (347) In Prince William Sound, AK 10 or obstruct navigation may be made in Notices to Mariners. Temporary adjustments may be in the form of (348) a precautionary area within a traffic lane or a shift in the location of a lane. Areas to Be Avoided (349) In the region of Nantucket Shoals (350) In the vicinity of Northeast Gateway Energy Bridge Deepwater Port (351) In the Great South Channel (352) Off the Florida Coast (adjacent to the Florida Keys) (353) At Louisiana Offshore Oil Port (LOOP) in the Gulf of Mexico

24    ¢    U.S. Coast Pilot 2, Chapter 1   (354) Off the California Coast (In the region of the Channel Commonwealth of the Northern Mariana Islands and Islands) any other territory or possession over which the United States exercises sovereignty. (Presidential Proclamation (355) Off the Washington Coast No. 5928. December 27, 1988.) The United States (356) In the region of the Northwest Hawai‘ian Islands exercises sovereignty over the territorial sea that extends to the airspace over the area and to the bed and subsoil. (357) Under customary international law as reflected in the 1982 United Nations Convention on the Law of the No Anchoring Areas Sea (UNCLOS), the territorial sea of the United States (358) In the vicinity of Northeast Gateway Energy Bridge extends to 12 nautical miles (nm) from the baseline from which the breadth of the territorial sea is measured; Deepwater Port determined in accordance with international law except (359) In the vicinity of Neptune Deepwater Port as otherwise established in a maritime boundary treaty (360) Flower Garden Banks of the United States. While the United States may adopt (361) Tortugas Ecological Reserve and the Tortugas Bank certain laws and regulations, vessels of all countries navigating through the territorial sea enjoy the right of in the Florida Keys innocent passage; vessels and aircraft of all countries (362) West Cameron area of Northwestern Gulf of Mexico enjoy the right of transit passage through international (363) <Deleted Paragraph> straits. (363) (375) Recommended Tracks Contiguous Zone (364) Off the California Coast (off Monterey Bay for (376) The contiguous zone of the United States is a vessels 300 gross tons or more and vessels carrying zone measured 24 nm from the territorial sea baseline hazardous cargo in bulk) and is contiguous to the territorial sea of the United States, including the Commonwealth of Puerto Rico, (365) Guam, American Samoa, the U.S. Virgin Islands, the Commonwealth of the Northern Mariana Islands and Two-way Route any other territory or possession over which the United (366) In the Strait of Juan de Fuca States exercises sovereignty. (Presidential Proclamation (367) When approved or established, traffic separation No. 7219. August 2, 1999.) Under customary law as reflected in UNCLOS, the U.S. may exercise the control scheme details are announced in Notice to Mariners and necessary to prevent infringement of its customs, fiscal, later depicted on appropriate charts and included in the immigration or sanitary laws and regulations within its U.S. Coast Pilot. territory or territorial sea and to punish infringement of these laws and regulations committed within its territory (368) or territorial sea. The United States may also prescribe and enforce laws against foreign flagged vessels and Maritime Zones nationals to protect the underwater cultural heritage to (369) The maritime zones recognized under international the outer boundary of the contiguous zone (24 nm). law include internal waters, territorial sea, contiguous (377) zone, exclusive economic zone, continental shelf, the high seas and the Area (see Figure 1). The following Exclusive Economic Zone zones are depicted on NOAA's nautical charts: internal (378) The exclusive economic zone of the United States waters, territorial sea, contiguous zone and exclusive economic zone. The limits of these zones are subject to extends no more than 200 nm from the territorial sea modification as depicted on future charts; limits shown baseline and is adjacent to the 12 nm territorial sea of the on the most recent chart edition take precedence. United States, including the Commonwealth of Puerto Rico, Guam, American Samoa, the U.S. Virgin Islands, (371) the Commonwealth of the Northern Mariana Islands and any other territory or possession over which the United Internal Waters States exercises sovereignty. (Presidential Proclamation (372) Internal waters are the waters (harbors, bays and No. 5030 of March 10, 1983 and Federal Register, volume 60 - number 163, August 23, 1995, “Exclusive Economic rivers) on the landward side of the baseline from which Zone and Maritime Boundaries: Notice of Limits”) As the breadth of the territorial sea is measured. The United such, the exclusive economic zone overlaps the 12 nm-24 States has full sovereignty over its internal waters and nm contiguous zone. ports as if they were part of its land territory. NOAA's (379) Within the EEZ, the U.S. has (a) sovereign rights nautical charts depict the baseline from which the limits for the purpose of exploring, exploiting, conserving of the U.S. territorial sea, contiguous zone and exclusive and managing natural resources, whether living and economic zone are measured as well as the Three Nautical Mile Line and Natural Resources Boundary, as described below. (373) Territorial Sea (374) The territorial sea of the United States extends beyond the land territory and internal waters and also includes the Commonwealth of Puerto Rico, Guam, American Samoa, the U.S. Virgin Islands, the

 U.S. Coast Pilot 2, Chapter 1    ¢    25 nonliving, of the seabed and subsoil and the superjacent anchoring, fishing and non-consumptive activities. MPAs waters and with regard to other activities for the are managed by dozens of Federal, state, tribal and local economic exploitation and exploration of the zone, such authorities. For detailed information on MPA locations, as the production of energy from the water, currents and types, interactive map, purposes and legal restrictions, winds; (b) jurisdiction as provided for in international and visit marineprotectedareas.noaa.gov. domestic laws with regard to the establishment and use of artificial islands, installations, and structures, marine (390) scientific research, and the protection and preservation of the marine environment; and (c) other rights and duties Archaeological Resource Preservation provided for under international and domestic laws. (391) Under Federal and state laws it is illegal to destroy, (380) Note: In certain U.S. fisheries laws, the term “exclusive economic zone” (EEZ) is used. While its deface, collect, transport, sell or trade archaeological, outer limit is the same as the EEZ on NOAA charts, the cultural, submerged and historic resources without inner limit generally extends landward to the seaward authorization.Applicable laws include, but are not limited boundary of the coastal states of the U.S. to, the Historic Sites Act, the Archaeological Resource Protection Act, the National Historic Preservation Act (381) the Abandoned Shipwreck Act, and the Sunken Military Craft Act. These laws protect archaeological resources Three Nautical Mile Line on lands administered by the National Park Service, U.S. (382) The Three Nautical Mile Line, as measured from the Fish and Wildlife Service, Bureau of Land Management, and National Marine Sanctuaries as well as state, private territorial sea baseline and previously identified as the and Native lands. outer limit of the U.S. territorial sea, is retained on charts because it continues to be used in certain Federal laws. (392) (383) Note: Since the “coast line,” a term used in the Submerged Lands Act, and the baseline are determined DEPARTMENT OF AGRICULTURE using the same criteria under international law, the Three Nautical Mile Line is generally the same as the (393) seaward boundary of states under the Submerged Lands Act. There are exceptions; therefore, the Three Nautical Animal and Plant Health Inspection Service Mile Line does not necessarily depict the seaward limit (394) The Animal and Plant Health Inspection Service of states under the Submerged Lands Act. (383) <Deleted Paragraph> is responsible for protecting the Nation’s animal population, food and fiber crops and forests from invasion (384) by foreign pests. They administer agricultural quarantine and restrictive orders issued under authority provided in Natural Resources Boundary various acts of Congress. The regulations prohibit or (385) The 9 nm Natural Resources Boundary is the restrict the importation or interstate movement of live animals, meats, animal products, plants, plant products, seaward limit of the submerged lands of Puerto Rico, soil, injurious insects, and associated items that may Texas and the Gulf coast of Florida. It coincides with the introduce or spread plant pests and animal diseases which inner limit of the U.S. outer continental shelf under the may be new to or not widely distributed within the United Outer Continental Shelf Lands Act. States or its territories. Inspectors examine imports at ports of entry as well as the vessel, its stores and crew or (386) passenger baggage. (395) The Service also provides an inspection and Notification of Arrival and Vessel Response Plans certification service for exporters to assist them in (387) A Notification of Arrival (NOA) must be submitted meeting the quarantine requirements of foreign countries. (See Appendix A for a list of ports where agricultural by all U.S. and foreign vessels bound for or departing inspectors are located and inspections conducted.) from ports or places in the United States. (See 33 CFR 160 – Subpart C, chapter 2). Additionally, tank vessels (396) and non-tank vessels are required to submit an oil spill response plan. (See 33 CFR 155 – Subparts D and J, not DEPARTMENT OF COMMERCE contained in this Coast Pilot.) (388) (397) Marine Protected Area (MPA) National Oceanic and Atmospheric Administration (389) Marine ProtectedAreas (MPAs) are particular places (NOAA) (398) The National Oceanic and Atmospheric in ocean, coastal and estuarine ecosystems where vital Administration (NOAA) conducts research and gathers natural and cultural resources are given greater protection data about the global oceans, atmosphere, space and sun, than in surrounding waters. MPAs have been established and applies this knowledge to improve our understanding in the U.S. for more than a century. Currently, there are and stewardship of the environment. over 1,700 MPAs in U.S. marine waters and the Great (399) NOAA provides services to the nation and the public Lakes, with levels of protection ranging from a few \"no- through five major organizations: the National Ocean take\" areas that prohibit all extractive uses to the more common multiple use areas that allow vessel access,

26    ¢    U.S. Coast Pilot 2, Chapter 1   Service; the National Weather Service; the National observed water levels and currents data, tides online Marine Fisheries Service; the National Environmental (including a listing of all water level stations currently in Satellite, Data and Information Service (NESDIS); and storm surge mode), sea levels online, Great Lakes online NOAA Research; and numerous special program units. and PORTS at tidesandcurrents.noaa.gov. In addition, NOAA research and operational activities are (403) PORTS® (Physical Oceanographic Real-Time supported by the Nation’s seventh uniformed service, the System) is a centralized data acquisition and dissemination NOAA Corps, a commissioned officer corps of men and system that provides real-time water levels, currents and women who operate NOAA ships and aircraft and serve other oceanographic and meteorological data from bays in scientific and administrative positions. and harbors. This information is provided via telephone voice response (for most ports) and the Internet. Accurate (400) real-time water level information allows U.S. port authorities and maritime shippers to make sound decisions National Ocean Service (NOS) regarding loading of tonnage (based on available bottom (401) The National Ocean Service's primary concern is clearance), maximizing loads, and limiting passage times, without compromising safety. the health and safety of our Nation's coastal and oceanic (404) There are PORTS in 22 areas of the United States. environment. Within NOS, the Office of Coast Survey The table below lists the ports and the telephone number is responsible for producing and maintaining the suite for voice access to the PORTS data. of over 1000 nautical charts and the Coast Pilots that (405) cover the coastal waters of the U.S. and its territories. Nautical charts are published primarily for the use of Port or Waterway Voice Access Phone Number the mariner but serve the public interest in many other ways. Cartographers in Coast Survey receive and Anchorage, AK 907–428–4200 compile information from a variety of government and Charleston, SC 855–216–2137 non-governmental sources for portrayal on nautical Cherry Point, WA 888–817–7794 charts and the Coast Pilots. In addition, Coast Survey Chesapeake Bay 866–247–6787 hydrographers, as well as private contractors, conduct Columbia River, Lower 888–537–6787 new surveys that are used to update these products. The Delaware River and Bay 866–307–6787 principal facilities of Coast Survey are located at NOAA Houston/Galveston 866–447–6787 headquarters in Silver Spring, MD; Norfolk, VA (Marine Humboldt Bay 855–876–5015 Operations Center Atlantic); and Seattle, WA (Western Lake Charles 888–817–7692 Regional Center). Los Angeles/Long Beach (402) The Center for Operational Oceanographic Mississippi River not available Products and Services (CO-OPS) collects and Mobile Bay, AL 888–817–7767 distributes observations and predictions of water levels Narragansett Bay, RI 877–847–6787 and currents to ensure safe, efficient and environmentally New Haven, CT 866–757–6787 sound maritime commerce. Users can find a variety of 888–807–6787 information, including water level, tidal predictions,

 U.S. Coast Pilot 2, Chapter 1    ¢    27 Port or Waterway Voice Access Phone Number availability of localized prediction tables consult marinas and marine supply companies in your area. New London, CT 855–626–0509 (411) New York/New Jersey Harbor 866–217–6787 888–257–1857 National Weather Service (NWS) Pascagoula, MS 888–257–1859 Sabine Neches 866–727–6787 (412) San Francisco Bay 301–713–9596 (toll) Soo Locks, MI 888–607–6787 National Data Buoy Center Meteorological Buoys 866–827–6787 (413) The National Data Buoy Center (NDBC) deploys Tacoma, WA Tampa Bay, FL moored meteorological buoys that provide weather data directly to the mariner as well as to marine forecasters. (406) Tide Tables are computed annually by NOAA (414) These buoys have a watch circle radius (WCR) of and published in October for the upcoming year. These 2,000 to 4,000 yards from assigned position (AP). In tables include predicted times and heights of high and addition, any mooring in waters deeper than 1,000 feet low waters for every day in the year for a number of will have a floating “loop” or catenary that may be as reference stations and differences for obtaining similar little as 500 feet below the surface. This catenary could predictions for numerous other places. They also include be anywhere within the buoy’s WCR. Any underwater other useful information such as a method of obtaining activity within this radius may contact the mooring, heights of tide at any time, local mean time of sunrise and causing a failure. sunset for various latitudes, reduction of local mean time (415) To avoid cutting or damaging a mooring, mariners to standard time and time of moonrise and moonset for are urged to exercise extreme caution when navigating in various ports. the vicinity of meteorological buoys and to remain well clear of the watch circle. If a mooring is accidentally (407) Caution–When using the Tide Tables, slack water contacted or cut, please notify NDBC at 228-688-2835 should not be confused with high or low water. For ocean or 228-688-2436. stations there is usually little difference between the time (416) For further information relating to these buoys visit of high or low water and the beginning of ebb or flood ndbc.noaa.gov. currents, but for places in narrow channels, landlocked harbors or on tidal rivers, the time of slack current may (417) differ by several hours from the time of high or low water. The relation of the times of high or low water to the Marine Weather Forecasts turning of the current depends upon a number of factors, (418) The NWS provides marine weather forecasts and so that no simple general rule can be given. (To obtain the times of slack water, refer to the Tidal Current Tables.) warnings for the U.S. coastal waters, the Great Lakes, offshore waters and high seas areas. Scheduled marine (408) Tidal Current Tables for the coasts of the United forecasts are issued four times daily from National States are computed annually by NOAA and published Weather Service Offices with local areas of responsibility in October for the upcoming year. These tables include around the United States, Guam, American Samoa and daily predictions of the times of slack water and the times Puerto Rico. (See Appendix A for NWS Offices located and velocities of strength of flood and ebb currents for in the area covered by this Coast Pilot.) a number of waterways, together with differences for (419) Typically, the forecasts contain information on wind obtaining predictions for numerous other places. Also speed and direction, wave heights, visibility, weather included is other useful information such as a method for and a general synopsis of weather patterns affecting obtaining the velocity of current at any time, duration of the region. The forecasts are supplemented with special slack, coastal tidal currents, wind currents, combination marine warnings and statements, radar summaries, marine of currents and current diagrams. Some information on observations, small-craft advisories, gale warnings, the Gulf Stream is included in the tables for the Atlantic storm warnings and various categories of tropical cyclone coast. warnings, e.g., tropical depression, tropical storm and hurricane warnings. Specialized products such as coastal (409) NOAATide Tables and Tidal Current Tables for U.S. flood, seiche, and tsunami warnings, heavy surf advisories, waters contain the text of all active Notice to Mariners low water statements, ice forecasts and outlooks and lake which affect the accuracy and use of tide and tidal current shore warnings and statements are issued as necessary. predictions they contain. (See Appendix A for list of (For further information, go to nws.noaa.gov/om/marine/ NOAA Tide and Tidal Current Tables.) home.htm.) (420) The principal means of disseminating marine (410) Many local publishers and printers throughout the weather services and products in coastal areas is country publish regional and localized tide and tidal NOAA Weather Radio. This network of more than current predictions in booklet, calendar and other formats. 900 transmitters, covering all 50 states, adjacent coastal The data printed in these local and regional publications waters, Puerto Rico, the U.S. Virgin Islands and the is, in many cases, obtained directly from NOAA. For U.S. Pacific Territories, is operated by the NWS and provides continuous broadcasts of weather information for the general public. These broadcasts repeat recorded

28    ¢    U.S. Coast Pilot 2, Chapter 1   (423) NATIONAL WEATHER SERVICE COASTAL WARNING DISPLAYS DAYTIME SIGNALS SMALL CRAFT GALE STORM HURRICANE ADVISORY WARNING WARNING WARNING NIGHT (LIGHT) SIGNALS SMALL CRAFT GALE STORM HURRICANE ADVISORY WARNING WARNING WARNING SMALL CRAFT ADVISORY: An advisory issued by coastal and Great Hawaii (HI), Samoa – Sustained winds 25 knots or greater and seas 10 Lakes Weather Forecast Offices (WFO) for areas included in the feet or greater. Coastal Waters Forecast or Nearshore Marine Forecast (NSH) products. Thresholds governing the issuance of small craft advisories are specific Guam and the Northern Mariana Islands – Sustained winds 22 to 33 knots to geographic areas. A Small Craft Advisory may also be issued when and/or combined seas of 10 feet or more. “Frequent gusts”are typically sea or lake ice exists that could be hazardous to small boats. There is long duration conditions (greater than 2 hours). no precise definition of a small craft. Any vessel that may be adversely affected by Small Craft Advisory criteria should be considered a small For a list of NWS Weather Offices by Region, refer to the following web- craft. Other considerations include the experience of the vessel operator, site: http://www.nws.noaa.gov/organization.php and the type, overall size, and sea worthiness of the vessel. There is no legal definition of “small craft”. The Small Craft Advisory is an advisory in GALE WARNING: To indicate winds within the range 34 to 47 knots are Coastal Waters and Nearshore forecasts for sustained winds, frequent forecast for the area. gusts, or sea/wave conditions, exceeding defined thresholds specific to geographic areas. A Small Craft Advisory may also be issued when sea or STORM WARNING: To indicate winds 48 knots and above, no matter how lake ice exists that could be hazardous to small boats. high the speed, are forecast for the area. However, if the winds are associ- ated with a tropical cyclone (hurricane), the STORM WARNING indicates Eastern (ME to SC, Lake Erie, Lake Ontario) – Sustained winds or that winds within the range 48-63 knots are forecast. frequent gusts ranging between 25 and 33 knots (except 20 to 25 knots, lower threshold area dependent, to 33 knots for harbors, bays, etc.) and/or HURRICANE WARNING: Issued only in connection with a tropical seas or waves 5 to 7 feet and greater, area dependent. cyclone (hurricane) to indicate that winds 64 knots and above are forecast for the area. Central (MN to OH) – Sustained winds or frequent gusts (on the Great Lakes) between 22 and 33 knots inclusive, and/or seas or waves greater NOTE: A “HURRICANE WATCH” is an announcement issued by the than 4 feet. National Weather Service via press and television broadcasts whenever a tropical storm or hurricane becomes a threat to a coastal area. The “Hur- Southern (GA to TX and Caribbean) – Sustained winds of 20 to 33 knots, ricane Watch” announcement is not a warning, rather it indicates that the and/or forecast seas 7 feet or greater that are expected for more than 2 hurricane is near enough that everyone in the area covered by the “Watch” hours. should listen to their radios for subsequent advisories and be ready to take precautionary action in case hurricane warnings are issued. Western (WA..CA) - Sustained winds of 21 to 33 knots, potentially in com- bination with wave heights exceeding 10 feet (or wave steepness values NOTE: A SPECIAL MARINE WARNING is issued whenever a severe local exceeding local thresholds). storm or strong wind of brief duration is imminent and is not covered by ex- isting warnings or advisories. No visual displays will be used in connection Alaska (AK) – Sustained winds or frequent gusts of 23 to 33 knots. A with the Special Marine Warning Bulletin; boaters will be able to receive small craft advisory for rough seas may be issued for sea/wave conditions thesespecial warnings by keeping tuned to a NOAA Weather Radio station deemed locally significant, based on user needs, and should be no lower or to Coast Guard and commercial radio stations that transmit marine than 8 feet. weather information.

 U.S. Coast Pilot 2, Chapter 1    ¢    29 messages every 4 to 6 minutes. Messages are updated Officers (PMOs). PMOs are located in major U.S. port periodically, usually every 2-3 hours and amended as cities where they visit ships in port to assist masters required to include the latest information. When severe and mates with the weather observation program, weather threatens, routine transmissions are interrupted provide instruction on the interpretation of weather and the broadcast is devoted to emergency warnings. (See charts, calibrate barometers and other meteorological Appendix A for NOAA Weather Radio Stations covered instruments and discuss marine weather communications by this Coast Pilot.) and marine weather requirements affecting the ships’ (421) In coastal areas, the programming is tailored to the operations. (For further information on the Voluntary needs of the marine community. Each coastal marine Observing Ship Program and PMOs, go to vos.noaa.gov.) forecast covers a specific area. For example, “Cape Henlopen to Virginia Beach, out 20 miles.” The broadcast (427) range is about 40 miles from the transmitting antenna site, depending on terrain and quality of the receiver used. Space Weather Prediction Center (SWPC) When transmitting antennas are on high ground, the range (428) The Space Weather Prediction Center provides real- is somewhat greater, reaching 60 miles or more. Some receivers are equipped with a warning alert device that time monitoring and forecasting of solar and geophysical can be turned on by means of a tone signal controlled eventsthatimpactsatellites,powergrids,communications, by the NWS office concerned. This signal is transmitted navigation and many other technological systems. (See for 13 seconds preceding an announcement of a severe Space Weather Prediction Center in Appendix A.) weather warning. (422) Marine weather warnings are displayed to small- (429) craft operators and others within sight of the shore by the flags, pennants and lights of the Coastal Warning National Environmental Satellite, Data, and Infor- Display program. These displays are meant to warn the mation Service (NESDIS) public of approaching storm conditions and visually (430) Among its functions, NESDIS archives, processes communicate that citizens should take personal and disseminates the non-real-time meteorological and responsibility for individual safety in the face of an oceanographic data collected by government agencies approaching storm. Anyone observing the signals and private institutions. Marine weather observations are displayed by the program is urged to tune to the NWS collected from ships at sea on a voluntary basis.About one radio broadcasts for the latest information. (See National million observations are received annually at NESDIS’s Weather Service Coastal Warning Displays illustration National Climatic Center. They come from vessels for additional information.) representing every maritime nation. These observations, (424) NWS marine weather products are also disseminated along with land data, are returned to the mariners in to marine users through the broadcast facilities of the the form of climatological summaries and atlases for Coast Guard, Navy and commercial marine radio stations. coastal and ocean areas. They are available in such Details on these broadcasts including times, frequencies NOAA publications as the U.S. Coast Pilot, Mariners and broadcast content are listed on the NWS internet Weather Log and Local Climatological Data, Annual site, Marine Product Dissemination Information, nws. Summary. They also appear in the National Geospatial- noaa.gov/om/marine/home.htm. Intelligence Agency’s Pilot Chart Atlases and Sailing (425) Ships of all nations share equally in the effort to Directions Planning Guides. report weather observations. These reports enable meteorologists to create a detailed picture of wind, (431) wave and weather patterns over the open waters that no other data source can provide and upon which marine DEPARTMENT OF DEFENSE forecasts are based. The effectiveness and reliability of these forecasts and warnings plus other services to the (432) marine community are strongly linked to the observations received from mariners. There is an especially urgent National Geospatial-Intelligence Agency (NGA) need for ship observations in the coastal waters, and the (433) The National Geospatial-Intelligence Agency NWS asks that these be made and transmitted whenever possible. Many storms originate and intensify in coastal provides hydrographic, navigational, topographic, areas. There may be a great difference in both wind and geodetic data, charts, maps and related products direction and speed between the open sea, the offshore and services to the Armed Forces, other Federal waters and on the coast itself. Agencies, the Merchant Marine and mariners in general. (426) Information on how ships, commercial fishermen, Publications include Sailing Directions, List of Lights, offshore industries and others in the coastal zone may Distances Between Ports, Radio Navigational Aids, participate in the marine observation program is available International Code of Signals, American Practical from National Weather Service Port Meteorological Navigator (Bowditch) and Notice to Mariners. (See NGA Procurement Information in Appendix A.) (434) Army Corps of Engineers (435) The U.S. Army Corps of Engineers has charge of the improvement of the rivers and harbors of the United States and of miscellaneous other civil works, which include the administration of certain Federal laws enacted

30    ¢    U.S. Coast Pilot 2, Chapter 1   for the protection and preservation of navigable waters (442) of the United States; the establishment of regulations for the use, administration, and navigation of navigable DEPARTMENT OF HEALTH AND HUMAN SER- waters; the establishment of harbor lines; the removal VICES of sunken vessels obstructing or endangering navigation; and the granting of permits for structures or operations (443) in navigable waters and for discharges and deposits of dredged and fill materials in these waters. Food and Drug Administration (FDA) (436) Restricted areas in most places are defined and (444) UndertheprovisionsoftheControlofCommunicable regulations governing them are established by the USACE. The regulations are enforced by the authority Diseases Regulations (21 CFR 1240) and Interstate designated in the regulations, and the areas are shown Conveyance Sanitation Regulations (21 CFR 1250), on the large-scale charts of the National Ocean Service. vessel companies operating in interstate traffic must Copies of the regulations may be obtained at the District obtain potable water for drinking and culinary purposes offices of the USACE. The regulations also are included only at watering points found acceptable to the FDA. in the appropriate Coast Pilot. Water supplies used in watering point operations must (437) Information concerning the various ports, also be inspected to determine compliance with applicable improvements, channel depths, navigable waters and the Interstate Quarantine Regulations (42 CFR 72). These condition of the Intracoastal Waterways in the areas under regulations are based on authority contained in the Public their jurisdiction may be obtained direct from the District Health Service Act (PL 78–410). Penalties for violation Engineer Offices. (See Appendix A for addresses.) of any regulation prescribed under authority of the Act (438) The USACE has general supervision of location, are provided for under Section 368 (42 USC 271) of the construction and manner of maintenance of all fishtraps, Act. weirs, pounds or other fishing structures in the navigable waters of the United States. Where state and/or local (445) controls are sufficient to regulate these structures, including that they do not interfere with navigation, Vessel Watering Points the USACE leaves such regulation to the state or local (446) FDA annually publishes a list of Acceptable Vessel authority. (See 33 CFR 330 (not carried in this Pilot) for applicable Federal regulations.) Construction permits Watering Points. This list is available from most FDA issued by the Engineers specify the lights and signals offices or from Interstate Travel Sanitation Subprogram required for the safety of navigation. Center for Food Safety andApplied Nutrition, FDA(HFF- (439) Fish havens, artificial reefs constructed to attract 312), 200 C Street SW, Washington, DC 20204. Current fish, can be established in U.S. coastal waters only as status of watering points can be ascertained by contacting authorized by a USACE permit; the permit specifies the any FDA office. (See Appendix A for addresses.) location, extent and depth over these mounds of rubble. (447) (440) Public Health Service Naval Observatory (448) The Public Health Service administers foreign (441) The United States Naval Observatory (USNO) quarantine procedures at U.S. ports of entry. provides a wide range of astronomical data and products (449) All vessels arriving in the United States are subject and serves as the official source of time for the U.S. Department of Defense and a standard of time for to public health inspection. Vessels subject to routine the entire United States. The USNO provides earth boarding for quarantine inspection are only those which orientation products such as the latest 24-hour and 48- have had on board during the 15 days preceding the date hour sets of GPS satellite orbits, the latest determinations of expected arrival or during the period since departure and predictions for polar motion and information for GPS (whichever period of time is shorter) the occurrence of any users. The USNO also maintains a reference for precise death or ill person among passengers or crew (including time (USNO Master Clock) and monitors the GPS those who have disembarked or have been removed). constellation. For extensive information on the USNO The master of a vessel must report such occurrences products available, visit www.usno.navy.mil or contact by immediately by radio to the quarantine station at or telephone at 202-762-1467. nearest the port at which the vessel will arrive. (450) In addition, the master of a vessel carrying 13 or more passengers must report by radio 24 hours before arrival the number of cases (including zero) of diarrhea in passengers and crew recorded in the ship’s medical log during the current cruise. All cases that occur after the 24 hour report must also be reported not less than 4 hours before arrival. (451) Ill person means a person who: (452) <Deleted Paragraph> (452) 1. Has a temperature of 100°F (or 38°C) or greater, accompanied by a rash, glandular swelling or jaundice, or which has persisted for more than 48 hours; or

 U.S. Coast Pilot 2, Chapter 1    ¢    31 (453) 2. Has diarrhea, defined as the occurrence in a 24 administration of the alteration of obstructive bridges; hour period of three or more loose stools or of a greater regulation of drawbridge operations; inspection of vessels than normal (for the person) amount of loose stools. of the Merchant Marine; admeasurement of vessels; documentation of vessels; preparation and publication of (454) <Deleted Paragraph> merchant vessel registers; registration of stack insignia; (454) Vessels arriving at ports under control of the United port security; issuance of Merchant Marine licenses and documents; search and rescue operations; investigation States are subject to sanitary inspection to determine of marine casualties and accidents and suspension whether measures should be applied to prevent the and revocation proceedings; destruction of derelicts; introduction, transmission or spread of communicable operation of aids to navigation; publication of Light disease. Lists and Local Notices to Mariners; and operation of (455) Specific public health laws, regulations, policies ice-breaking facilities. and procedures may be obtained by contacting U.S. (462) Issuance of certificates of registry (more commonly Quarantine Stations, U.S. Consulates or the Chief referred to as Certificates of Documentation) with Program Operations, Division of Quarantine, Centers endorsements indicating eligibility of vessels that for Disease Control, Atlanta, GA 30333. (See Appendix measure at least 5 net tons to engage in various trades A for addresses of U.S. Public Health Service Quarantine for commercial vessels and certain recreational vessels Stations.) that are numbered either by the Coast Guard or by a state (456) <Deleted Paragraph> having an approved numbering system (the latter is the most common) and the administration of the various laws (456) pertaining thereto are functions of the Coast Guard and specifically the National Vessel Documentation Center. DEPARTMENT OF HOMELAND SECURITY Owners of vessels may obtain the necessary information from the National Vessel Documentation Center either by (457) mail to the National Vessel Documentation Center, 792 T.J. Jackson Drive, Falling Waters, WV 25419-9502; via Citizenship and Immigration Services toll free number: 800-799-8362; or via the Internet:uscg. (458) The Immigration and Naturalization Service mil/hq/cg5/nvdc. administers the laws relating to admission, exclusion and (463) deportation of aliens, the registration and fingerprinting of aliens and the naturalization of aliens lawfully resident U.S. Customs and Border Protection in the United States. (464) The U.S. Customs and Border Protection administers (459) The designated ports of entry for aliens are divided into three classes. Class A is for all aliens. Class B is only certain laws relating to: for aliens who at the time of applying for admission are (465) – entry and clearance of vessels and permits for lawfully in possession of valid resident aliens’ border- crossing identification cards or valid nonresident aliens’ certain vessel movements between points in the United border-crossing identification cards or are admissible States without documents under the documentary waivers (466) – prohibitions against coastwise transportation of contained in 8 CFR 212.1(a). Class C is only for aliens passengers and merchandise who are arriving in the United States as crewmen as that (467) – salvage term is defined in Section 101(a) (10) of the Immigration (468) – dredging and towing by foreign vessels and Nationality Act. (The term crewman means a person (469) – certain activities of vessels in the fishing trade serving in any capacity on board a vessel or aircraft.) No (470) – regular and special tonnage taxes on vessels person may enter the United States until he or she has (471) – landing and delivery of foreign merchandise been inspected by an immigration officer. A list of the (including unlading, appraisement, lighterage, drayage, offices covered by this Coast Pilot is given in Appendix warehousing and shipment in bond) A. (472) – collection of customs duties, including duty on imported pleasure boats and yachts and 50% duty on (460) foreign repairs to American vessels engaged in trade (473) – customs treatment of sea and ship's stores while in U.S. Coast Guard port and the baggage of crewmen and passengers (461) The U.S. Coast Guard has among its duties the (474) – illegally imported merchandise (475) – remission of penalties or forfeiture if customs or enforcement of the laws of the United States on the high navigation laws have been violated. seas and in coastal and inland waters of the U.S. and its (476) Customs and Border Protection also cooperates possessions; enforcement of navigation and neutrality with many other Federal agencies in the enforcement laws and regulations; establishment and enforcement of statutes for which they are responsible for. Customs of navigational regulations upon the Inland Waters districts and ports of entry, including customs stations, of the United States, including the establishment of a are listed in Appendix A. demarcation line separating the high seas from waters upon which U.S. navigational rules apply; administration of the Oil PollutionAct of 1990, as amended; establishment and administration of vessel anchorages; approval of bridge locations and clearances over navigable waters;

32    ¢    U.S. Coast Pilot 2, Chapter 1  

 U.S. Coast Pilot 2, Chapter 2    ¢    33 Navigation Regulations (1) This chapter contains extracts from Code of Federal In those regulations where the enforcing agency is not Regulations (CFR) that are of importance to mariners cited or is unclear, recommendations for changes should in the area covered by this Coast Pilot. Sections of little be directed to the following Federal agencies for action: value to the mariner are sometimes omitted. Omitted (29) U.S. Coast Guard: (33 CFR 26, 80, 110, 117, 157, sections are signified by the following [...] 160, 161, 162, 164, 165, 166, 167 and 169); (30) U.S. Army Corps of Engineers: (33 CFR 207 and (2) Extracts from the following titles are contained in 334); this chapter. (31) National Marine Fisheries Service, National Oceanic and Atmospheric Administration: (50 CFR (3) 222, 224 and 226). Title 33 (33 CFR): Navigation and Navigable Waters (32) (4) Part 26–Vessel Bridge-to-Bridge Radiotelephone TITLE 33–NAVIGATION AND NAVIGABLE WA- Regulations TERS (5) Part 80–COLREGS Demarcation Lines (6) Part 110–Anchorage Regulations (33) (7) Part 117–Drawbridge Operation Regulations (8) Part 157–Rules for the Protection of the Marine Part 26–Vessel Bridge-to-Bridge Radiotele- phone Regulations Environment relating to Tank Vessels Carrying Oil in Bulk (34) (9) Part 160–Ports and Waterways Safety-General (10) Part 161–Vessel Traffic Management §26.01 Purpose. (11) Part 162–Inland Waterways Navigation Regulations (35) (a) The purpose of this part is to implement the (12) Part 164–Navigation Safety Regulations (in part) (13) Part 165–Regulated Navigation Areas and Limited provisions of theVessel Bridge-to-Bridge Radiotelephone Access Areas Act. This part– (14) Part 166–Shipping Safety Fairways (36) (1) Requires the use of the vessel bridge-to-bridge (15) Part 167–Offshore Traffic Separation Schemes radiotelephone; (16) Part 169–Mandatory Ship Reporting Systems (37) (2) Provides the Coast Guard’s interpretation of the (17) Part 207–Navigation Regulations meaning of important terms in the Act; (18) Part 334–Danger Zones and Restricted Area (38) (3) Prescribes the procedures for applying for an Regulations exemption from the Act and the regulations issued under the Act and a listing of exemptions. (19) (39) (b) Nothing in this part relieves any person from the obligation of complying with the rules of the road and the Title 40 (40 CFR): Protection of Environment applicable pilot rules. (20) Part 140–Marine Sanitation Device Standard (40) (21) §26.02 Definitions. Title 46 (46 CFR): Shipping (41) For the purpose of this part and interpreting the Act– (22) Part 15–Manning Requirements (42) Act means the “Vessel Bridge-to-Bridge (23) Radiotelephone Act”, 33 U.S.C. sections 1201–1208; (43) Length is measured from end to end over the deck Title 50 (50 CFR): Wildlife and Fisheries (24) Part 222–General Endangered and Threatened excluding sheer; (44) Power-driven vessel means any vessel propelled by Marine Species (25) Part 224–Endangered Marine and Anadromous machinery; and (45) Secretary means the Secretary of the Department in Species (26) Part 226–Designated Critical Habitat which the Coast Guard is operating; (46) Towing vessel means any commercial vessel engaged (27) in towing another vessel astern, alongside, or by pushing Note ahead. (28) These regulations can only be amended by the enforcing agency or other authority cited in the regulations. Accordingly, requests for changes to these regulations should be directed to the appropriate agency for action.

34    ¢    U.S. Coast Pilot 2, Chapter 2   (47) Vessel Traffic Services (VTS) means a service CFR 166.200, to mile 242.4 AHP (Above Head of Passes) implemented under Part 161 of this chapter by the United near Baton Rouge; States Coast Guard designed to improve the safety and (61) (2) The Mississippi River-Gulf Outlet from the efficiency of vessel traffic and to protect the environment. territorial sea boundary, and within the Mississippi The VTS has the capability to interact with marine traffic River-Gulf outlet Safety Fairway specified in 33 CFR and respond to traffic situations developing in the VTS 166.200, to that channel’s junction with the Inner Harbor area. Navigation Canal; and (62) (3) The full length of the Inner Harbor Navigation (48) Vessel Traffic Service Area or VTS Area means the Canal from its junction with the Mississippi River to that geographical area encompassing a specific VTS area of canal’s entry to Lake Pontchartrain at the New Seabrook service as described in Part 161 of this chapter. This area vehicular bridge. of service may be subdivided into sectors for the purpose (63) (f) In addition to the radiotelephone required by of allocating responsibility to individual Vessel Traffic paragraph (b) of this section, each vessel described in Centers or to identify different operating requirements. paragraph (a) of this section while transiting any waters within a Vessel Traffic Service Area, must have on board (49) Note: Although regulatory jurisdiction is limited to a radiotelephone capable of transmitting and receiving the navigable waters of the United States, certain vessels on the VTS designated frequency in Table 161.12(c) will be encouraged or may be required, as a condition of (VTS and VMRS Centers, Call Signs/MMSI, Designated port entry, to report beyond this area to facilitate traffic Frequencies, and Monitoring Areas). management within the VTS area. (64) Note:Asingle VHF-FM radio capable of scanning or sequential monitoring (often referred to as “dual watch” (50) capability) will not meet the requirements for two radios. §26.03 Radiotelephone required. (65) (51) (a) Unless an exemption is granted under §26.09 and §26.04 Use of the designated frequency. except as provided in paragraph (a)(4) of this section, this (66) (a) No person may use the frequency designated part applies to: (52) (1) Every power-driven vessel of 20 meters or over by the Federal Communications Commission under in length while navigating; section 8 of the Act, 33 U.S.C. 1207(a), to transmit any (53) (2) Every vessel of 100 gross tons and upward information other than information necessary for the safe carrying one or more passengers for hire while navigating; navigation of vessels or necessary tests. (54) (3) Every towing vessel of 26 feet or over in length (67) (b) Each person who is required to maintain a while navigating; and listening watch under section 5 of the Act shall, when (55) (4) Every dredge and floating plant engaged in or necessary, transmit and confirm, on the designated near a channel or fairway in operations likely to restrict or frequency, the intentions of his vessel and any other affect navigation of other vessels except for an unmanned information necessary for the safe navigation of vessels. or intermittently manned floating plant under the control (68) (c) Nothing in these regulations may be construed of a dredge. as prohibiting the use of the designated frequency to (56) (b) Every vessel, dredge, or floating plant described communicate with shore stations to obtain or furnish in paragraph (a) of this section must have a radiotelephone information necessary for the safe navigation of vessels. on board capable of operation from its navigational (69) (d) On the navigable waters of the United States, bridge, or in the case of a dredge, from its main control channel 13 (156.65 MHz) is the designated frequency station, and capable of transmitting and receiving on the required to be monitored in accordance with §26.05(a) frequency or frequencies within the 156-162 Mega-Hertz except that in the area prescribed in §26.03(e), channel band using the classes of emissions designated by the 67 (156.375 MHz) is the designated frequency. Federal Communications Commission for the exchange (70) (e) On those navigable waters of the United States of navigational information. within a VTS area, the designated VTS frequency is an (57) (c) The radiotelephone required by paragraph (b) additional designated frequency required to be monitored of this section must be carried on board the described in accordance with §26.05. vessels, dredges, and floating plants upon the navigable waters of the United States. (71) (58) (d) The radiotelephone required by paragraph (b) of this section must be capable of transmitting and receiving §26.05 Use of radiotelephone. on VHF-FM channel 22A (157.1 MHz). (72) Section 5 of the Act states that the radiotelephone (59) (e) While transiting any of the following waters, each vessel described in paragraph (a) of this section also must required by this Act is for the exclusive use of the master have on board a radiotelephone capable of transmitting or person in charge of the vessel, or the person designated and receiving on VHF-FM channel 67 (156.375 MHz): by the master or person in charge to pilot or direct the (60) (1) The lower Mississippi River from the territorial movement of the vessel, who shall maintain a listening sea boundary, and within either the Southwest Pass safety watch on the designated frequency. Nothing herein fairway or the South Pass safety fairway specified in 33 shall be interpreted as precluding the use of portable

 U.S. Coast Pilot 2, Chapter 2    ¢    35 radiotelephone equipment to satisfy the requirements of (86) (b) Each vessel navigating on the Great Lakes as this Act. defined in the Inland Navigational Rules Act of 1980 (33 U.S.C. 2001 et seq.) and to which the Vessel Bridge- (73) to-Bridge Radiotelephone Act (33 U.S.C. 1201–1208) applies is exempt from the requirements in 33 U.S.C. §26.06 Maintenance of radiotelephone; failure of 1203, 1204, and 1205 and the regulations under §§26.03, radiotelephone. 26.04, 26.05, 26.06, and 26.07. Each of these vessels and (74) Section 6 of the Act states– each person to whom 33 U.S.C. 1208(a) applies must (75) (a) Whenever radiotelephone capability is required comply with Articles VII, X, XI, XII, XIII, XV, and by this Act, a vessel’s radiotelephone equipment shall XVI and Technical Regulations 1-9 of “The Agreement be maintained in effective operating condition. If the Between the United States of America and Canada for radiotelephone equipment carried aboard a vessel ceases Promotion of Safety on the Great Lakes by Means of to operate, the master shall exercise due diligence to Radio, 1973.” restore it or cause it to be restored to effective operating condition at the earliest practicable time. The failure of (87) a vessel’s radiotelephone equipment shall not, in itself, constitute a violation of this Act, nor shall it obligate Part 80–COLREGS Demarcation Lines the master of any vessel to moor or anchor his vessel; however, the loss of radiotelephone capability shall be (88) given consideration in the navigation of the vessel. §80.01 General basis and purpose of demarcation (76) lines. (89) (a) The regulations in this part establish the lines §26.07 Communications. of demarcation delineating those waters upon which (77) No person may use the services of, and no person mariners shall comply with the International Regulations for Preventing Collisions at Sea, 1972 (72 COLREGS) may serve as, a person required to maintain a listening and those waters upon which mariners shall comply with watch under section 5 of the Act, 33 U.S.C. 1204, unless the Inland Navigation Rules. the person can communicate in the English language. (90) (b) The waters inside of the lines are Inland Rules waters. The waters outside the lines are COLREGS (78) waters. (91) (c) Geographic coordinates expressed in terms of §26.08 Exemption procedures. latitude or longitude, or both, are not intended for plotting (79) (a) The Commandant has redelegated to the on maps or charts whose referenced horizontal datum is the North American Datum of 1983 (NAD 83), unless Assistant Commandant for Marine Safety, Security such geographic coordinates are expressly labeled NAD and Environmental Protection, U.S. Coast Guard 83. Geographic coordinates without the NAD 83 reference Headquarters, with the reservation that this authority may be plotted on maps or charts referenced to NAD 83 shall not be further redelegated, the authority to grant only after application of the appropriate corrections that exemptions from provisions of the Vessel Bridge-to- are published on the particular map or chart being used. Bridge Radiotelephone Act and this part. (80) (b) Any person may petition for an exemption from (92) any provision of the Act or this part; (81) (c) Each petition must be submitted in writing §80.135 Hull, Mass. to Race Point, Mass. to Commandant (CG–DCO–D), Attn: Deputy for (93) (a) Except inside lines described in this section, the Operations Policy and Capabilities, U.S. Coast Guard Stop 7318, 2703 Martin Luther King Jr. Avenue SE., 72 COLREGS apply on the harbors, bays, and inlets on Washington, DC 20593–7318, and must state: the east coast of Massachusetts from the easternmost (82) (1) The provisions of the Act or this part from which radio tower at Hull, charted in approximate position an exemption is requested; and latitude 42°16.7'N., longitude 70°52.6'W., to Race Point (83) (2) The reasons why marine navigation will not be on Cape Cod. adversely affected if the exemption is granted and if the (94) (b) A line drawn from Canal Breakwater Light 4 exemption relates to a local communication system how south to the shoreline. that system would fully comply with the intent of the concept of the Act but would not conform in detail if the (95) exemption is granted. §80.145 Race Point, Mass., to Watch Hill, R.I. (84) (96) (a) Except inside lines specifically described in this §26.09 List of exemptions. section, the 72 COLREGS shall apply on the sounds, (85) (a) All vessels navigating on those waters governed bays, harbors, and inlets along the coast of Cape Cod and the southern coasts of Massachusetts and Rhode Island by the navigation rules for Great Lakes and their from Race Point to Watch Hill. connecting and tributary waters (33 U.S.C. 241 et seq.) (97) (b)Aline drawn from Nobska Point Light toTarpaulin are exempt from the requirements of the Vessel Bridge- Cove Light on the southeastern side of Naushon Island; to-Bridge Radiotelephone Act and this part until May 6, 1975.

36    ¢    U.S. Coast Pilot 2, Chapter 2   thence from the southernmost tangent of Naushon Island (114) (b) A line drawn from 40°45'47.763\"N., to the easternmost extremity of Nashawena Island; thence 072°45'11.095\"W. (Moriches Inlet Breakwater Light 2) from the southwesternmost extremity of Nashawena to 40°45'49.692\"N., 072°45'21.719\"W. (Moriches Inlet Island to the easternmost extremity of Cuttyhunk Island; Breakwater Light 1). thence from the southwestern tangent of Cuttyhunk Island to the tower on Gooseberry Neck charted in approximate (115) (c) A line drawn from the westernmost point on Fire position 41°29.1'N., 71°02.3'W. Island to the southernmost extremity of the spit of land (98) (c) A line drawn from Sakonnet Breakwater Light at the western end of Oak Beach. 2 tangent to the southernmost part of Sachuest Point charted in approximate position 41°28.5'N., 71°14.8'W. (116) (d) A line drawn from 40°34'23.568\"N., (99) (d) An east-west line drawn through Beavertail Light 073°34'32.364\"W. (Jones Inlet Light) 322° true across between Brenton Point and the Boston Neck shoreline. Jones Inlet to the shoreline. (100) (117) §80.150 Block Island, R.I. §80.165 New York Harbor. (101) The 72 COLREGS shall apply on the harbors of (118) A line drawn from 40°34'56.600\"N., Block Island. 073°45'17.200\"W. (East Rockaway Inlet Breakwater Light) to 40°27'42.177\"N., 074°00'07.309\"W. (Sandy Hook Light). (102) (119) §80.155 Watch Hill, RI to Montauk Point, NY. Part 110–Anchorage Regulations (103) (a) A line drawn from 41°18'13.999\"N., (120) 071°51'30.300\"W. (Watch Hill Light) to East Point on Fishers Island. §110.1 General. (104) (b)Aline drawn from Race Point to 41°14'36.509\"N., (121) (a) The areas described in subpart A of this part are 072°02'49.676\"W. (Race Rock Light); thence to 41°12'22.900\"N., 072°06'24.700\"W. (Little Gull Island designated as special anchorage areas for the purposes of Light) thence to East Point on Plum Island. rule 30 (33 CFR 83.30) and rule 35 (33 CFR 83.35) of the (105) (c) A line drawn from 41°10'16.704\"N., Inland Navigation Rules, 33 CFR Chapter I, Subchapter 072°12'21.684\"W. (Plum Island Harbor East Dolphin E. Vessels of less than 20 meters in length; and barges, Light) to 41°10'17.262\"N., 072°12'23.796\"W. (Plum canal boats, scows, or other nondescript craft, are not Island Harbor West Dolphin Light). required to sound signals required by rule 35 of the Inland (106) (d) A line drawn from 41°10'25.745\"N., Navigation Rules. Vessels of less than 20 meters are not 072°12'42.137\"W. (Plum Gut Light) to 41°09'48.393\"N., required to exhibit anchor lights or shapes required by 072°13'25.014\"W. (Orient Point Light); thence to Orient rule 30 of the Inland Navigation Rules. Point. (122) (b) The anchorage grounds for vessels described in (107) (e) A line drawn from 41°06'35.100\"N., Subpart B of this part are established, and the rules and 072°18'21.400\"W. (Long Beach Bar Light) to Cornelius regulations in relation thereto adopted, pursuant to the Point. authority contained in section 7 of the act of March 4, (108) (f) A line drawn from 41°04'12.000\"N., 1915, as amended (38 Stat. 1053; 33 U.S.C. 471). 072°16'48.000\"W. (Coecles Harbor Entrance Light) to (123) (c) All bearings in the part are referred to true Sungic Point. meridian. (124) (d) Geographic coordinates expressed in terms of (109) (g) A line drawn from Nicholl Point to latitude or longitude, or both, are not intended for plotting 41°02'25.166\"N., 072°15'42.971\"W. (Cedar Island Light on maps or charts whose referenced horizontal datum is 3CI). the North American Datum of 1983 (NAD 83), unless such geographic coordinates are expressly labeled NAD (110) (h) A line drawn from 41°02'06.060\"N., 83. Geographic coordinates without the NAD 83 reference 072°11'19.560\"W. (Threemile Harbor West Breakwater may be plotted on maps or charts referenced to NAD 83 Light) to 41°02'05.580\"N., 072°11'15.777\"W. (Threemile only after application of the appropriate corrections that Harbor East Breakwater Light). are published on the particular map or chart being used. (111) (i) A line drawn from 41°04'44.210\"N., (125) 071°56'20.308\"W. (Montauk West Jetty Light 2) to 41°04'46.095\"N., 071°56'14.168\"W. (Montauk East §110.1a Anchorages under Ports and Waterways Jetty Light 1). Safety Act. (126) (a) The anchorages listed in this section are regulated (112) under the Ports and Waterways Safety Act (33 U.S.C. 1221 et seq.): §80.160 Montauk Point, NY to Atlantic Beach, NY. (127) (1) Section 110.155 Port of New York. (113) (a) A line drawn from the 40°50'17.952\"N., (128) (2) [Reserved] (129) (b) [Reserved] 072°28'29.010\"W. (Shinnecock Inlet Breakwater Light 2) to 40°50'23.490\"N., 072°28'40.122\"W. (Shinnecock Inlet Breakwater Light 1).

 U.S. Coast Pilot 2, Chapter 2    ¢    37 (130) (154) Subpart A–Special Anchorage Areas §110.46 Newport Harbor, Newport, R.I. (155) (a) Area No. 1. The waters of Brenton Cove south of (131) a line extending from §110.38 Edgartown Harbor, Mass. (156) 41°28'50\"N., 71°18'58\"W.; to (132) An area in the inner harbor easterly of the project (157) 41°28'45\"N., 71°20'08\"W.; thence along the channel and south of Chappaquiddick Point bounded as shoreline to the point of beginning. follows: Beginning at (158) (b) Area No. 2. The waters east of Goat Island (133) 41°23'19\"N., 70°30'32\"W.; thence along the shore to (134) 41°22'52\"N., 70°30'12\"W.; thence beginning at a point bearing 090°, 245 yards from Goat (135) 287°30', 1,600 feet; thence Island Shoal Light; thence (136) 327°30', 700 feet; thence (159) 007°, 505 yards; thence (137) 359°, 800 feet; thence (160) 054°, 90 yards; thence (138) 024°15', approximately 900 feet to the point of (161) 086°, 330 yards; thence beginning. (162) 122°, 90 yards; thence (139) NOTE: The area is reserved for yachts and other (163) 179°, 290 yards; thence small recreational craft. Fore and aft moorings and (164) 228°, 380 yards; thence temporary floats or buoys for marking anchors in place (165) 270°, 250 yards to the point of beginning. will be allowed. All moorings shall be so placed that no (166) (c) Area No. 3. The waters north of Goat Island vessel when anchored shall extend into waters beyond Causeway Bridge beginning at Newport Harbor Light; the limits of the area. Fixed mooring piles or stakes are thence 023° to the southwest corner of Anchorage prohibited. E; thence 081° following the southerly boundary of Anchorage E to the shoreline; thence south along the (140) shoreline to the east foot of the Goat Island Causeway Bridge; thence west following Goat Island Causeway §110.40 Silver Beach Harbor, North Falmouth, Mass. Bridge to the shoreline of Goat Island; thence north (141) All the waters of the harbor northward of the inner following the east shore of Goat Island to the point of beginning. end of the entrance channel. (167) (142) §110.47 Little Narragansett Bay,Watch Hill, R.I. §110.45 Onset Bay, Mass. (168) All of the navigable waters of Watch Hill Cove (143) Northerly of a line extending from the northernmost southeasterly of a line beginning at the shore end of the point of Onset Island to the easternmost point of Wickets United States project groin on the southerly shore of the Island; easterly of a line extending from the easternmost cove and running 41°30' true, to the northerly shore of point of Wickets Island to the southwest extremity of the cove at a point about 200 feet west of the west side Point Independence; southerly of the shoreline; and of the shore end of Meadow Lane, with the exception of westerly of the shore line and of a line bearing due north a 100-foot wide channel running from the westerly end from the northernmost point of Onset Island. of the cove in a southeasterly direction to the Watch Hill Yacht Club pier, thence along in front of the piers on the (144) easterly side of the cove northerly to the shore at the north end of the cove. §110.45a Mattapoisett Harbor, Mattapoisett, Mass. (145) (a) Area No. 1 beginning at a point on the shore at (169) (146) 41°39'23\"N., 70°48'50\"W.; thence 138.5°T. to (147) 41°38'45\"N., 70°48'02\"W.; thence 031°T. to §110.48 Thompson Cove on east side of Pawcatuck (148) 41°39'02\"N., 70°47'48\"W.; thence along the shore River below Westerly, R.I. (170) Eastward of a line extending from the channelward to the point of beginning. end of Thompson Dock at the northern end of Thompson (149) (b) Area No. 2 beginning at a point on the shore at Cove 184° to the shore at the southern end of Thompson (150) 41°39'24\"N., 70°49'02\"W.; thence 142.5°T to Cove. (151) 41°38'10\"N., 70°47'45\"W.; thence 219°T. to (152) 41°37'54\"N., 70°48'02\"W.; thence along the shore (171) to the point of beginning. §110.50 Stonington Harbor, Conn. (153) NOTE: Administration of the Special Anchorage (172) (a) Area No. 1. Beginning at the southeastern tip Area is exercised by the Harbormaster, Town of of Wamphassuc Point; thence to the northwesterly Mattapoisett pursuant to a local ordinance. The town end of Stonington Inner Breakwater; thence along the of Mattapoisett will install and maintain suitable breakwater to navigational aids to mark the perimeter of the anchorage (173) 71°54'50.5\"W.; thence to area. (174) 41°20'25.3\"N., 71°54'50.5\"W.; thence to a point on the shoreline at

38    ¢    U.S. Coast Pilot 2, Chapter 2   (175) 41°20'32\"N., 71°54'54.8\"W.; thence along the (204) 41°19'25\"N., 71°58'59\"W.; thence to shoreline to the point of beginning. (205) 41°19'33\"N., 71°58'58\"W.; thence to the point of (176) (b) Area No. 2. Beginning at a point on the shoreline beginning. at (206) NOTE: The areas will be principally for use by (177) 41°19'55.8\"N., 71°54'28.9\"W.; thence to yachts and other recreational craft. Temporary floats (178) 41°19'55.8\"N., 71°54'37.1\"W.; thence to or buoys for marking anchors will be allowed. Fixed (179) 41°20'01.6\"N., 71°54'38.8\"W.; thence to mooring piles or stakes are prohibited. All moorings shall (180) 41°20'02.0\"N., 71°54'34.3\"W.; thence along the be so placed that no vessel, when anchored, shall at any time extend beyond the limits of the areas. The anchoring shoreline to the point of beginning. of vessels and the placing of temporary moorings will be (181) (c) Area No. 3. Beginning at a point on the shoreline under the jurisdiction and at the discretion of the local Harbor Master. at (182) 41°20'29.5\"N., 71°54'43.0\"W.; thence to (207) (183) 41°20'25.6\"N., 71°54'48.5\"W.; thence to (184) 41°20'10.7\"N., 71°54'48.5\"W.; thence to the §110.50c Mumford Cove, Groton, Conn. (208) (a) Area No. 1. Beginning at a point on the easterly shoreline at (185) 41°20'10.7\"N.; thence along the shoreline to the shore of Mumford Cove at (209) 41°19'36\"N., 72°01'06\"W.; to point of beginning. (210) 41°19'30\"N., 72°01'04\"W.; thence to the shore at (186) NOTE: A fixed mooring stake or pile is prohibited. (211) 41°19'31\"N., 72°01'00\"W.; and thence along the The General Statutes of the State of Connecticut shoreline to the point of beginning. authorizes the Harbor Master of Stonington to station (212) (b) Area No. 2. Beginning at a point on the easterly and control a vessel in the harbor. shore of Mumford Cove at (187) (213) 41°19'15.0\"N., 72°00'54.0\"W.; thence to (214) 41°19'14.5\"N., 72°00'59.0\"W.; thence to §110.50a Fishers Island Sound, Stonington, Conn. (215) 41°19'11.0\"N., 72°00'58.0\"W.; thence to (188) An area on the east side of Mason Island bounded as (216) 41°19'10.0\"N., 72°00'54.0\"W.; thence to (217) 41°19'12.5\"N., 72°00'52.0\"W.; thence to follows: (218) 41°19'14.0\"N., 72°00'55.0\"W.; and thence to the (189) Beginning at the shore line on the easterly side of point of beginning. Mason Island at (219) NOTE: The areas are principally for use by yachts (190) 41°20'06\"N.; thence due east about 600 feet to (191) 41°20'06\"N., 71°57'37\"W.; thence due south about and other recreational craft. Temporary floats or buoys for marking anchors will be allowed. Fixed mooring piles 2,400 feet to or stakes will be prohibited. The anchoring of vessels (192) 41°19'42\"N., 71°57'37\"W.; thence due west about and placing of temporary moorings will be under the jurisdiction, and at the discretion, of the local Harbor 1,000 feet to the shore line on the easterly side of Mason Master. Island at (193) 41°19'42\"N.; thence along the shore line to the point (220) of beginning. (194) NOTE: The area will be principally for use by yachts §110.50d Mystic Harbor, Noank, Conn. and other recreational craft. Temporary floats or buoys for (221) (a) The area comprises that portion of the harbor off marking anchors will be allowed. Fixed mooring piles or stakes will be prohibited. The anchoring of vessels the easterly side of Morgan Point beginning at a point at and the placing of temporary moorings will be under the (222) 41°19'15.0\"N., 71°59'13.5\"W.; thence to jurisdiction and the discretion of the local Harbor Master. (223) 41°19'15.0\"N., 71°59'00.0\"W.; thence to (224) 41°19'02.5\"N., 71°59'00.0\"W.; thence to (195) (225) 41°19'06.0\"N., 71°59'13.5\"W.; and thence to the §110.50b Mystic Harbor, Groton and Stonington, point of beginning. Conn. (226) (b) The following requirements shall govern this (196) (a) Area No. 1. Beginning at Ram Point on the westerly side of Mason Island at special anchorage area: (197) 41°19'44\"N., 71°58'42\"W.; thence to (227) (1) The area will be principally for use by yachts and (198) 41°19'30\"N., 71°58'43\"W.; thence to (199) 41°19'36\"N., 71°58'58\"W.; thence to other recreational craft. (200) 41°19'45\"N., 71°58'56\"W.; thence to the point of (228) (2) Temporary floats or buoys for marking anchors beginning. (201) (b) Area No. 2. Beginning at a point about 250 feet will be allowed but fixed piles or stakes are prohibited. southerly of Area 1 and on line with the easterly limit of All moorings shall be so placed that no vessel, when Area 1 at anchored, shall extend beyond the limits of the area. (202) 41°19'27\"N., 71°58'44\"W.; thence to (229) (3) The anchoring of vessels and the placing of (203) 41°19'19\"N., 71°58'45\"W.; thence to temporary moorings shall be under the jurisdiction and at the discretion of the local harbor master, Noank, Conn.

 U.S. Coast Pilot 2, Chapter 2    ¢    39 (230) Academy and Academy-related boats. Temporary floats or buoys for marking anchors may be used. The §110.51 Groton, Conn. anchoring of vessels and the placing of moorings will be (231) The waters between an unnamed cove and Pine under the jurisdiction and at the discretion of the Chief, Waterfront Branch, U.S. Coast Guard Academy, New Island. (a) Beginning at a point on the shoreline of Avery London, Connecticut. Point at (248) (d) Area No. 4. An area in the western part of the (232) 41°19'01.4\"N., 72°03'42.8\"W.; thence to a point in Thames River, north of the highway bridge, bounded the cove at as follows: Beginning at a point 125 yards north of the (233) 41°19'02.5\"N., 72°03'36.2\"W.; thence southeasterly highway bridge at to a point at (249) 41°21'56\"N., 72°05'32\"W.; thence easterly to (234) 41°18'56.2\"N., 72°03'34.2\"W.; thence northeasterly (250) 41°21'56\"N., 72°05'27\"W.; thence northerly to to (251) 41°22'12\"N., 72°05'27\"W.; thence westerly to (235) 41°19'02.5\"N., 72°03'19.2\"W.; thence terminating (252) 41°22'12\"N., 72°05'47\"W.; thence southeasterly to at the tip of Jupiter Point at (253) 41°22'02\"N., 72°05'40\"W.; thence downriver along (236) 41°19'04.4\"N., 72°03'19.7\"W. DATUM: NAD 83 the charted foul grounds to the point of beginning. (237) (b) Beginning at a point on the shoreline of Pine Island at (254) (238) 41°18'47.1\"N., 72°03'36.8\"W.; thence northerly to (239) 41°18'54.1\"N., 72°03'35.4\"W.; thence northeasterly §110.53 Niantic, Conn. to a point at (255) Beginning on the shoreline at (240) 41°19'01.2\"N., 72°03'19.3\"W.; thence terminating (256) 41°18'25.3\"N., 72°12'16.3\"W.; thence to at a point at (257) 41°18'23.3\"N., 72°12'11.6\"W.; thence to (241) 41°18'54.0\"N., 72°03'17.5\"W. DATUM NAD 83 (258) 41°18'50.7\"N., 72°11'51.5\"W.; thence to the shore at (242) NOTE: The areas designated by (a) and (b) are (259) 41°18'56.5\"N., 72°12'05.6\"W.; thence along the principally for the use of recreational vessels. Vessels shall be anchored so that no part of the vessel obstructs shoreline to the point of beginning. the 135 foot wide channel. Temporary floats or buoys (260) NOTE: This area is for public use, principally for for marking the location of the anchor of a vessel at anchor may be used. Fixed mooring pilings or stakes are vessels used for a recreational purpose. A temporary float prohibited. or buoy for marking the location of the anchor of a vessel at anchor may be used. Fixed mooring piles or stakes are (243) prohibited. §110.52 Thames River, New London, Conn. (261) (244) (a) Area No. 1. An area in the westerly part of Greens §110.54 Long Island Sound, on west side of en- Harbor bounded as follows: Beginning at a point on the trance to Pataguanset River, Conn. shore 100 yards southeasterly of the southerly side of (262) An area east of Giants Neck (formerly known as Thames Street extended; thence 84°, 420 yards; thence Grant Neck) described as follows: Beginning at a point 156°, 425 yards; thence 240°, 210 yards to the shore; bearing and thence northwesterly along the shore to the point of (263) 114°, 75 feet, from the outer end of the breakwater beginning. at the south end of Giants Neck; thence (245) (b) Area No. 2. An area in the westerly part of Greens (264) 90°, 1,050 feet; thence Harbor bounded as follows: Beginning at a point on the (265) 22°17'30\", 2,140 feet; thence shore 15 yards southeasterly of the southerly side of (266) 283°27'15.5\", 240 feet; thence Converse Place extended; thence 54°, 170 yards; thence (267) 220°36'39\", 1,252.6 feet; thence 114°30', 550 yards; thence 266°30', 250 yards; thence (268) 295°23'16.5\", 326.5 feet; thence 234°, 230 yards, to the shore; and thence northwesterly (269) 269°02'42.6\", 240 feet; thence along the shore to the point of beginning. (270) 261°46'50.9\", 181.9 feet; thence (246) (c) Area No. 3. An area on the westerly side of the (271) 226°28'07.7\", 275.9 feet; thence Thames River in the vicinity of Jacobs Rock, the location (272) 147°43'27.7\", 449.4 feet; thence of the U.S. Coast Guard Academy Sailing Center, (273) 238°01'35.8\", 379.6 feet; and thence approximately bounded as follows: Beginning at the point on the shore (274) 156°31'05.8\", 462.11 feet, to the point of beginning. where the north side of the Jacobs Rock causeway meets the western shoreline; thence northerly along the western (275) shore of the Thames River a distance of 200 yards; thence 090°, 240 yards; thence 180°, 200 yards to the Jacobs §110.55 Connecticut River, Conn. Rock causeway; thence westerly along the causeway to (276) (a) West of Calves Island at Old Saybrook. Beginning the point of beginning. (247) Note: The area designated by paragraph (c) of this at a point bearing section is principally for the use of U.S. Coast Guard (277) 254°09'16\", 153 yards, from Calves Island 20 Light; thence (278) 157°, 1,037 yards; thence (279) 175°, 150 yards; thence (280) 265°, 250 yards; thence

40    ¢    U.S. Coast Pilot 2, Chapter 2   (281) 350°, 660 yards; thence (316) NOTE: The areas designated by paragraphs (d) and (e) of this section are principally for use by yachts and (282) 337°, 460 yards; and thence approximately other recreational craft. Fore and aft moorings will be allowed. Temporary floats or buoys for marking anchors (283) 67°, 135 yards, to the point of beginning. in place will be allowed. Fixed mooring piles or stakes are prohibited. All moorings shall be so placed that no vessel, (284) (a–1) Area No. 1, at Essex. Beginning at a point when anchored, shall at any time extend beyond the limits of the areas. The anchoring of vessels and placing of on the shore on the west side of Haydens Point bearing mooring floats or buoys will be under the jurisdiction, and at the discretion of the local Harbor Master. Area 2 approximately 211°, 270 yards, from Haydens Point will not be used during the shad fishing season. Light; thence (317) (e–1) Area No. 1 at Chester. Beginning at a point about 600 feet southeasterly of the entrance of Chester (285) 270°, 160 yards; thence Creek, at (286) 000°, 140 yards; thence (318) 41°24'23\"N., 72°25'41\"W.; to (319) 41°24'05\"N., 72°25'41\"W.; to (287) 300°, 190 yards; thence (320) 41°24'05\"N., 72°25'32\"W.; to (321) 41°24'23\"N., 72°25'32\"W.; thence due west about (288) 330°, 400 yards; thence 600 feet to the point of beginning. (289) 090°, 60 yards; thence (322) NOTE: The area is principally for use by yachts and (290) 150°, 350 yards; thence other recreational craft.Amooring buoy is allowed. Fixed mooring piles or stakes are prohibited. (291) 120°, about 434 yards to a point on the shore; thence (323) (e–2) Area No. 2 at Chester. That area south of latitude 41°24'43.9\", west of longitude 72°25'35\", north along the shore to the point of beginning. of latitude 41°24'33.4\", and east of longitude 72°25'40.8\". (324) NOTE: Area No. 2 may not be used during the shad (292) (b) Area No. 2, at Essex. Beginning at fishing season, April 1 to June 15, inclusive. A mooring (293) 41°21'22\"N., 72°22'53\"W.; thence buoy is permitted at other times. Fixed mooring piles or (294) 205°30', 375 yards; thence stakes are prohibited. (295) 194°31', 100 yards; thence (325) (f) Vicinity of Mouse Island Bar below Portland. On (296) 185°00', 440 yards; thence the north side of the river shoreward of lines described as (297) 153°30', 80 yards; thence follows: (298) 121°00', 220 yards; thence (326) (1) Beginning at a point bearing 02°, 175 yards, (299) 000°00', approximately 1060 yards to the point of from Mouse Island 73 Light; thence 270°, 480 yards; and thence due north, approximately 230 yards, to the beginning. shore. (327) (2) Beginning at the said point bearing 02°, 175 (300) NOTE: The area will be principally for use by yards, from Mouse Island 73 Light; thence 70°, 400 yachts and other recreational craft. Temporary floats yards; and thence 350°, approximately 250 yards, to the or buoys for marking anchors will be allowed. Fixed shore. (328) (g) Area at Portland. Beginning at a point on the mooring piles or stakes are prohibited. The anchoring of shore, about 700 feet southeasterly from the easterly end of the New York, New Haven and Hartford Railroad vessels and the placing of temporary moorings will be Company bridge at (329) 41°33'55\", 72°38'43\"; thence 250° to under the jurisdiction and at the discretion of the local (330) 41°33'54\", 72°38'46\"; thence 160° to (331) 41°33'48\", 72°38'43\"; thence 145° to Harbor Master. (332) 41°33'44\", 72°38'39\"; thence 055° to a point on the shore at (301) (c) West of Brockway Island at Essex. That portion of (333) 41°33'47\", 72°38'32\"; thence along the shore to the point of beginning. the waters northwest of a line ranging 238° from latitude (334) NOTE: The area will be principally for use by 41°22'20.7\", longitude 72°22'49.8\" to the shoreline; yachts and other recreational craft. Temporary floats southwest of a line connecting a point at latitude or buoys for marking anchors will be allowed. Fixed 41°22'20.7\", longitude 72°22'49.8\" and a point at latitude mooring piles or stakes are prohibited. All moorings shall 41°22'28.2\", longitude 72°22'56\"; and southeast of a be so placed that no vessel, when anchored, shall at any line ranging 238° from latitude 41°22'28.2\", longitude time extend beyond the limit of the area or closer than 72°22'56\" to the shoreline. 50 feet to the Federal channel limit. The anchoring of (302) NOTE: This area is principally for vessels used for a recreational purpose. A mooring buoy is permitted. Fixed mooring piles or stakes are prohibited. (303) (d) Area No. 1, at Eddy Rock Light. Beginning at (304) 41°26'38\"N., 72°27'37\"W.; to (305) 41°26'12\"N., 72°27'18\"W.; to (306) 41°26'11\"N., 72°27'22\"W.; to (307) 41°26'23\"N., 72°27'42\"W.; to (308) 41°26'36\"N., 72°27'43\"W.; thence extending to the point of beginning. (309) (e) Area No. 2, at Lord Island. Beginning at (310) 41°26'11\"N., 72°27'16\"W.; thence to (311) 41°26'03\"N., 72°27'02\"W.; thence to (312) 41°25'59\"N., 72°26'51\"W.; thence to (313) 41°25'58\"N., 72°26'52\"W.; thence to (314) 41°26'05\"N., 72°27'11\"W.; thence to (315) 41°26'10\"N., 72°27'20\"W.; thence extending to the point of beginning.

 U.S. Coast Pilot 2, Chapter 2    ¢    41 vessels and the placing of temporary moorings will be (342) Note to § 110.55b: All coordinates referenced use under the jurisdiction, and at the discretion of the local datum NAD 83. All anchoring in the areas is under the Harbor Master. supervision of the town of Old Saybrook Harbor Master or other such authority as may be designated by the (335) authorities of the town of Old Saybrook, Connecticut. Mariners using these special anchorage areas are §110.55a Five Mile River, Norwalk and Darien, Conn. encouraged to contact local and state authorities, such (336) The water area of the Five Mile River beginning as the local harbormaster, to ensure compliance with any additional applicable state and local laws. This area is at a point on the southeast shore of Butler Island at principally for use by recreational craft. Temporary floats 41°03'27.5\"N., 73°26'52\"W.; thence following the or buoys for marking anchors or moorings in place are shoreline northerly along the westerly side of Five Mile allowed in this area. Fixed mooring piles or stakes are River to the highway bridge at Route 136 (White Bridge); not allowed. All moorings or anchors shall be placed well thence easterly along the southerly side of the highway within the anchorage areas so that no portion of the hull or bridge to the easterly side of Five Mile River; thence rigging will at any time extend outside of the anchorage. following the shoreline southerly along the easterly side of Five Mile River to a point on the southwest shore at (343) Rowayton at 41°03'30\"N., 73°26'47\"W., thence 242° to the point of beginning, except those areas within the §110.56 Noroton Harbor, Darien, Conn. designated project channel as shown by dotted lines (344) (a) Beginning at a point on the southwesterly side of on the Five Mile River on Chart No. 12368 (formerly C and GS Chart No. 221) issued by National Oceanic Long Neck Point at and Atmospheric Administration, U.S. Department of (345) 41°02'10\"N., 73°28'44\"W.; thence northwesterly to Commerce. (346) 41°02'17\"N., 73°29'11\"W.; thence in a north- (337) NOTE: Under an Act of the Connecticut State Legislature the harbor superintendent, appointed by the northwesterly direction to the southeast side of Pratt Five Mile River Commission, may control moorings and Island at navigation including preventing vessels from anchoring (347) 41°02'28\"N., 73°29'17\"W.; thence following the in the Federal project channel. shoreline around the easterly and northerly sides of Pratt Island, the westerly and northerly sides of Pratt (338) Cove, and the westerly side of the Darien River to the causeway and dam at Gorham Pond on the north; thence § 110.55b Connecticut River, Old Saybrook, Con- along the downstream side of the causeway and dam to necticut. the easterly side of the Darien River, thence along the (339) (a) Special anchorage area A. All of the waters easterly shoreline to the point of beginning. enclosed by a line beginning at latitude 41°19'54.75\"N., (348) NOTE: An ordinance of the town of Darien, Conn. longitude 072°21'08.40\"W.; thence to latitude requires the Darien Harbor Master’s approval of the 41°19'21.50\"N., longitude 072°20'49.65\"W.; thence to location and type of any mooring placed in this special latitude 41°19'17.80\"N., longitude 072°20'49.25\"W.; anchorage area. thence to latitude 41°19'17.05\"N., longitude 72°20'59\"W.; thence to latitude 41°19'25.40\"N., longitude (349) 72°21'00.95\"W.; thence to latitude 41°19'29.50\"N., longitude 72°21'17.60\"W.; thence to latitude §110.58 Cos Cob Harbor, Greenwich, Conn. 41°19'35.40\"N., longitude 72°21'22.90\"W.; thence to (350) (a) Area A. Beginning at the mean low water line latitude 41°19'52.35\"N., longitude 72°21'26.10\"W.; thence to the point of beginning. about 2,800 feet downstream from the easterly end of the (340) (b) Special anchorage area B. All of the waters New York, New Haven and Hartford Railroad Bridge at enclosed by a line beginning at latitude 41°17'26\"N., (351) 41°01'23\"N., 73°35'40\"W.; thence to longitude 072°21'04\"W.; thence to latitude (352) 41°01'23\"N., 73°35'42\"W.; thence to 41°17'24.60\"N., longitude 072°21'16\"W.; thence to (353) 41°01'02\"N., 73°35'50\"W.; thence to latitude 41°17'20\"N., longitude 072°21'09\"W.; thence (354) 41°01'02\"N., 73°35'48\"W.; thence extending along to latitude 41°17'16\"N., longitude 072°21'05\"W.; thence the mean low water line to the point of beginning. to latitude 41°17'16\"N., longitude 072°21'03\"W.; thence (355) (b) Area B. Beginning at the mean low water line to latitude 41°17'21.5\"N., longitude 072°21'04.5\"W.; about 700 feet downstream from the westerly end of the thence to the point of beginning. New York, New Haven and Hartford Railroad Bridge at (341) (c) Special anchorage area C. All of the waters (356) 41°01'42\"N., 73°35'47\"W.; thence to enclosed by a line beginning at latitude 41°17'27\"N., (357) 41°01'42\"N., 73°35'45\"W.; thence to longitude 072°21'35\"W.; thence to latitude 41°17'24\"N., (358) 41°01'23\"N., 73°35'44\"W.; thence to longitude 072°22'01\"W.; thence to latitude 41°17'16\"N., (359) 41°01'04\"N., 73°35'52\"W.; thence to longitude 072°22'00\"W.; thence to latitude 41°17'19\"N., (360) 41°01'02\"N., 73°35'55\"W.; thence to longitude 072°21'33\"W.; thence to the point of beginning. (361) 41°01'02\"N., 73°36'00\"W.; thence to (362) 41°01'05\"N., 73°36'00\"W.; thence along the mean low water line to the point of beginning.

42    ¢    U.S. Coast Pilot 2, Chapter 2   (363) NOTE: The areas are principally for use by yachts (376) 40°52'35.5\"N., 73°32'17\"W.; thence to and other recreational craft. Temporary floats or buoys (377) 40°52'59.5\"N., 73°32'18\"W.; thence to for marking anchors will be allowed. Fixed mooring (378) 40°53'00\"N., 73°30'53\"W.; thence to piles or stakes are prohibited. The anchoring of vessels (379) 40°52'39\"N., 73°30'54\"W.; thence to the shoreline at and placing of temporary moorings will be under the (380) 40°52'25\"N., 73°31'18\"W.; thence following the jurisdiction, and at the discretion of the local Harbor Master. All moorings shall be so placed that no moored shoreline to the point of beginning. vessels will extend into the waters beyond the limits of the (381) (g) Harbor of Oyster Bay, New York, Moses Point to areas or closer than 50 feet to the Federal channel limits. Brickyard Point. That portion of the waters of the Harbor (364) of Oyster Bay enclosed by a line beginning at Moses Point on Centre Island at §110.59 Eastern Long Island, NY. (382) 40°53'11\"N., 73°31'14\"W.; thence to (365) (a) Huntington Harbor. Beginning on the shoreline at (383) 40°53'02\"N., 73°31'22\"W.; thence to (384) 40°53'02\"N., 73°32'00\"W.; thence to Brickyard 40°54'19.5\"N., 73°26'07.9\"W.; thence to 40°54'19.5\"N., Point on Centre Island at 73°26'02.4\"W.; thence along the eastern shoreline to the (385) 40°53'06\"N., 73°32'00\"W.; thence following the Mill Dam Road Bridge; thence along the downstream shoreline to the point of beginning. side of the bridge to the westerly side of Huntington (386) Note: The anchoring of vessels and placement of Harbor; thence along the western shoreline to the point temporary moorings in anchorage areas described in of beginning. paragraph (g) of this section will be under the jurisdiction (366) (b) Centerport Harbor. Beginning at the shoreline of the local Harbormaster appointed in accordance with at 40°54'00\"N., 73°22'55.3\"W.; thence to 40°54'03.8\"N., Article 12 of the Village Ordinance of the Village of 73°22'52.1\"W.; thence along the eastern shoreline to the Centre Island, New York. Mill Dam Bridge; thence along the downstream side of the (387) (h) Coecles Harbor at Shelter Island, New York. bridge to the westerly side of Centerport Harbor; thence That portion of Coecles Harbor bounded on the North along the western shoreline to the point of beginning. by a line drawn between the northernmost point of land (367) (c) Northport Harbor. Beginning on the shoreline at at Sungic Point and 41°04'09\"N., 72°17'54\"W., thence (368) 40°54′25″N., 73°22′05″W.; thence to eastward along the shoreline to the point of origin. (369) 40°54′37.5″N., 73°21′32.9″ W.; thence along the (388) (i) West Neck Harbor at Shelter Island, New York. eastern shoreline to That portion of West Neck Harbor bounded on the North (370) 40°53′33.1″N., 73°21′28.2″W.; thence to by a line drawn between 41°02'48\"N., 72°20'27\"W. (371) 40°53′25.8″N., 73°21′37.7″W.; thence along the and a point on Shell Beach located at 41°02'29\"N., shoreline to the point of beginning. 72°20'59\"W.; thence eastward along the shoreline to the (372) Note: The areas designated by paragraphs (a), (b), point of origin. and (c) of this section are principally for vessels used for a recreational purpose. A vessel shall be anchored (389) so that no part of the vessel comes within 50 feet of the marked channel. A temporary float or buoy for marking §110.60 Captain of the Port, New York. the location of the anchor of a vessel at anchor may be (390) (a) Western Long Island Sound. (1) Glen Island. All used. Fixed mooring piles or stakes are prohibited. (373) (d) Cold Spring Harbor. That portion of the waters waters surrounding Glen Island bound by the following of Cold Spring Harbor easterly of a line ranging from points: the cupola in the extreme inner harbor through Cold (391) 40°52'53.1\"N., 073°46'58.9\"W.; thence to Spring Harbor Light; southerly of a line ranging from (392) 40°52'46.6\"N., 073°47'02.7\"W.; thence to the southernmost point of an L-shaped pier off Wawepex (393) 40°53'01.3\"N., 073°47'22.6\"W.; thence to a line Grove through the Clock Tower at Laurelton and northerly drawn from of a line ranging from the outer end of the Socony Mobil (394) 40°53'24.4\"N., 073°46'56.7\"W. to Oil Company’s pier at Cold Spring Harbor through the (395) 40°53'20.6\"N., 073°46'51.2\"W., excluding all Clock Tower at Laurelton, with the exception of an area waters within 25 feet of the 50-foot channel west and within a 300-foot radius of the outer end of the Socony south of Glen Island. Mobil Oil Company’s pier. (396) (2) Echo Bay. All waters northwest of a line drawn (374) (e) Oyster Bay Harbor, New York. That portion of from Oyster Bay Harbor adjacent to the easterly side of Centre (397) 40°54'10.0\"N., 073°45'52.9\"W. to Island, westerly of a line on range with Cold Spring (398) 40°54'25.0\"N., 073°45'38.4\"W. Harbor Light and the Stone House on the end of Plum (399) Note: An ordinance of the Town of New Rochelle Point, Centre Island. NY requires a permit from the New Rochelle Harbor (375) (f) Harbor of Oyster Bay, Oyster Bay, New York. The Master or the New Rochelle Superintendent of Bureau water area north of the town of Oyster Bay enclosed by of Marinas, Docks and Harbors before any mooring is a line beginning on the shoreline at placed in this special anchorage area. (400) (3) Glen Island, East. All waters east of Glen Island, bound by the following points:

 U.S. Coast Pilot 2, Chapter 2    ¢    43 (401) 40°53'01.4\"N., 073°46'51.4\"W.; thence to (443) 40°49'07.0\"N., 073°42'16.2\"W.; thence along the (402) 40°53'03.1\"N., 073°46'44.4\"W.; thence to shoreline to the point of origin. (403) 40°53'06.2\"N., 073°46'38.0\"W.; thence to (404) 40°53'15.0\"N., 073°46'44.00\"W.; thence along the (444) (11) Manhasset Bay, West Shore. All waters bound shoreline to the point of origin. by the following points: (445) 40°49'24.6\"N., 073°43'40.2\"W.; thence to (405) (4) City Island, Eastern Shore. All waters bound by (446) 40°49'33.2\"N., 073°43'28.3\"W.; thence to (447) 40°49'43.8\"N., 073°43'53.5\"W.; thence to the following points: (448) 40°49'39.2\"N., 073°43'57.9\"W.; thence along the (406) 40°50'12.0\"N., 073°46'57.3\"W.; thence to (407) 40°50'31.9\"N., 073°46'18.3\"W.; thence to shoreline to the point of origin. (408) 40°51'17.0\"N., 073°46'49.9\"W.; thence to (409) 40°51'19.8\"N., 073°46'51.3\"W.; thence to (449) (12) Manhasset Bay, Plandome. All waters bound by (410) 40°51'47.0\"N., 073°47'02.5\"W.; thence to (411) 40°51'28.5\"N., 073°47'31.7\"W.; thence to the following points: (412) 40°51'25.1\"N., 073°47'29.9\"W.; thence along the (450) 40°48'41.6\"N., 073°42'31.7\"W.; thence to (451) 40°48'43.6\"N., 073°42'42.5\"W.; thence to shoreline to the point of origin, excluding the Cable and (452) 40°48'29.0\"N., 073°42'44.4\"W.; thence to (453) 40°48'27.3\"N., 073°42'35.6\"W.; thence along the Pipeline Area between City and Hart Islands. shoreline to the point of origin. (413) (5) City Island, Western Shore. All waters bound by (454) (13) Elm Point. All waters bound by the following the following points: (414) 40°50'11.6\"N., 073°46'58.4\"W.; thence to points: (415) 40°50'02.5\"N., 073°47'23.3\"W.; thence to (455) 40°49'01.0\"N., 073°45'41.9\"W.; thence to (416) 40°50'43.7\"N., 073°47'56.0\"W.; thence to (456) 40°49'04.4\"N., 073°45'45.3\"W.; thence to (417) 40°51'15.9\"N., 073°47'36.0\"W.; thence to (457) 40°49'13.8\"N., 073°45'38.7\"W.; thence to (418) 40°51'15.9\"N., 073°47'28.6\"W.; thence along the (458) 40°49'18.9\"N., 073°45'28.3\"W.; thence to (459) 40°49'08.9\"N., 073°45'17.5\"W.; thence along the shoreline to the point of origin. shoreline to the point of origin. (419) (6) Eastchester Bay, Western Shore. All waters (460) Note: Temporary floats or buoys for marking shoreward of a line connecting the following points: anchors in place are allowed. Fixed mooring piles or (420) 40°49'31.3\"N., 073°48'26.3\"W.; thence to (421) 40°50'56.4\"N., 073°48'49.2\"W.; thence to stakes are prohibited. An ordinance of the village of (422) 40°50'55.3\"N., 073°48'55.4\"W.; thence along the Kings Point regulates mooring and anchoring in the area shoreline to the point of origin. which includes this special anchorage area. (423) (7) Eastchester Bay, Locust Point. All waters west (461) (14) Little Neck Bay. All waters east of a line drawn of a line drawn from (424) 40°48'56.3\"N., 073°47'56.2\"W. to from (425) 40°48'34.4\"N., 073°47'56.2\"W. (462) 40°47'39.4\"N., 73°46'27.1\"W.; thence to (426) (8) Manhasset Bay, Plum Point. All waters bound by (463) 40°48'36.6\"N., 073°45'58.5\"W.; thence to (464) 40°48'36.4\"N., 073°45'48.4\"W.; thence along the the following points: (427) 40°50'02.9\"N., 073°43'37.3\"W.; thence to shoreline to the point of origin. (428) 40°49'54.0\"N., 073°43'14.9\"W.; thence to (429) 40°50'06.6\"N., 073°42'51.0\"W.; thence to (465) (15) Hempstead Harbor, Mosquito Neck. All waters (430) 40°50'18.6\"N., 073°42'51.0\"W.; thence along the bound by the following points: shoreline to the point of origin; excluding the seaplane (466) 40°51'43.0\"N., 073°39'37.1\"W.; thence to (467) 40°51'09.4\"N., 073°39'32.4\"W.; thence to restricted area described in § 162. (468) 40°51'14.6\"N., 073°39'08.9\"W.; thence to (469) 40°51'20.0\"N., 073°38'56.1\"W.; thence along the (431) (9) Manhasset Bay, Toms Point. All waters bound by shoreline and breakwater to the point of origin. the following points: (432) 40°50'20.6\"N., 073°42'49.5\"W.; thence to (470) (16) Hempstead Harbor, Sea Cliff. All waters bound (433) 40°50'05.3\"N., 073°42'49.4\"W.; thence to (434) 40°49'58.6\"N., 073°42'39.0\"W.; thence to by the following points: (435) 40°49'48.9\"N., 073°42'55.6\"W.; thence to (471) 40°51'16.7\"N., 073°38'51.9\"W.; thence to (436) 40°49'49.3\"N., 073°42'20.4\"W.; thence to (472) 40°51'12.9\"N., 073°39'07.2\"W.; thence to (437) 40°50'02.5\"N., 073°42'14.2\"W.; thence to (473) 40°51'03.6\"N., 073°39'31.6\"W.; thence to (438) 40°50'11.8\"N., 073°42'15.4\"W.; thence along the (474) 40°50'24.7\"N., 073°39'26.4\"W.; thence to (475) 40°50'22.0\"N., 073°39'10.2\"W.; thence along the shoreline to the point of origin. shoreline to the point of origin. (439) (10) Manhasset Bay, at Port Washington. All waters (476) (b) East River and Flushing Bay. (1) Flushing Bay, bound by the following points: (440) 40°49'44.9\"N., 073°42'11.3\"W.; thence to College Point North. All waters bound by the following (441) 40°49'44.3\"N., 073°43'03.2\"W.; thence to (442) 40°49'06.8\"N., 073°42'46.6\"W.; thence to points: (477) 40°47'37.5\"N., 073°51'13.4\"W.; thence to (478) 40°47'10.3\"N., 073°51'34.0\"W.; thence to (479) 40°47'09.1\"N., 073°51'32.6\"W.; thence along the shoreline to the point of origin.

44    ¢    U.S. Coast Pilot 2, Chapter 2   (480) (2) Flushing Bay, College Point South. All waters (521) 40°58'41.8\"N., 073°53'15.4\"W.; thence along the shoreline to the point of origin. bound by the following points: (481) 40°47'01.8\"N., 073°51'29.2\"W.; thence to (522) (2) Yonkers, North Glenwood. All waters bound by (482) 40°47'01.8\"N., 073°51'33.2\"W.; thence to (483) 40°46'31.7\"N., 073°51'15.9\"W.; thence to the followings points: (484) 40°46'46.1\"N., 073°50'58.6\"W.; thence along the (523) 40°57'26.8\"N., 073°53'46.6\"W.; thence to (524) 40°57'27.3\"N., 073°53'48.8\"W.; thence to shoreline to the point of origin. (525) 40°57'55.3\"N., 073°53'34.4\"W.; thence to (526) 40°57'53.6\"N., 073°53'28.6\"W.; thence along the (485) (3) Flushing Bay, Cape Ruth. All waters bound by shoreline to the point of origin. the following points: (486) 40°46'39.9\"N., 073°50'56.1\"W.; thence to (527) (3) Nyack. That portion of the Hudson River bound (487) 40°46'29.2\"N., 073°51'14.3\"W.; thence to (488) 40°46'12.3\"N., 073°51'04.3\"W.; thence to by the following points: (489) 40°46'15.2\"N., 073°50'55.2\"W.; thence along the (528) 41°06'06.8\"N., 073°54'55,5\"W.; thence to (529) 41°06'06.8\"N., 073°54'18.0\"W.; thence to shoreline to the point of origin. (530) 41°05'00.0\"N., 073°54'18.0\"W.; thence to (531) 41°05'00.0\"N., 073°55'02.2\"W.; thence along the (490) (4) Flushing Bay, Southeast Area. All waters south of a line drawn from 40°45'41.4\"N., 073°50'57.2\"W. to along the shoreline to the point of origin (NAD 1983), 40°45'51.7\"N., 073°50'34.2\"W. excluding a fairway in the charted cable area that is (491) (5) Flushing Bay, Southwest Area. All waters bound marked with buoys. by the following points: (492) 40°45'36.7\"N., 073°51'16.3\"W.; thence to (532) Note: The area is principally for use by yachts and (493) 40°45'48.5\"N., 073°50'58.4\"W.; thence to (494) 40°45'51.3\"N., 073°50'59.2\"W.; thence to other recreational craft. A mooring buoy is permitted. (495) 40°45'49.4\"N., 073°51'07.5\"W.; thence to (496) 40°45'58.7\"N., 073°51'13.4\"W.; thence to (533) (4) Manhattan, Fort Washington Point. All waters (497) 40°46'02.1\"N., 073°51'20.1\"W.; thence to (498) 40°45'54.8\"N., 073°51'28.7\"W.; thence to bound by the following points: (499) 40°45'46.2\"N., 073°51'35.3\"W.; thence northward (534) 40°51'08.1\"N., 073°56'36.7\"W.; thence to (535) 40°51'09.4\"N., 073°56'40.9\"W.; thence to along the shoreline and breakwater to the point of origin. (536) 40°52'08.3\"N., 073°55'56.6\"W.; thence along the (500) (6) Flushing Bay, West Area. All waters bound by the shoreline to the point of origin. following points: (537) (5) Yonkers, Main Street. All waters bound by the (501) 40°46'51.1\"N., 073°52'07.3\"W.; thence to (502) 40°47'11.2\"N., 073°51'47.1\"W.; thence to following points: (503) 40°47'01.9\"N., 073°51'39.6\"W.; thence to (538) 40°56'15.4\"N., 073°54'11.2\"W.; thence to (504) 40°46'28.3\"N., 073°51'20.0\"W.; thence to the point (539) 40°56'16.7\"N., 073°54'20.2\"W.; thence to (540) 40°56'08.9\"N., 073°54'22.6\"W.; thence to of origin. (541) 40°56'07.9\"N., 073°54'16.9\"W.; thence to (542) 40°56'07.0\"N., 073°54'17.3\"W. to (505) Note: The anchoring of vessels and placing of (543) (6) Yonkers, JFK Marina. All waters bound by the temporary moorings in anchorage areas described in following points: (544) 40°57'28.5\"N., 073°53'46.0\"W.; thence to paragraphs (b)(5) and (b)(6) of this section will be under (545) 40°57'30.5\"N., 073°53'56.8\"W.; thence to (546) 40°57'07.5\"N., 073°54'06.2\"W.; thence to the jurisdiction, and at the discretion of the local Harbor (547) 40°57'06.0\"N., 073°53'59.5\"W.; thence along the Master appointed by the City of New York. shoreline to the point of origin. (506) (7) Bowery Bay.All waters bounded by the following (548) Note: The areas designated by paragraphs (c)(5) and points: (c)(6) are limited to vessels no greater than 20 meters in (507) 40°46'58.4\"N., 073°53'44.1\"W.; thence to (508) 40°47'03.3\"N., 073°53'37.4\"W.; thence to length and is primarily for use by recreational craft on (509) 40°47'00.3\"N., 073°53'29.3\"W.; thence to (510) 40°46'57.0\"N., 073°53'29.8\"W.; thence to a seasonal or transient basis. These regulations do not (511) 40°46'59.9\"N., 073°53'34.2\"W.; thence to (512) 40°46'58.5\"N., 073°53'35.8\"W.; thence to prohibit the placement of moorings within the anchorage (513) 40°46'57.1\"N., 073°53'33.8\"W.; thence to (514) 40°46'55.9\"N., 073°53'35.2\"W.; thence to area, but requests for the placement of moorings should (515) 40°46'58.2\"N., 073°53'39.0\"W.; thence to (516) 40°46'56.1\"N., 073°53'41.4\"W.; thence along the be directed to the local government to ensure compliance shoreline and pier to the point of origin. with local and state laws. All moorings shall be so placed (517) (c) Hudson River. (1) Yonkers, Greystone Station. that no vessel, when anchored, will at any time extend All waters bound by the following points: beyond the limits of the area. Fixed mooring piles or (518) 40°58'19.8\"N., 073°53'22.8\"W.; thence to (519) 40°58'21.1\"N., 073°53'28.7\"W.; thence to stakes are prohibited. Mariners are encouraged to contact (520) 40°58'42.7\"N., 073°53'20.3\"W.; thence to the local harbormaster for any additional ordinances and to ensure compliance with additional applicable state and local laws. (549) (7) Hastings-on-Hudson. All waters bound by the following points: (550) 40°59'56.0\"N., 073°53'05.4\"W.; thence to (551) 40°59'56.3\"N., 073°53'09.6\"W.; thence to