United States Coast Pilot 2 Atlantic Coast - Cape Cod, MA to Sandy Hook, NJ 2011

Atlantic Coast: 2011 (40th) Edition This edition cancels the 39th Edition, 2010, and has been corrected through 1st Coast Guard District Local Notice to Mariners No. 36/10, and includes all previ- ously published corrections. Changes to this edition will be published in the National Geospatial-Intelligence Agency (NGA) Notice to Mariners. The changes also are available at http://nauticalcharts.noaa. gov/nsd/cpdownload.htm. U.S. Department of Commerce Gary F. Locke, Secretary National Oceanic and Atmospheric Administration (NOAA) Jane Lubchenco, Ph.D., Under Secretary of Commerce for Oceans and Atmosphere, and Administrator, NOAA National Ocean Service David M. Kennedy, Acting Assistant Administrator for Ocean Services and Coastal Zone Management Washington, DC For sale by the National Ocean Service and its sales agents

LIMITS OF UNITED STATES COAST PILOT II ■ Volume 2 Atlantic Coast Great Lakes 1 Eastport to Cape Cod 6 The Great Lakes and their Connecting Waterways 2 Cape Cod to Sandy Hook Pacific Coast 3 Sandy Hook to Cape Henry 7 California, Oregon, Washington, Hawaii and Pacific Islands 4 Cape Henry to Key West 8 Alaska – Dixon Entrance to Cape Spencer 5 Gulf of Mexico, Puerto Rico and Virgin Islands 9 Alaska – Cape Spencer to Beaufort Sea 180° 170° 160° 150° 140° 130° 120° 110° 100° 90° 80° 70° 60° 50° ALASKA 60° Cape Spencer Juneau HUDSON BAY 60° BERING SEA 9 50° 8 40° 9 30° Dixon Entrance 20° CANADA 50° Seattle Great Lakes NORTH 7 1Boston PACIFIC OCEAN 6 Cape Cod San Francisco New York 2 40° Washington Sandy Hook U N IT E D ST AT E S 3 Norfolk Cape Henry Los Angeles 4 NORTH San Diego 5 ATLANTIC OCEAN 30° Hawaiian Midway Island Archipelago MEXICO GULF Miami 7 OF MEXICO Honolulu 5 Puerto Rico 20° U.S. Virgin Islands 180° 170° 160° 150° 140° 130° 120° 110° 100° 90° 80° 70° 60° 50°

Preface ■ III Preface T he United States Coast Pilot is published by the National Ocean Service (NOS), Na- tional Oceanic and Atmospheric Administration (NOAA), pursuant to the Act of 6 Au- gust 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 con- ducted by NOAA survey vessels and field parties, corrections published in Notices to Mariners, information from other Federal agencies, State and local governments, mari- time 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 Sys- tem. This system allows comments, inquiries and chart discrepancies to be submitted di- rectly 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 http://nauticalcharts.noaa.gov/inquiry. Detailed nautical chart or Coast Pilot discrepancies can be reported at http://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 1-888-990-6622. Coast Pilot reports can also be mailed using the forms provided in the back of this book.

IV ■ Volume 2

■V Record of Changes Change From LNM Entered By Date Entered Change From LNM Entered By Date Entered Number* Number Number* Number * Corrections are also available on the internet at http://nauticalcharts.noaa.gov/nsd/cpdownload.htm

VI ■ Volume 2

■ Contents ■ VII Contents Preface · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · III Chapter 1 General Information· · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 1 Chapter 2 Navigation Regulations · · · · · · · · · · · · · · · · · · · · · · · · · · · 45 Chapter 3 Cape Cod To Sandy Hook · · · · · · · · · · · · · · · · · · · · · · · · · · 173 Chapter 4 Outer Cape Cod and Nantucket Sound · · · · · · · · · · · · · · · · · · · 197 Chapter 5 Vineyard Sound and Buzzards Bay · · · · · · · · · · · · · · · · · · · · · 219 Chapter 6 Narragansett Bay · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 247 Chapter 7 Block Island Sound · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 269 Chapter 8 Eastern Long Island Sound · · · · · · · · · · · · · · · · · · · · · · · · · 295 Chapter 9 Western Long Island Sound · · · · · · · · · · · · · · · · · · · · · · · · 327 Chapter 10 South Coast of Long Island · · · · · · · · · · · · · · · · · · · · · · · · · 363 Chapter 11 New York Harbor and Approaches· · · · · · · · · · · · · · · · · · · · · · 379 Chapter 12 Hudson River · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 409 Appendix A · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 425 Appendix B · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 435 Appendix C · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 461 Coast Pilot Report Form · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · (Follows Index)



General Information ■ Chapter 1 ■ 1 General Information UNITED STATES COAST PILOT the channel should be given; the same guidelines apply to swing and pontoon bridges with openings less than (1) The United States Coast Pilot, published by the Na- 50 feet horizontally. Clearances given in the Coast Pilot tional Oceanic and Atmospheric Administration are those approved for nautical charting, and are sup- (NOAA), in conjunction with the Federal Aviation Ad- plied by the U.S. Coast Guard (bridges) and U.S. Army ministration (FAA), is a series of nine nautical books Corps of Engineers (cables); they may be as-built (veri- (volumes) that cover a wide variety of information im- fied by actual inspection after completion of struc- portant to navigators of U.S. coastal and intracoastal tures) or authorized (design values specified in the waters, and the waters of the Great Lakes. Most of Coast permit issued prior to construction). No differentiation Pilot information cannot be shown graphically on the is made in the Coast Pilot between as-built and autho- standard nautical charts, and is not readily available rized clearances. (See charts for horizontal clearances elsewhere. The topics in the Coast Pilot include, but are of bridges, as these are given in the Coast Pilot only not limited to, channel descriptions, anchorages, when they are less than 50 feet (15 meters). Although, bridge and cable clearances, currents, tide and water there are exceptions in two Coast Pilot books; they are levels, prominent features, pilotage, towage, weather, Coast Pilot 6 and 7, in areas where tables are used all ice conditions, wharf descriptions, dangers, routes, horizontal clearances are listed.) Submarine cables are traffic separation schemes, small-craft facilities, and rarely mentioned. Federal regulations applicable to navigation. Cable ferries (2) Amendments (NMRs) to this publication are avail- (9) Cable ferries are guided by cables fastened to shore able on the: and sometimes propelled by a cable rig attached to the (3) NOAA website http://nauticalcharts.noaa.gov/nsd/ shore. Generally, the cables are suspended during cpdownload.htm. crossings and dropped to the bottom when the ferries dock. Where specific operating procedures are known (4) U.S. Coast Guard (USCG) Local Notices to Mariners they are mentioned in the text. Since operating proce- website http://www.navcen.uscg.gov/lnm/default.htm. dures vary, mariners are advised to exercise extreme caution and seek local knowledge. DO NOT ATTEMPT (5) National Geospatial-Intelligence Agency (NGA) TO PASS A MOVING CABLE FERRY. Notices to Mariners website http://www.nga.mil/por- tal/site/maritime/. (6) Also, hard copies are published in the USCG and NGA weekly Notices to Mariners. Bearings Courses (7) These are true, and expressed in degrees from 000° (10) These are true and are given in degrees clockwise (north) to 359°, measured clockwise. General bearings from 000° (north) to 359°. The courses given are the are expressed by initial letters of the points of the com- courses to be made good. pass (e.g., N, NNE, NE, etc.). Whenever precise bear- ings are intended, degrees are used. Light-sector Currents bearings are toward the light. (11) Stated current velocities are the averages at Bridges and cables strength. Velocities are in knots, which are nautical (8) Vertical clearances of bridges and overhead cables miles per hour. Directions are the true directions to which the currents set (see Chapter 3, this book). are in feet above mean high water unless otherwise stated; clearances of drawbridges are for the closed po- Depths sition, although the open clearances are also given for (12) Depth is the vertical distance from the chart datum vertical-lift bridges. Whenever a bridge span over a channel does not open fully to an unlimited clearance to the bottom and is expressed in the same units (feet, position, a minimum clearance for the sections over meters or fathoms) as soundings on the applicable chart. (See Chart Datum this chapter for further de- tail.) The controlling depth of a channel is the least

2 ■ Chapter 1 ■ Volume 2 depth within the limits of the channel; it restricts the (17) Other appreciable corrections, which must be ap- safe use of the channel to drafts of less than that depth. plied to many ships, are for settlement and squat. These The centerline controlling depth of a channel (rarely corrections depend on the depth of water below the used when transiting waterways) applies only to the keel, the hull form and speed of the ship. channel centerline or close proximity; lesser depths may exist in the remainder of the channel. The (18) Settlement causes the water level around the ship midchannel controlling depth of a channel is the con- to be lower than would otherwise be the case. It will al- trolling depth of only the middle half of the channel. ways cause echo soundings to be less than they would Federal project depth is the design dredging depth of a otherwise be. Settlement is appreciable when the depth channel constructed by the U.S. Army Corps of Engi- is less than seven times the draft of the ship, and in- neers; the project depth may or may not be the goal of creases as the depth decreases and the speed increases. maintenance dredging after completion of the channel, and, for this reason, project depth must not be con- (19) Squat denotes a change in trim of a ship underway, fused with controlling depth. Depths alongside relative to her trim when stopped. It usually causes the wharves usually have been reported by owners and/or stern of a vessel to sit deeper in the water. However, it is operators of the waterfront facilities, and have not been reported that in the case of mammoth ships squat verified by Government surveys; since these depths causes the bow to sit deeper. Depending on the location may be subject to change, local authorities should be of the echo sounding transducers, this may cause the consulted for the latest controlling depths. recorded depth to be greater or less than it ought to be. (13) In general, the Coast Pilot gives the project depths Caution and common sense are continuing require- for deep-draft ship channels maintained by the U.S. ments for safe navigation. Army Corps of Engineers. The latest controlling depths are usually shown on the charts and published in the Distances Notices to Mariners. For other channels, the latest con- (20) These are in nautical miles unless otherwise stated. trolling depths are available at the time of publication. In all cases, however, mariners are advised to consult A nautical mile is one minute of latitude, or approxi- with pilots, port and local authorities, and Federal and mately 2,000 yards, and is about 1.15 statute miles. State authorities for the latest channel controlling depths. Heights (21) These are in feet (meters) above the tidal datum Under-keel clearances (14) It is becoming increasingly evident that economic used for that purpose on the charts, usually mean high water. However, the heights of the decks of piers and pressures are causing mariners to navigate through wharves are given in feet (meters) above the chart da- waters of barely adequate depth, with under-keel clear- tum for depths. ances being finely assessed from the charted depths, predicted tide levels, and depths recorded by echo Light and fog signal characteristics sounders. (22) These are not described in the Coast Pilot. Also, (15) It cannot be too strongly emphasized that even charts based on modern surveys may not show all light sectors and visible ranges are generally not fully sea-bed obstructions or the shoalest depths, and actual described. This information can be found in U.S. Coast tide levels may be appreciably lower than those pre- Guard Light Lists. dicted. (16) In many ships an appreciable correction must be Obstructions applied to shoal soundings recorded by echo sounders (23) Wrecks and other obstructions are mentioned only due to the horizontal distance between the transduc- ers. This separation correction, which is the amount by if they are relatively permanent and in or near normal which recorded depths therefore exceed true depths, traffic routes. increases with decreasing depths to a maximum equal to half the distance apart of the transducers; at this Radio aids to navigation maximum the transducers are aground. Ships whose (24) These are seldom described. (See United States transducers are more than 6 feet (1.8 meters) apart should construct a table of true and recorded depths Coast Guard Light Lists, and National Geospatial-Intel- using the Traverse Tables. (Refer to the topic on echo ligence Agency Radio Navigational Aids.) soundings elsewhere in chapter 1.) Ranges (25) These are not fully described. “A 339° Range” means that the rear structure bears 339° from the front structure. (See United States Coast Guard Light Lists.)

General Information ■ Chapter 1 ■ 3 Reported information distances between parallels increase progressively (26) Information received by NOAA from various from the Equator toward the poles, so that a straight line between any two points is a rhumb line. This sources concerning depths, dangers, currents, facili- unique property of the Mercator projection is one of ties, and other topics, which has not been verified by the main reasons why it is preferred by the mariner. Government surveys or inspections, is often included in the Coast Pilot; such unverified information is qual- Chart Datum ified as “reported,” and should be regarded with cau- (34) Chart Datum is the particular tidal datum to which tion. soundings and depth curves on a nautical chart or Time bathymetric map are referred. The tidal datum of Mean (27) Unless otherwise stated, all times are given in local Lower Low Water is used as Chart Datum along the east, west and Gulf coasts, including the coasts of standard time in the 24-hour system. (Noon is 1200, Alaska, Hawaii, the West Indies and other United States 2:00 p.m. is 1400, and midnight is 0000.) and United Nations islands of the Pacific. (35) Mean Lower Low Water is defined as the arithmetic Winds mean of the lower low water height of each tidal day (28) Directions are the true directions from which the (24.84 hours) observed over the National Tidal Datum Epoch. The National Tidal Datum Epoch is the specific winds blow, however, sometimes (rarely) compass 19-year period adopted by NOAA, as the official time points are used. Unless otherwise indicated, speeds are segment over which tide observations are taken and re- given in knots, which are nautical miles per hour. duced to obtain mean values for tidal datums. The pres- ent Epoch is 1983 through 2001. See http://www.co-ops NAUTICAL CHARTS .nos.noaa.gov/datum_options.html. Chart symbols and abbreviations Horizontal Datum (29) NOAA’s Nautical Charts are a graphic portrayal of (36) Nautical charts are constructed based on one of a the marine environment showing the nature and form number of horizontal datums which are adopted to best of the coast, the general configuration of the sea bot- represent individual regions around the world. Note tom, including water depths, locations of dangers to that the terms horizontal datum, horizontal geodetic navigation, locations and characteristics of man-made datum, and horizontal control datum are synonymous. aids to navigation, and other features useful to the mar- (37) The exact placement of lines of latitude and longi- iner. tude on a nautical chart is dependent on the referenced (30) The standard symbols and abbreviations approved horizontal datum. Charts of the United States are cur- for use on all regular nautical charts are in Chart No. 1, rently referenced primarily to the North American Da- United States of America Nautical Chart Symbols and tum of 1983 (NAD 83), and the World Geodetic System Abbreviations. This product, maintained by the Na- 1984 (WGS 84). WGS 84 is equivalent to the NAD 83 for tional Geospatial-Intelligence Agency and NOAA, is charting purposes. available on the internet website address, http://nau- (38) NAD 83 and WGS 84 have replaced the North ticalcharts.noaa.gov/mcd/chartno1.htm. American Datum of 1927 and other regional datums as (31) On certain foreign charts reproduced by the United the primary horizontal datum to which NOAA charts States, and on foreign charts generally, the symbols are referenced. Since many geographic positions are and abbreviations used may differ from U.S. approved still referenced to the older datums, NOAA has included standards. It is therefore recommended that navigators notes on charts which show the amount to shift those who acquire and use foreign charts and reproductions positions in latitude and longitude to fit the chart’s procure the symbol sheet or Chart No. 1 produced by NAD 83 or WGS 84 projection. the same foreign agency. (39) It should be noted that there are still a few nautical (32) Mariners are warned that the buoyage systems, charts that have not been converted to the new datums. shapes, and colors used by other countries often have a The mariner should check each chart’s title block to de- different significance than the U.S. system. termine the horizontal datum. (40) It should be further noted that the physical shift Chart Projections between positions on older datums and NAD 83/WGS (33) The Mercator projection used on most nautical 84 was significant. The mariner should always be cer- tain the positions they are plotting on a nautical chart charts has straight-line meridians and parallels that in- are on the same datum as the chart. tersect at right angles. On any particular chart the dis- tances between meridians are equal throughout, but

4 ■ Chapter 1 ■ Volume 2 Accuracy of a nautical chart deficiency with pre-1940 data exists in the leadline (41) The value of a nautical chart depends upon the ac- sounding method because it represents discrete sin- gle-point sampling. Depths of areas between or outside curacy of the surveys on which it is based. The chart re- of leadline sounding points can only be inferred or esti- flects what was found by field surveys and what has mated leaving the possibility of undetected features, es- been reported to NOAA Headquarters. The chart repre- pecially in areas of irregular relief. sents general conditions at the time of surveys or re- (51) From 1940 to the present, the majority of survey ports and does not necessarily portray present data consisted of soundings resulting in partial bottom conditions. Significant changes may have taken place coverage. This type of sounding data is typically ac- since the date of the last survey or report. quired using continuous-recording single-beam echo (42) Each sounding represents an actual measure of sounders as stand-alone survey systems. This survey depth and location at the time the survey was made, method originally yielded a graphic record of the entire and each bottom characteristic represents a sampling sounding line from which soundings were recorded at of the surface layer of the sea bottom at the time of the regular intervals. Using this graphic record, features sampling. Areas where sand and mud prevail, especially which fell between the recorded soundings could be in- the entrances and approaches to bays and rivers ex- serted into the data set. Since approximately 2001, sin- posed to strong tidal current and heavy seas, are sub- gle beam echo sounder data has been recorded digitally ject to continual change. to automatically include all soundings in the data set. (43) In coral regions and where rocks and boulders Although the sampling is continuous along the track of abound, it is always possible that surveys may have the sounding vessel, features such as discreet objects or failed to find every obstruction. Thus, when navigating small area shoals between sounding lines may not have such waters, customary routes and channels should be been detected. Positioning of the sounding vessel in followed, and areas avoided where irregular and sudden this period has progressed from horizontal sextant an- changes in depth indicate conditions associated with gles, through land-based electronic positioning sys- pinnacle rocks, coral heads, or boulders. tems, to differentially corrected Global Positioning (44) Information charted as “reported” should be System (DGPS) satellite fixes. treated with caution when navigating the area, because (52) From 1990 to the present, most surveys were con- the actual conditions have not been verified by govern- ducted using either multibeam sonar systems or a ment surveys. combination of side scan sonar and single beam echo sounder systems to achieve full bottom coverage. The Source diagrams term full bottom coverage refers to survey areas in (45) The Office of Coast Survey has committed to add- which the field party has acquired continuously re- corded, high-resolution sonar data in overlapping ing a source diagram to all charts 1:500,000 scale and swaths. This sonar data, either multibeam bathymetry larger. This diagram is intended to provide the mariner or side scan imagery, have been analyzed in an attempt with additional information about the density and ade- to locate all hazards to navigation within the survey's quacy of the sounding data depicted on the chart. The limits; all position data has been determined using adequacy with which sounding data depicts the config- DGPS. NOAA began utilizing airborne light detection uration of the bottom depends on the following factors: and ranging systems (LIDAR) for near shore (46) •Survey technology employed (sounding and navi- bathymetric surveying in the late 1990s. This type of gation equipment). survey method provided sounding data at a lower reso- (47) •Survey specifications in effect (prescribed survey lution than sonar systems, thus making small obstruc- line spacing and sounding interval). tions and hazards difficult to identify. Although LIDAR (48) •Type of bottom (e.g., rocky with existence of sub- systems provide continuously recorded swath data, the merged pinnacles, flat sandy, coastal deposits subject resulting sounding resolution is not dense enough for to frequent episodes of deposition and erosion). the survey to be considered full bottom coverage. How- (49) Depth information on nautical charts is based on ever, LIDAR surveys in which significant anomalies soundings from the latest available hydrographic sur- have been further investigated using multibeam sonar vey, which in many cases may be quite old. The age of are considered adequate for the full bottom coverage hydrographic surveys supporting nautical charts var- designation. Stand alone LIDAR surveys are depicted ies. Nearly half of all inshore hydrography was acquired on the Source Diagram as partial bottom coverage ar- by leadline (pre-1940) sounding technology. eas. (50) Prior to 1940, the majority of survey data acquired (53) Although full bottom coverage surveys are not fea- consisted of leadline soundings which were positioned sible in all areas, this method is typically preferred over using horizontal sextant angles. This positioning method is considered to be accurate for near shore surveys. A

General Information ■ Chapter 1 ■ 5 Source Diagrams • The transit ends in an area charted from miscellaneous surveys. These surveys may be too Referring to the accompanying sample Source numerous to depict or may vary in age, reliability, Diagram below and the previous discussion of origin or technology used. No inferences about the survey methods over time, transiting from Point fitness of the data can be made in this area from X to Point Y, along the track indicated by the the diagram. dotted line, would have the following information available about the relative quality of the depth Referring again to the accompanying sample information shown on the chart. Source Diagram, and the previous discussion of survey methods over time, a mariner could choose • Point X lies in an area surveyed by NOAA within to transit from Point X to Point Y, along the track the 1900-1939 time period. The sounding data shown with a dashed line. would have been collected by leadline. Depths between sounding points can only be inferred, • The transit starts again in an area surveyed by and undetected features might exist between the NOAA within the 1900-1939 time period. The sounding points in areas of irregular relief. Cau- sounding data would have been collected by lead- tion should be exercised. line. Depths between sounding points can only be inferred, and undetected features might still exist • The transit then crosses an area surveyed by between the sounding points in areas of irregular NOAA within the 1940-1969 time period. The relief. Caution should be exercised. sounding data would have been collected by continuous recording single beam echo sounder. • The transit then crosses an area surveyed by It is possible that features could have been missed NOAA within the 1990 - present time period, with between sounding lines, although echo sounders partial bottom coverage. The data is collected in record all depths along a sounding line with vary- metric units and acquired by continuous record- ing beam widths. ing 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, hav- ing 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 more recent survey information col- lected with more modern technology.

6 ■ Chapter 1 ■ Volume 2 Bottom Coverage Comparison by Survey Method Leadline (pre 1940) Single Beam (1940’s - 1980’s) Multibeam (1990’s - present) leadline, single beam echo sounder, and LIDAR tech- Corrections to charts nologies. Full bottom coverage surveys typically extend (55) It is essential for navigators to keep charts cor- inshore to depths of 4-8 meters (13-26 feet). Due to scaling factors, a full bottom coverage survey area may rected through information published in the notices to appear to extend further inshore once depicted on the mariners. Source Diagram. Sounding data in water depths of ap- (56) NOAA’s “Nautical Chart Update” website allows the proximately 4-6 meters (13-19½ feet) or less (8 meters mariner to update their nautical charts from one data- (26 feet) or less in Alaskan waters) has typically been base that includes information from NOAA, NGA No- acquired using a partial bottom coverage method. Cau- tice to Mariners, U.S. Coast Guard Local Notice to tion and prudent seamanship should be used when Mariners, and the Canadian Coast Guard Notice to Mar- transiting these near shore areas. iners. The internet address for the Chart Update (54) The spacing of sounding lines required to survey an website is http://nauticalcharts.noaa.gov/mcd/updates/ area using a single beam echo sounder depends on sev- LNM_NM.html. eral factors; such as water depths, bottom configura- tion, survey scale, general nature of the area, and the Print On Demand Nautical Charts purpose of the survey. For example, a 1:10,000-scale (57) Print On Demand (POD) Charts are updated weekly survey conducted in an estuary will typically have 100-meter line spacing requirements, but may be re- by NOAA with the most current U.S. Coast Guard Local duced to 50 meters or less to adequately develop an ir- Notice to Mariners, National Geospatial-Intelligence regular bottom, shoal, or some other feature that may Agency Notice to Mariners, and critical safety informa- present a hazard to navigation. Also, hydrographic pro- tion known to NOAA. They are available to the mariner ject instructions for surveys may have required line five to eight weeks before the conventional chart is spacing that deviates from these general specifications. printed. POD charts are printed upon request and shipped overnight to the mariner under a partnership between NOAA and OceanGrafix, LLC. For POD

General Information ■ Chapter 1 ■ 7 information and a list of participating POD chart U.S. Nautical Chart Numbering System agents, see Internet websites: (69) This chart numbering system, adopted by NOAA (58) http://nauticalcharts.noaa.gov/pod/POD.htm and (59) http://www.oceangraphix.com. and National Geospatial-Intelligence Agency, provides (60) Print on Demand charts are certified by NOAA for for a uniform method of identifying charts published navigational use. by both agencies. Nautical charts published by the Na- tional Geospatial-Intelligence Agency and by the Cana- Revised Reprint Nautical Charts dian Hydrographic Service are identified in the Coast (61) A revised reprint nautical chart provides mariners Pilot by an asterisk preceding the chart number. with up-to-date critical information on nautical charts Blue tint in water areas by applying the critical corrections from all U.S. Coast (70) A blue tint is shown in water areas on many charts Guard Local Notice to Mariners (LNM) and National Geospatial-Intelligence Agency Notice to Mariners to accentuate shoals and other areas considered dan- (NM) issued since the current edition date. A revised gerous for navigation when using that particular chart. reprint is published (rather than copies of the same Since the danger curve varies with the intended pur- chart without the critical updates applied) when pose of a chart a careful inspection should be made to printed stock of the current edition is low. Revised re- determine the contour depth of the blue tint areas. prints are similar to NOAA's Print on Demand (POD) charts but are lithographically printed according to tra- Caution on bridge and cable clearances ditional paper chart standards. A listing of upcoming new (71) For bascule bridges whose spans do not open to a editions and revised reprint charts published by NOAA is available at http://www.nauticalcharts.noaa.gov. full vertical position, unlimited overhead clearance is not available for the entire charted horizontal clear- Caution in using small-scale charts ance when the bridge is open, due to the inclination of (62) Dangers to navigation cannot be shown with the the drawspans over the channel. (72) The charted clearances of overhead cables are for same amount of detail on small-scale charts as on those the lowest wires at mean high water unless otherwise of larger scale. Therefore, the largest scale chart of an stated. Vessels with masts, stacks, booms, or antennas area should always be used. should allow sufficient clearance under power cables to (63) The scales of nautical charts range from 1:2,500 to avoid arcing. about 1:5,000,000. Graphic scales are generally shown (73) Submarine cables and submerged pipelines cross on charts with scales of 1:80,000 or larger, and numeri- many waterways used by both large and small vessels, cal scales are given on smaller scale charts. NOS charts but all of them may not be charted. For inshore areas, are classified according to scale as follows: they usually are buried beneath the seabed, but, for off- (64) Sailing charts, scales 1:600,000 and smaller, are for shore areas, they may lie on the ocean floor. Warning use in fixing the mariner’s position approaching the signs are often posted to warn mariners of their exis- coast from the open ocean, or for sailing between dis- tence. tant coastwise ports. On such charts the shoreline and (74) The installation of submarine cables or pipelines in topography are generalized and only offshore sound- U.S. waters or the Continental Shelf of the United ings, principal lights, outer buoys, and landmarks visi- States is under the jurisdiction of one or more Federal ble at considerable distances are shown. agencies, depending on the nature of the installation. (65) General charts, scales 1:150,000 to 1:600,000, are They are shown on the charts when the necessary in- for coastwise navigation outside of outlying reefs and formation is reported to NOAA and they have been rec- shoals. ommended for charting by the responsible agency. The (66) Coast charts, scales 1:50,000 to 1:150,000, are for chart symbols for submarine cable and pipeline areas inshore navigation leading to bays and harbors of con- are usually shown for inshore areas, whereas, chart siderable width and for navigating large inland water- symbols for submarine cable and pipeline routes may ways. be shown for offshore areas. Submarine cables and (67) Harbor charts, scales larger than 1:50,000, are for pipelines are not described in the Coast Pilots. harbors, anchorage areas, and the smaller waterways. (75) In view of the serious consequences resulting from (68) Special charts, various scales, cover the Intracoastal damage to submarine cables and pipelines, vessel oper- waterways and miscellaneous small-craft areas. ators should take special care when anchoring, fishing, or engaging in underwater operations near areas where these cables or pipelines may exist or have been re- ported to exist. Mariners are also warned that the areas where cables and pipelines were originally buried may

8 ■ Chapter 1 ■ Volume 2 have changed and they may be exposed; extreme cau- trolley cars and barges to scrap building material in ar- tion should be used when operating vessels in depths of eas which may be of very small extent or may stretch a water comparable to the vessel’s draft. considerable distance along a depth curve; old automo- (76) Certain cables carry high voltage, while many pipe- bile bodies are a commonly used material. The Corps of lines carry natural gas under high pressure or petro- Engineers must issue a permit, specifying the location leum products. Electrocution, fire, or explosion with and depth over the reef, before such a reef may be built. injury, loss of life, or a serious pollution incident could However, the reefbuilders’ adherence to permit specifi- occur if they are broached. cations can be checked only with a wire drag. Fish ha- (77) Vessels fouling a submarine cable or pipeline vens are outlined and labeled on the charts and show should attempt to clear without undue strain. Anchors the minimum authorized depth when known. Fish ha- or gear that cannot be cleared should be slipped, but no vens are tinted blue if they have a minimum authorized attempt should be made to cut a cable or a pipeline. depth of 11 fathoms or less or if the minimum autho- rized depth is unknown and they are in depths greater Artificial obstructions to navigation than 11 fathoms but still considered a danger to navi- (78) Disposal areas are designated by the U.S. Army gation. Navigators should be cautious about passing over fish havens or anchoring in their vicinity. Corps of Engineers for depositing dredged material (84) Fishtrap areas are areas established by the U.S. where existing depths indicate that the intent is not to Army Corps of Engineers, or State or local authority, in cause sufficient shoaling to create a danger to surface which traps may be built and maintained according to navigation. The areas are charted without blue tint, established regulations. The fish stakes which may exist and soundings and depth curves are retained. in these areas are obstructions to navigation and may (79) Disposal Sites are areas established by Federal reg- be dangerous. The limits of fishtrap areas and a cau- ulation (40 CFR 220 through 229) in which dumping tionary note are usually charted. Navigators should of dredged and fill material and other nonbuoyant ob- avoid these areas. jects is allowed with the issuance of a permit. Dumping of dredged and fill material is supervised by the Corps Local magnetic disturbances of Engineers and all other dumping by the Environ- (85) If measured values of magnetic variation differ mental Protection Agency (EPA). (See U.S. Army Corps of Engineers and Environmental Protection Agency, from the expected (charted) values by several degrees, a this chapter, and Appendix A for office addresses.) magnetic disturbance note will be printed on the chart. (80) Dumping Grounds are also areas that were estab- The note will indicate the location and magnitude of lished by Federal regulation (33 CFR 205). However, the disturbance, but the indicated magnitude should these regulations have been revoked and the use of the not be considered as the largest possible value that may areas discontinued. These areas will continue to be be encountered. Large disturbances are more fre- shown on nautical charts until such time as they are no quently detected in the shallow waters near land longer considered to be a danger to navigation. masses than on the deep sea. Generally, the effect of a (81) Disposal Sites and Dumping Grounds are rarely local magnetic disturbance diminishes rapidly with mentioned in the Coast Pilot, but are shown on nauti- distance, but in some locations there are multiple cal charts. Mariners are advised to exercise caution in sources of disturbances and the effects may be distrib- and in the vicinity of all dumping areas. uted for many miles. (82) Spoil areas are for the purpose of depositing dredged material, usually near and parallel to dredged Compass roses on charts channels; they are usually a hazard to navigation. Spoil (86) Each compass rose shows the date, magnetic varia- areas are usually charted from survey drawings from U.S. Army Corps of Engineers after-dredging surveys, tion, and the annual change in variation. Prior to the though they may originate from private or other Gov- new edition of a nautical chart, the compass roses are ernment agency surveys. Spoil areas are tinted blue on reviewed. Corrections for annual change and other re- the charts and labeled, and all soundings and depth visions may be made as a result of newer and more ac- curves are omitted. Navigators of even the smallest curate information. On some general and sailing craft should avoid crossing spoil areas. charts, the magnetic variation is shown by isogonic (83) Fish havens are established by private interests, lines in addition to the compass roses. usually sport fishermen, to simulate natural reefs and wrecks that attract fish. The reefs are constructed by Echo soundings intentional placement of assorted secondary-use mate- (87) Ship’s echo sounders may indicate small variations rials and designated fishery habitat, ranging from old from charted soundings; this may be due to the fact that various corrections (instrument corrections, settlement

General Information ■ Chapter 1 ■ 9 and squat, draft, and velocity corrections) are made to covered by this volume.) These notices are usually pub- echo soundings in surveying which are not normally lished weekly and may be obtained without cost by made in ordinary navigation, or to observational errors making application to the appropriate District Com- in reading the echo sounder. Instrument errors vary mander, or by contacting the Coast Guard internet between different equipment and must be determined website address, http://www.navcen.uscg.gov/lnm. by calibration aboard ship. Most types of echo sounders (92) Notice to Mariners, published weekly by the Na- are factory calibrated for a velocity of sound in water of tional Geospatial-Intelligence Agency, is prepared 800 fathoms per second, but the actual velocity may jointly with NOAA and the Coast Guard. These notices differ from the calibrated velocity by as much as 5 per- contain selected items from the Local Notices to Mari- cent, depending upon the temperature and salinity of ners and other reported marine information required the waters in which the vessel is operating; the highest by oceangoing vessels operating in both foreign and velocities are found in warm, highly saline water, and domestic waters. Special items covering a variety of the lowest in icy freshwater. Velocity corrections for subjects and generally not discussed in the Coast Pilot these variations are determined and applied to echo or shown on nautical charts are published annually in soundings during hydrographic surveys. All echo Notice to Mariners No. 1. These items are important to soundings must be corrected for the vessel’s draft, un- the mariner and should be read for future reference. less the draft observation has been set on the echo These notices may be obtained by operators or ocean- sounder. going vessels, without cost by making application to (88) Observational errors include misinterpreting false National Geospatial-Intelligence Agency (see National echoes from schools of fish, seaweed, etc., but the most Geospatial-Intelligence Agency Procurement Informa- serious error which commonly occurs is where the tion in Appendix A). depth is greater than the scale range of the instrument; (93) All active Notice to Mariners affecting Tide and/or a 400–fathom scale indicates 15 fathoms when the Tidal Current Predictions at the date of printing are depth is 415 fathoms. Caution in navigation should be published in the Tide Table and the Tidal Current Ta- exercised when wide variations from charted depths bles annually. are observed. (94) Notices and reports of improved channel depths are also published by district offices of the U.S. Army Electronic Navigational Chart (NOAA ENC®) Corps of Engineers (see Appendix A for districts cov- (89) The NOAA Electronic Navigational Charts (ENCs) ered by this volume). Although information from these notices/reports affecting NOAA charts and related pub- are vector-based digital files that give information lications is usually published in the Notices to Mari- about individual charted features. NOAA ENC®s are ners, the local district engineer office should be composed of information layers that can be viewed sep- consulted where depth information is critical. arately such as aids to navigation, soundings and (95) Marine Broadcast Notices to Mariners are made by shoreline. They are intended for use in electronic the Coast Guard through Coast Guard, Navy, and some charting systems (ECS) as well as Electronic Chart Dis- commercial radio stations to report deficiencies and play and Information Systems (ECDIS). NOAA ENC®s important changes in aids to navigation. (See Radio are available free of charge on the NOAA internet Navigation Warnings and Weather, this chapter.) website, http://nauticalcharts.noaa.gov/mcd/enc/index (96) Vessels operating within the limits of the Coast .htm, as well as additional NOAA ENC® information. Guard districts can obtain information affecting NOAA charts and related publications from the Local Notices NOTICES TO MARINERS to Mariners. Small craft using the Intracoastal Water- way and other waterways and small harbors within the (90) Notices to Mariners are published by Federal agen- United States that are not normally used by oceangoing cies to advise operators of vessels of marine informa- vessels will require the Local Notices to Mariners to tion affecting the safety of navigation. The notices keep charts and related publications up-to-date. include changes in aids to navigation, depths in chan- nels, bridge and overhead cable clearances, reported AIDS TO NAVIGATION dangers, and other useful marine information. They should be used routinely for updating the latest edi- Reporting of defects in aids to navigation tions of nautical charts and related publications. (97) Promptly notify the nearest Coast Guard District (91) Local Notice to Mariners is issued by each Coast Commander if an aid to navigation is observed to be Guard District Commander for the waters under his ju- risdiction. (See Appendix A for Coast Guard district(s)

10 ■ Chapter 1 ■ Volume 2 missing, sunk, capsized, out of position, damaged, ex- caution because of the following conditions that may tinguished, or showing improper characteristics. exist; (98) Radio messages should be prefixed “Coast Guard” (104) A light may be extinguished and the fact not re- and transmitted directly to any U.S. Government shore ported to the Coast Guard for correction, or a light may radio station for relay to the Coast Guard District Com- be located in an isolated area where it will take time to mander. Merchant ships may send messages relating to correct. defects noted in aids to navigation through commercial (105) In regions where ice conditions prevail the lantern facilities only when they are unable to contact a U.S. panes of unattended lights may become covered with Government shore radio station. Charges for these ice or snow, which will greatly reduce the visibility and messages will be accepted “collect” by the Coast Guard. may also cause colored lights to appear white. (99) It is unlawful to establish or maintain any aid simi- (106) Brilliant shore lights used for advertising and other lar to those maintained by the U.S. Coast Guard with- purposes, particularly those in densely populated areas, out first obtaining permission from the Coast Guard make it difficult to identify a navigational light. District Commander. In the Great Lakes, applications (107) At short distances flashing lights may show a faint should be submitted through the Cleveland District Of- continuous light between flashes. fice. The licensed officer in command of a vessel which (108) The distance of an observer from a light cannot be collides with any aid must report the fact promptly to estimated by its apparent intensity. The characteristics the nearest U.S. Coast Guard Sector. of lights in an area should always be checked in order that powerful lights visible in the distance will not be Lights mistaken for nearby lights showing similar character- (100) The range of visibility of lights as given in the Light istics at low intensity such as those on lighted buoys. (109) The apparent characteristic of a complex light may Lists and as shown on the charts is the Nominal range, change with the distance of the observer, due to color which is the maximum distance at which a light may be and intensity variations among the different lights of seen in clear weather (meteorological visibility of 10 the group. The characteristic as charted and shown in nautical miles) expressed in nautical miles. The Light the Light List may not be recognized until nearer the Lists give the Nominal ranges for all Coast Guard light. lighted aids except range and directional lights. (110) Motion of a vessel in a heavy sea may cause a light (101) Luminous range is the maximum distance at to alternately appear and disappear, and thus give a which a light may be seen under the existing visibility false characteristic. conditions. By use of the diagram in the Light Lists, (111) Where lights have different colored sectors, be Luminous range may be determined from the known guided by the correct bearing of the light; do not rely Nominal range, and the existing visibility conditions. on being able to accurately observe the point at which Both the Nominal and Luminous ranges do not take the color changes. On either side of the line of demar- into account elevation, observer’s height of eye, or the cation of colored sectors there is always a small arc of curvature of the earth. uncertain color. (102) Geographic range is a function of only the curva- (112) On some bearings from the light, the range of visi- ture of the earth and is determined solely from the bility of the light may be reduced by obstructions. In heights above sea level of the light and the observer’s such cases, the obstructed arc might differ with height eye; therefore, to determine the actual Geographic of eye and distance. When a light is cut off by adjoining range for a height of eye, the Geographic range must be land and the arc of visibility is given, the bearing on corrected by a distance corresponding to the height dif- which the light disappears may vary with the distance ference, the distance correction being determined of the vessel from which observed and with the height from a table of “distances of visibility for various of eye. When the light is cut off by a sloping hill or point heights above sea level.” (See Light List or Appendix B.) of land, the light may be seen over a wider arc by a ship (103) The maximum distances at which lights can be far off than by one close to. seen may at times be increased by abnormal atmo- (113) Arcs of circles drawn on charts around a light are spheric refraction and may be greatly decreased by un- not intended to give information as to the distance at favorable weather conditions such as fog, rain, haze, or which it can be seen, but solely to indicate, in the case smoke. All except the most powerful lights are easily of lights which do not show equally in all directions, obscured by such conditions. In some conditions of the the bearings between which the variation of visibility atmosphere white lights may have a reddish hue. Dur- or obscuration of the light occurs. ing weather conditions which tend to reduce visibility, (114) Lights of equal candlepower but of different colors colored lights are more quickly lost to sight than are may be seen at different distances. This fact should be white lights. Navigational lights should be used with

General Information ■ Chapter 1 ■ 11 considered not only in predicting the distance at which atmospheric and sea conditions, the slope of and the a light can be seen, but also in identifying it. material making up the seabed, the fact that buoys are (115) Lights should not be passed close aboard, because moored to sinkers by varying lengths of chain, and the in many cases riprap mounds are maintained to protect fact that buoy body and/or sinker positions are not un- the structure against ice damage and scouring action. der continuous surveillance, but are normally checked (116) Many prominent towers, tanks, smokestacks, only during periodic maintenance visits which often buildings, and other similar structures, charted as occur more than a year apart. The position of the buoy landmarks, display flashing and/or fixed red aircraft ob- body can be expected to shift inside and outside of the struction lights. Lights shown from landmarks are charting symbol due to the forces of nature. The mari- charted only when they have distinctive characteristics ner is also cautioned that buoys are liable to be carried to enable the mariner to positively identify the location away, shifted, capsized, sunk, etc. Lighted buoys may be of the charted structure. extinguished or sound signals may not function as a re- sult of ice, running ice or other natural causes, colli- Articulated lights sions, or other accidents. (117) An articulated light is a vertical pipe structure sup- (124) For the foregoing reasons, a prudent mariner must not rely completely upon the charted position or opera- ported by a submerged buoyancy chamber and at- tion of floating aids to navigation, but will also utilize tached by a universal coupling to a weighted sinker on bearings from fixed objects and aids to navigation on the seafloor. The light, allowed to move about by the shore. Further, a vessel attempting to pass close aboard universal coupling, is not as precise as a fixed aid. How- always risks collision with a yawing buoy or with the ever, it has a much smaller watch circle than a conven- obstruction the buoy marks. tional buoy, because the buoyancy chamber tends to (125) Buoys may not always properly mark shoals or force the pipe back to a vertical position when it heels other obstructions due to shifting of the shoals or of over under the effects of wind, wave, or current. the buoys. Buoys marking wrecks or other obstruc- (118) Articulated lights are primarily designed to mark tions are usually placed on the seaward or channelward narrow channels with greater precision than conven- side and not directly over a wreck. Since buoys may be tional buoys. located some distance from a wreck they are intended to mark, and since sunken wrecks are not always static, Daybeacons extreme caution should be exercised when operating in (119) Daybeacons are unlighted aids affixed to stationary the vicinity of such buoys. structures. They are marked with dayboards for day- Large navigational buoys (LNB) time identification. The dayboards aid navigation by (126) Courses should invariably be set to pass these aids presenting one of several standard shapes and colors which have navigational significance. Dayboards are with sufficient clearance to avoid the possibility of col- sometimes referred to as daymarks. lision from any cause. Errors of observation, current (120) Daybeacons are found on-shore and in shallow wa- and wind effects, other vessels in the vicinity, and de- ter. They are frequently used to mark channel edges. fects in steering gear may be, and have been the cause of actual collisions, or imminent danger thereof, need- Articulated daybeacons lessly jeopardizing the safety of these facilities and (121) Articulated daybeacons are similar to articulated their crews, and of all navigation dependent on these important aids to navigation. lights, described above, except they are unlighted. (127) Experience shows that offshore light stations can- not be safely used as leading marks to be passed close Buoys aboard, but should always be left broad off the course, (122) The aids to navigation depicted on charts comprise whenever sea room permits. When approaching fixed offshore light structures and large navigational buoys a system consisting of fixed and floating aids with vary- (LNB) on radio bearings, the risk of collision will be ing degrees of reliability. Therefore, prudent mariners avoided by ensuring that radio bearing does not remain will not rely solely on any single aid to navigation, par- constant. ticularly a floating aid. (128) It should be borne in mind that most large buoys (123) The approximate position of a buoy is represented are anchored to a very long scope of chain and, as a re- by the dot or circle associated with the buoy symbol. sult, the radius of their swinging circle is considerable. The approximate position is used because of practical The charted position is the location of the anchor. Fur- limitations in positioning and maintaining buoys and thermore under certain conditions of wind and current, their sinkers in precise geographical locations. These limitations include, but are not limited to, inherent imprecisions in position fixing methods, prevailing

12 ■ Chapter 1 ■ Volume 2 they are subject to sudden and unexpected sheers not be operating. It is not always possible to start a fog which are certain to hazard a vessel attempting to pass signal immediately when fog is observed. close aboard. Caution, channel markers Bridge lights and clearance gages (136) Lights, daybeacons, and buoys along dredged chan- (129) The Coast Guard regulates marine obstruction nels do not always mark the bottom edges. Due to local lights and clearance gages on bridges across navigable conditions, aids may be located inside or outside the waters. Where installed, clearance gages are generally channel limits shown by dashed lines on a chart. The vertical numerical scales, reading from top to bottom, Light List tabulates the offset distances for these aids in and show the actual vertical clearance between the ex- many instances. isting water level and the lowest point of the bridge (137) Aids may be moved, discontinued, or replaced by over the channel; the gages are normally on the other types to facilitate dredging operations. Mariners right-hand pier or abutment of the bridge, on both the should exercise caution when navigating areas where upstream and downstream sides. dredges with auxiliary equipment are working. (130) Bridge lights are fixed red or green, and are pri- (138) Temporary changes in aids are not included on the vately maintained; they are generally not charted or de- charts. scribed in the text of the Coast Pilot. All bridge piers (and their protective fenders) and abutments which are Uniform State Waterway Marking System in or adjacent to a navigation channel are marked on all (139) Many bodies of water used by boatmen are located channel sides by red lights. On each channel span of a fixed bridge, there is a range of two green lights mark- entirely within the boundaries of a State. The Uniform ing the center of the channel and a red light marking State Waterway Marking System (USWMS) has been both edges of the channel, except that when the mar- developed to indicate to the small-boat operator haz- gins of the channel are confined by bridge piers, the red ards, obstructions, restricted or controlled areas, and lights on the span are omitted, since the pier lights to provide directions. Although intended primarily for then mark the channel edges; for multiplespan fixed waters within the state boundaries, USWMS is suited bridges, the main-channel span may also be marked by for use in all water areas, since it supplements and is three white lights in a vertical line above the green generally compatible with the Coast Guard lateral sys- range lights. tem of aids to navigation. The Coast Guard is gradually (131) On all types of drawbridges, one or more red lights using more aids bearing the USWMS geometric shapes are shown from the drawspan (higher than the pier described below. lights) when the span is closed; when the span is open, (140) Two categories of waterway markers are used. Reg- the higher red lights are obscured and one or two green ulatory markers, buoys, and signs use distinctive stan- lights are shown from the drawspan, higher than the dard shape marks to show regulatory information. The pier lights. The number and location of the red and signs are white with black letters and have a wide or- green lights depend upon the type of drawbridge. ange border. They signify speed zones, Fish havens, (132) Bridges and their lighting, construction and main- danger areas, and directions to various places. Aids to tenance are set forth in 33 CFR 114, 115, 116, and navigation on State waters use red and black buoys to 118, (not carried in this Coast Pilot). Aircraft obstruc- mark channel limits. Red and black buoys are generally tion lights prescribed by the Federal Aviation Adminis- used in pairs. The boat should pass between the red tration may operate at certain bridges. buoy and its companion black buoy. If the buoys are not placed in pairs, the distinctive color of the buoy indi- Fog signals cates the direction of dangerous water from the buoy. (133) Caution should be exercised in the use of sound fog White buoys with red tops should be passed to the south or west, indicating that danger lies to the north signals for navigation purposes. They should be consid- or east of the buoy. White buoys with black tops should ered solely as warning devices. be passed to the north or east. Danger lies to the south (134) Sound travels through the air in a variable manner, or west. Vertical red and white striped buoys indicate a even without the effects of wind; and, therefore, the boat should not pass between the buoy and the nearest hearing of fog signals cannot be implicitly relied upon. shore. Danger lies inshore of the buoy. (135) Experience indicates that distances must not be judged only by the intensity of the sound; that occa- Light List sionally there may be areas close to a fog signal in (141) Light Lists, published by the Coast Guard, describe which it is not heard; and that fog may exist not far from a station, yet not be seen from it, so the signal may aids to navigation, consisting of lights, fog signals, buoys, lightships, daybeacons, and electronic aids, in

General Information ■ Chapter 1 ■ 13 United States (including Puerto Rico and U.S. Virgin Is- LORAN-C lands) and contiguous Canadian waters. Light Lists are (145) LORAN, an acronym for LOng RAnge Navigation, is for sale by the Government Printing Office (see Appen- dix A for address) and by sales agents in the principal an electronic aid to navigation consisting of shore- seaports. Light Lists are also available to view on the based radio transmitters. In accordance with the DHS USCG Navigation Center internet site at Appropriations Act, the U.S. Coast Guard has termi- http://www.navcen.uscg.gov/pubs/lightlists/lightlists.h nated the transmission of all U.S. LORAN-C signals as tm. Mariners should refer to these publications for de- of February 2010, rendering them unusable and per- tailed information regarding the characteristics and manently discontinued. This termination does not af- visibility of lights, and the descriptions of light struc- fect U.S. participation in the Russian American or tures, lightships, buoys, fog signals, and electronic Canadian LORAN-C chains. U.S. participation in these aids. chains will continue temporarily in accordance with international agreements. For more details, view ELECTRONIC POSITIONING SYSTEMS http://www.navcen.uscg.gov/. The Coast Guard strong- ly urges mariners accustomed to using LORAN-C for Global Positioning System (GPS) navigation to shift to a GPS navigation system and be- (142) GPS permits land, sea, and airborne users to deter- come familiar with its operation. NOAA will begin re- moving LORAN-C lines of position from all of its charts mine their three dimensional position, velocity, and as new editions are published. time, 24 hours a day in all weather, anywhere in the world. The basic system is defined as a constellation of DISTRESS: COMMUNICATION PROCEDURES satellites, the navigation payloads which produce the GPS signals, ground stations, data links, and associated Coast Guard search and rescue operations command and control facilities which are operated and (146) The Coast Guard conducts and/or coordinates maintained by the Department of Defense. The satel- lites operate in circular 20,200 km (10,900 nm) orbits search and rescue operations for surface vessels or air- at an inclination angle, relative to the equator, of 55° craft that are in distress or overdue. Search and Rescue and with a 12-hour period. The satellites are spaced in vessels and aircraft have special markings, including a orbit so that at any time, a minimum of six satellites are wide slash of red-orange and a small slash of blue on observable from any position on earth, providing in- the forward portion of the hull or fuselage. Other parts stantaneous position and time information. The sys- of aircraft, normally painted white, may have other ar- tem provides two levels of service for position eas painted red to facilitate observation. The coopera- determination, Standard Positioning Service (SPS) tion of vessel operators with Coast Guard helicopters, and the encoded Precise Positioning Service (PPS); fixed-wing aircraft, and vessels may mean the differ- SPS is for general public use and PPS is primarily in- ence between life and death for some seaman or avia- tended for use by the Department of Defense. Please re- tor; such cooperation is greatly facilitated by the prior port GPS problems or anomalies at http://www.navcen. knowledge on the part of vessel operators of the opera- uscg.gov/gps/ or contact the USCG Navigation tional requirements of Coast Guard equipment and Information Service at 703-313-5900. personnel, of the international distress signals and pro- (143) Differential GPS (DGPS): cedures, and of good seamanship. (144) The U.S. Coast Guard Navigation Center (NAVCEN) (147) Note: Distress and other calls to Coast Guard com- operates the Coast Guard Maritime Differential GPS munication stations may be made on any of the follow- (DGPS) Service, consisting of two control centers and ing HF single sideband radiotelephone channels: over 60 remote broadcast sites. The Service broadcasts 424(4134 kHz), 601(6200 kHz), 816(8240 kHz), or correction signals on marine radiobeacon frequencies 1205(12242 kHz). to improve the accuracy of and integrity to GPS-de- rived positions. The Coast Guard DGPS Service pro- International distress signals vides 10-meter accuracy in all established coverage (148) (1) A signal made by radiotelegraphy or by any areas. Typically, the positional error of a DGPS position is 1 to 3 meters, greatly enhancing harbor entrance and other signaling method consisting of the group “SOS” approach navigation. The System provides service for in Morse Code. coastal coverage of the continental U.S., the Great (149) (2) A signal sent by radiotelephony consisting of Lakes, Puerto Rico, portions of Alaska and Hawaii, and the spoken word “MAYDAY.” a greater part of the Mississippi River Basin. (150) (3) The International Flag Code Signal of NC. (151) (4) A signal consisting of a square flag having above or below it a ball or anything resembling a ball.

14 ■ Chapter 1 ■ Volume 2 (152) (5) Flames on the craft (as from a burning oil bar- pitch, transmitted alternately; its purpose is to attract rel, etc.) the attention of persons on radio watch or to actuate automatic alarm devices. It may only be used to an- (153) (6) A rocket parachute flare or hand flare showing a nounce that a distress call or message is about to fol- red light. low. (167) (2) The distress call, consisting of:– (154) (7) Rockets or shells, throwing red stars fired one (168) the distress signal MAYDAY (spoken three times); at a time at short intervals. (169) the words THIS IS (spoken once); (170) the call sign or name of the vessel in distress (spo- (155) (8) Orange smoke, as emitted from a distress flare. ken three times). (156) (9) Slowly and repeatedly raising and lowering (171) (3) The distress message follows immediately and consists of: arms outstretched to each side. (172) the distress signal MAYDAY; (157) (10) A gun or other explosive signal fired at inter- (173) the call sign and name of the vessel in distress; (174) particulars of its position (latitude and longitude, vals of about 1 minute. or true bearing and distance from a known geograph- (158) (11) A continuous sounding of any fog-signal appa- ical position); (175) the nature of the distress; ratus. (176) the kind of assistance desired; (159) (12) The radiotelegraph alarm signal. (177) the number of persons aboard and the condition of (160) (13) The radiotelephone alarm signal. any injured; (161) (14) Signals transmitted by emergency position-in- (178) present seaworthiness of vessel; (179) description of the vessel (length; type; cabin; dicating radiobeacons. masts; power; color of hull, superstructure, trim; etc.); (162) (15) A piece of orange-colored canvas with either a (180) any other information which might facilitate the rescue, such as display of a surface-to-air identification black square and circle or other appropriate symbol signal or a radar reflector; (for identification from the air). (181) your listening frequency and schedule; (163) (16) A dye marker. (182) THIS IS (call sign and name of vessel in distress) OVER. Radio distress procedures (183) (4) Acknowledgment of receipt of a distress mes- (164) Distress calls are made on 2182 kHz or VHF-FM sage: If a distress message is received from a vessel which is definitely in your vicinity, immediately ac- channel 16 (MAYDAY). For less serious situations than knowledge receipt. If it is not in your vicinity, allow a warrant the distress procedure, the urgency signal short interval of time to elapse before acknowledging, PAN-PAN (PAHN-PAHN, spoken three times), or the in order to allow vessels nearer to the vessel in distress safety signal SECURITY (SAY-CURITAY, spoken three to acknowledge receipt without interference. However, times), for radiotelephony, are used as appropriate. in areas where reliable communications with one or Since radiotelegraph transmissions are normally made more shore stations are practicable, all vessels may defer by professional operators, and urgency and safety situa- this acknowledgment for a short interval so that a tions are less critical, only the distress procedures for shore station may acknowledge receipt first. The ac- voice radiotelephone are described. For complete in- knowledgment of receipt of a distress is given as fol- formation on emergency radio procedures, see 47 CFR lows: 80 or NGA Pub. 117. (See Appendix A for a list of (184) the call sign or name of the vessel sending the dis- Coast Guard Stations which guard 2182 kHz and tress (spoken three times); 156.80 MHz.) Complete information on distress (185) the words THIS IS; guards can be obtained from Coast Guard District (186) the call sign or name of acknowledging vessel (spo- Commanders. ken three times); (165) Distress calls indicate a vessel or aircraft is threat- (187) The words RECEIVED MAYDAY. ened by grave and imminent danger and requests im- (188) After the above acknowledgment, allow a momen- mediate assistance. They have absolute priority over all tary interval of listening to insure that you will not in- other transmissions. All stations which hear a distress terfere with another vessel better situated to render call must immediately cease any transmission capable immediate assistance; if not, with the authority of the of interfering with the distress traffic and shall con- person in charge of the vessel, transmit: tinue to listen on the frequency used for the emission of the distress call. This call shall not be addressed to a particular station, and acknowledgment of receipt shall not be given before the distress message which follows it is sent. Radiotelephone distress communications (166) (1) The radiotelephone alarm signal (if available): The signal consists of two audio tones, of different

General Information ■ Chapter 1 ■ 15 (189) the word MAYDAY; (210) the call sign and name of the station sending the (190) the call sign and name of distressed vessel; message; (191) the words THIS IS; (192) the call sign and name of your vessel; (211) the time; (193) your position (latitude and longitude, or true bear- (212) the name and call sign of the vessel in distress; (213) the words SEELONCE FEENEE (French for silence ing and distance from a known geographical position); (194) the speed you are proceeding towards, and the ap- finished). proximate time it will take to reach, the distressed ves- Optimize Radar Profile sel. OVER. (214) Operators of disabled wooden craft and persons (195) (5) Further distress messages and other commu- nications: Distress communications consist of all mes- adrift in rubber rafts or boats that are, or may consider sages relating to the immediate assistance required by themselves to be, the object of a search, should hoist on the distressed vessel. Each distress communication a halyard or otherwise place aloft as high as possible shall be preceded by the signal MAYDAY. The vessel in any metallic object that would assist their detection by distress or the station in control of distress communi- radar. Coast Guard cutters and aircraft are radar cations may impose silence on any station which inter- equipped and thus are able to continue searching in feres. The procedure is:—the words SEELONCE darkness and during other periods of low visibility. It is MAYDAY (Seelonce is French for silence). Silence also advisable for coastal fishing boats, yachts, and other may be imposed by nearby mobile stations other than small craft to have efficient radar reflectors perma- the vessel in distress or the station in control of distress nently installed aboard the vessel. communications. The mobile station which believes that silence is essential may request silence by the fol- File cruising schedules lowing procedure:—the word SEELONCE, followed by (215) Small-craft operators should prepare a cruising the word DISTRESS, and its own call sign. (196) (6) Transmission of the distress procedure by a plan before starting on extended trips and leave it vessel or shore station not itself in distress: A vessel or ashore with a yacht club, marina, friend, or relative. It a shore station which learns that a vessel is in distress is advisable to use a checking-in procedure by tele- shall transmit a distress message in any of the follow- phone for each point specified in the cruising plan. ing cases: Such a trip schedule is vital for determining if a boat is (197) (a) When the vessel in distress is not itself able to overdue and will assist materially in locating a missing transmit the distress message. craft in the event search and rescue operations become (198) (b) When a vessel or a shore station considers that necessary. further help is necessary. (199) (c) When, although not in a position to render as- DISTRESS: ASSISTANCE PROCEDURES sistance, it has heard a distress message that has not been acknowledged. Surface ship procedures for assisting distressed (200) In these cases, the transmission shall consist of: surface vessels (201) the radiotelephone alarm signal (if available); (216) (1) The following immediate action should be (202) the words MAYDAY RELAY (spoken three times); taken by each ship on receipt of a distress message: (203) the words THIS IS; (217) (a) Acknowledge receipt and, if appropriate, re- (204) the call sign and name of vessel (or shore station), transmit the distress message; spoken three times. (218) (b) Immediately try to take D/F bearings during the (205) When a vessel transmits a distress under these con- transmission of the distress message and maintain a ditions, it shall take all necessary steps to contact the D/F watch on 2182 kHz; Coast Guard or a shore station which can notify the (219) (c) Communicate the following information to the Coast Guard. ship in distress: (206) (7) Termination of distress: When distress traffic (220) (i) identity; has ceased, or when silence is no longer necessary on (221) (ii) position; the frequency used for the distress traffic, the station in (222) (iii) speed and estimated time of arrival (ETA); control shall transmit on that frequency a message to (223) (iv) when available, true bearing of the ship in dis- all stations as follows: tress. (207) the distress signal MAYDAY; (224) (d) Maintain a continuous listening watch on the (208) the call TO ALL STATIONS, spoken three times; frequency used for the distress. This will normally be: (209) the words THIS IS; (225) (i) 2182 kHz (radiotelephone).

16 ■ Chapter 1 ■ Volume 2 (226) (e) Additionally, maintain watch on VHF-FM chan- opening and closing the throttle, or changing the pro- nel 16 as necessary; peller pitch. (244) (c) Heading in the direction in which the surface (227) (f) Operate radar continuously; craft is to be directed. The surface craft should ac- (228) (g) If in the vicinity of the distress, post extra look- knowledge the signal by changing course and following the aircraft. If, for any reason, it is impossible to follow, outs. the surface craft should hoist the international code (229) (2) The following action should be taken when pro- flag NOVEMBER, or use any other signaling means available to indicate this. ceeding to the area of distress: (245) The following procedures performed by an aircraft (230) (a) Plot the position, course, speed, and ETA of mean that the assistance of the surface craft is no lon- ger required: other assisting ships. (246) (a) Crossing the wake of the surface craft close (231) (b) Know the communication equipment with astern at a low altitude, rocking the wings, opening and closing the throttle or changing the propeller pitch. which other ships are fitted. This information may be (247) Since modern jet-engined aircraft cannot make the obtained from the International Telecommunication characteristic sound associated with opening and clos- Union’s List of Ship Stations. ing the throttle, or changing propeller pitch, ships (232) (c) Attempt to construct an accurate “picture” of should be alert to respond to the signals without the the circumstances attending the casualty. The impor- sounds, when jets or turboprop aircraft are involved. tant information needed is included under Distress Signals and Communication Procedures, this chapter. Surface ship procedures for assisting aircraft in Should the ship in distress fail to transmit this infor- distress mation, a ship proceeding to assist should request what (248) 1. When an aircraft transmits a distress message by information is needed. radio, the first transmission is generally made on the (233) (3) The following on-board preparation while pro- designated air/ground enroute frequency in use at the ceeding to the distress area should be considered: time between the aircraft and aeronautical station. The (234) (a) A rope (guest warp) running from bow to quar- aircraft may change to another frequency, possibly an- ter at the waterline on each side and secured by lizards other enroute frequency or the aeronautical emer- to the ship’s side to assist boats and rafts to secure gency frequencies of 121.50 MHz or 243 MHz. In an alongside; emergency, it may use any other available frequency to (235) (b) A derrick rigged ready for hoisting on each side establish contact with any land, mobile, or direction- of the ship with a platform cargo sling, or rope net, se- finding station. cured to the runner to assist the speedy recovery of ex- (249) 2. There is liaison between Coast Radio Stations hausted or injured survivors in the water; aeronautical units, and land–based search and rescue (236) (c) Heaving lines, ladders, and scramble net placed organizations. Merchant ships will ordinarily be in- ready for use along both sides of the ship on the lowest formed of aircraft casualties at sea by broadcast mes- open deck and possibly crew members suitably sages from Coast Radio Stations, made on the equipped to enter the water and assist survivors; international distress frequency of 2182 kHz. Ships (237) (d) A ship’s liferaft made ready for possible use as a may, however, become aware of the casualty by receiv- boarding station; ing: (238) (e) Preparations to receive survivors who require (250) (a) An SOS message from an aircraft in distress medical assistance including the provision of stretchers; which is able to transmit on radiotelephone on 2182 (239) (f) When own lifeboat is to be launched, any means kHz. to provide communications between it and the parent (251) (b) A message from a SAR aircraft. ship will prove to be of very great help; (252) 3. For the purpose of emergency communications (240) (g) A line throwing appliance with a light line and a with aircraft, special attention is called to the possibil- heavy rope, ready to be used for making connection ei- ity of conducting direct communications on 2182 kHz, ther with the ship in distress or with survival craft. if both ship and aircraft are so equipped. (253) 4. An aircraft in distress will use any means at its Aircraft procedures for directing surface craft to disposal to attract attention, make known its position, scene of distress incident and obtain help, including some of the signals pre- (241) The following procedures performed in sequence scribed by the applicable Navigation Rules. by an aircraft mean that the aircraft is directing a sur- face craft toward the scene of a distress incident, (242) (a) Circling the surface craft at least once. (243) (b) Crossing the projected course of the surface craft close ahead at low altitude, rocking the wings,

General Information ■ Chapter 1 ■ 17 (254) 5. Aircraft usually sink quickly (e.g. within a few Normally, their aircrew will use their ejection seats, minutes). Every endeavor will be made to give ships an rather than ditch. Should such an aircraft ditch, rather accurate position of an aircraft which desires to ditch. than the aircrew bail out, and it becomes necessary to When given such a position, a ship should at once con- remove them from their ejection seats while still in the sult any other ships in the vicinity on the best proce- aircraft, care should be taken to avoid triggering off the dure to be adopted. The ship going to the rescue should seat mechanisms. The activating handles are invariably answer the station sending the broadcast and give her indicated by red and or black/yellow coloring. identity, position, and intended action. (268) 12. A survivor from an aircraft casualty who is re- covered may be able to give information which will as- (255) 6. If a ship should receive a distress message direct sist in the rescue of other survivors. Masters are from an aircraft, she should act as indicated in the im- therefore asked to put the following questions to survi- mediately preceding paragraph and also relay the mes- vors and to communicate the answers to a Coast Radio sage to the nearest Coast Radio Station. Moreover, a Station. They should also give the position of the rescu- ship which has received a distress message direct from ing ship and the time when the survivors were recov- an aircraft and is going to the rescue should take a ered. bearing on the transmission and inform the Coast Ra- (269) (a) What was the time and date of the casualty? dio Station and other ships in the vicinity of the call (270) (b) Did you bail out or was the aircraft ditched? sign of the distressed aircraft and the time at which the (271) (c) If you bailed out, at what altitude? distress message was received, followed by the bearing (272) (d) How many others did you see leave the aircraft and time at which the signal ceased. by parachute? (273) (e) How many ditched with the aircraft? (256) 7. When an aircraft decides to ditch in the vicinity (274) (f) How many did you see leave the aircraft after of a ship, the ship should: ditching? (275) (g) How many survivors did you see in the water? (257) (a) Transmit homing bearings to the aircraft, or (if (276) (h) What flotation gear had they? so required) transmit signals enabling the aircraft to (277) (i) What was the total number of persons aboard take its own bearings. the aircraft prior to the accident? (278) (j) What caused the emergency? (258) (b) By day, make black smoke. (259) (c) By night, direct a searchlight vertically and turn Helicopter evacuation of personnel (279) Helicopter evacuation, usually performed by the on all deck lights. Care must be taken not to direct a searchlight toward the aircraft, which might dazzle the Coast Guard, is a hazardous operation to the patient pilot. and to the flight crew, and should only be attempted in (260) 8. Ditching an aircraft is difficult and dangerous. A event of very serious illness or injury. Provide the doctor ship which knows that an aircraft intends to ditch on shore with all the information you can concerning should be prepared to give the pilot the following infor- the patient, so that an intelligent evaluation can be mation: made concerning the need for evacuation. Most rescue (261) (a) Wind direction and force. helicopters can proceed less than 150 miles offshore (a (262) (b) Direction, height, and length of primary and few new helicopters can travel 250 to 300 miles out to secondary swell systems. sea), dependent on weather conditions and other vari- (263) (c) Other pertinent weather information. ables. If an evacuation is necessary, the vessel must be (264) The pilot of an aircraft will choose his own ditching prepared to proceed within range of the helicopter, and heading. If this is known by the ship, she should set should be familiar with the preparations which are nec- course parallel to the ditching heading. Otherwise the essary prior to and after its arrival. ship should set course parallel to the main swell system and into the wind component, if any. (280) When requesting helicopter assistance: (265) 9. A land plane may break up immediately on strik- (281) (1) Give the accurate position, time, speed, course, ing the water, and liferafts may be damaged. The ship should, therefore, have a lifeboat ready for launching, weather conditions, sea conditions, wind direction and and if possible, boarding nets should be lowered from velocity, type of vessel, and voice and CW frequency for the ship and heaving lines made ready in the ship and your ship. the lifeboat. Survivors of the aircraft may have bright (282) (2) If not already provided, give complete medical colored lifejackets and location aids. information including whether or not the patient is (266) 10. The method of recovering survivors must be ambulatory. left to the judgment of the master of the ship carrying out the rescue operation. (267) 11. It should be borne in mind that military aircraft are often fitted with ejection seat mechanisms.

18 ■ Chapter 1 ■ Volume 2 (283) (3) If you are beyond helicopter range, advise your (298) (6) Change the vessel’s course to permit the ship to diversion intentions so that a rendezvous point may be ride as easily as possible with the wind on the bow, pref- selected. erably on the port bow. Try to choose a course to keep the stack gases clear of the hoist area. Once established, (284) (4) If there are changes to any items reported ear- maintain course and speed. lier, advise the rescue agency immediately. Should the patient die before the arrival of the helicopter, be sure (299) (7) Reduce speed to ease ship’s motion, but main- to advise those assisting you. tain steerageway. (285) Preparations prior to the arrival of the helicopter: (300) (8) If you do not have radio contact with the heli- (286) (1) Provide continuous radio guard on 2182 kHz or copter, when you are in all respects ready for the hoist, signal the helicopter in with a “come on” with your specified voice frequency, if possible. The helicopter hand, or at night by flashlight signals. normally cannot operate CW. (287) (2) Select and clear the most suitable hoist area, (301) (9) Allow basket or stretcher to touch deck prior to preferably aft on the vessel with a minimum of 50 feet handling to avoid static shock. (15.2 meters) radius of clear deck. This must include the securing of loose gear, awnings, and antenna wires. (302) (10) If a trail line is dropped by the helicopter, guide Trice up running rigging and booms. If hoist is aft, the basket or stretcher to the deck with the line; keep lower the flag staff. the line free at all times. This line will not cause shock. (288) (3) If the hoist is to take place at night, light the pickup areas as well as possible. Be sure you do not (303) (11) Place the patient in basket, sitting with his shine any lights on the helicopter, so that the pilot is hands clear of the sides, or in the litter, as described not blinded. If there are any obstructions in the vicin- above. Signal the helicopter hoist operator when ready ity, put a light on them so the pilot will be aware of their for the hoist. Patient should signal by a nodding of the positions. head if he is able. Deck personnel give thumbs up. (289) (4) Point searchlight vertically to aid the flight crew in locating the ship and turn them off when the (304) (12) If it is necessary to take the litter away from helicopter is on the scene. the hoist point, unhook the hoist cable and keep it free (290) (5) Be sure to advise the helicopter of the location for the helicopter to haul in. Do not secure cable or of the pickup area on the ship before the helicopter ar- trail line to the vessel or attempt to move stretcher rives, so that the pilot may make his approach to aft, without unhooking. amidships, or forward, as required. (291) (6) There will be a high noise level under the heli- (305) (13) When patient is strapped into the stretcher, copter, so voice communications on deck are almost signal the helicopter to lower the cable, attach cable to impossible. Arrange a set of hand signals among the stretcher sling (bridle), then signal the hoist operator crew who will assist. when the patient is ready to hoist. Steady the stretcher so it will not swing or turn. (306) (14) If a trail line is attached to the basket or stretcher, use it to steady the patient as he is hoisted. Keep your feet clear of the line, and keep the line from becoming entangled. (292) Hoist operations: Medical advice and/or evacuation (293) (1) If possible, have the patient moved to a position (307) In the event a master of a vessel requires medical as close to the hoist area as his condition will per- advice and/or there is a potential of evacuation the fol- mit–time is important. lowing should be volunteered by the master: (294) (2) Normally, if a litter (stretcher) is required, it (308) Vessel’s name and call sign. will be necessary to move the patient to the special lit- (309) Vessel’s position and time at position. ter which will be lowered by the helicopter. Be prepared (310) Vessel’s course, speed and next port and estimated to do this as quickly as possible. Be sure the patient is time of arrival (ETA). strapped in, face up, and with a life jacket on (if his con- (311) Patient’s name, nationality, age, race and sex. dition will permit). (312) Patient’s respiration, pulse and temperature. (295) (3) Be sure that the patient is tagged to indicate (313) Patient’s symptoms and nature of illness. what medication, if any, was administered to him and (314) Any known history of similar illness. when it was administered. (315) Location and type of pain. (296) (4) Have patient’s medical record and necessary pa- (316) Medical supplies carried on board vessel. pers in an envelope or package ready for transfer with (317) Medication given to patient. the patient. (318) Weather. (297) (5) Again, if the patient’s condition permits, be sure (319) Communication schedule and frequency. he is wearing a life jacket.

General Information ■ Chapter 1 ■ 19 Coast Guard droppable, floatable pumps (327) 406 MHz EPIRBs (Category I, II): The 406 MHz (320) The Coast Guard often provides vessels in distress EPIRB was designed to operate with satellites. The sig- nal frequency (406 MHz) has been designated interna- with emergency pumps by either making parachute tionally to be used only for distress. Other drops, by lowering on helicopter hoist, or by delivering communications and interference are not allowed on by vessel. The most commonly used type of pump co- this frequency. Its signal allows a satellite local user mes complete in a sealed aluminum drum about half terminal to accurately locate the EPIRB and identify the size of a 50-gallon oil drum. One single lever on top the vessel (the signal is encoded with the vessel's iden- opens it up. Smoking is cautioned against due to the tity) anywhere in the world (there is no range limita- possible presence of gas fumes inside the can. The tion). These devices are detectable not only by pump will draw about 90 gallons per minute. There COSPAS-SARSAT satellites which are polar orbiting, should be a waterproof flashlight on top of the pump but also by geostationary GOES weather satellites. for night use. Operating instructions are provided in- EPIRBs detected by the GEOSAR system, consisting of side the pump container. GOES and other geostationary satellites, send rescue (321) Preparations for being towed by Coast Guard: authorities an instant alert, but without location infor- (322) (1) Clear the forecastle area as well as you can. mation unless the EPIRB is equipped with an integral (323) (2) If a line-throwing gun is used, keep everyone GPS receiver. EPIRBs detected by COSPAS-SARSAT out of the way until line clears the boat. The Coast (e.g. TIROS N) satellites provide rescue authorities lo- Guard vessel will blow a police whistle or otherwise cation of distress, but location and sometimes alerting warn you before firing. may be delayed as much as an hour or two. These (324) (3) Have material ready for chafing gear. EPIRBs also include a 121.5 MHz homing signal, allow- ing aircraft and rescue craft to quickly find the vessel in Medical advice distress. These are the only type of EPIRB which must (325) Free medical advice is furnished to seamen by radio be certified by Coast Guard approved independent labo- ratories before they can be sold in the United States. through the cooperation of Governmental and com- mercial radio stations whose operators receive and re- (328) A new type of 406 MHz EPIRB, having an integral lay messages prefixed RADIOMEDICAL from ships at GPS navigation receiver, became available in 1998. sea to the U.S. Coast Guard and/or directly to a hospital This EPIRB will send accurate location as well as iden- and then radio the medical advice back to the ships. tification information to rescue authorities immedi- (See Appendix A for list of radio stations that provide ately upon activation through both geostationary this service.) (GEOSAR) and polar orbiting satellites. These types of EPIRB are the best you can buy. EMERGENCY POSITION INDICATING RADIOBEACONS (EPIRB) (329) 406 MHz emergency locating transmitters (ELTs) for aircraft are currently available and 406 MHz per- (326) Emergency Position Indicating Radiobeacons sonnel locating beacons (PLBs) are also available. (EPIRBs), are designed to save your life if you get into trouble by alerting rescue authorities and indicating (330) The Coast Guard recommends you purchase a 406 your location. EPIRB types are described in the accom- MHz EPIRB, preferably one with an integral GPS navi- panying table. gation receiver. A Cat I EPIRB should be purchased if it can be installed properly. EPIRB Types (331) Proper registration of your 406 MHz EPIRB is in- Type Frequency Description tended to save your life, and is mandated by Federal Cat I Communications Commission regulations; the Coast 406/121.5 MHz Float-free, automatically activated Guard is enforcing this FCC registration rule. Cat II EPIRB. Detectable by satellite anywhere in the world. Recognized (332) If you purchase a new or a used 406 MHz EPIRB, by the Global Maritime and Distress you MUST register it with NOAA. If you change your Safety System (GMDSS). boat, your address, or your primary phone number, you MUST re-register your EPIRB with NOAA. If you sell 406/121.5 MHz Similar to Category I, except is your EPIRB, make sure the purchaser re-registers the manually activated. Some models EPIRB, or you may be called by the Coast Guard if it are also water activated. later becomes activated. An FCC ship station license is no longer required to purchase or carry an EPIRB. Download or request 406 MHz EPIRB registration forms from http://www.sarsat.noaa.gov/beacon.html, and mail or fax completed forms to:

20 ■ Chapter 1 ■ Volume 2 (333) Beacon Registration RADIO: NAVIGATION WARNINGS, (334) NOAA/NESDIS INFORMATION AND WEATHER (335) NSOF, E/SP3 (336) 4231 Suitland Road (343) Marine radio warnings and weather are dissemi- (337) Suitland, MD 20746 nated by many sources and through several types of (338) (fax: 301-817-4565) transmissions. Morse code radiotelegraph broadcasts (339) or call toll free at 1-888-212-SAVE (1-888-212-7283) of navigational warnings and other advisories are not described, since these transmissions are normally cop- for further information or a copy of the registration ied only by professional radio operators. U.S. Coast form. From outside the U.S., call: 1-301-457-5430 or Guard NAVTEX, high-frequency (HF) narrow-band di- fax: 301-568-8649 for further information. Forms may rect printing (radio telex), HF radiofacsimile, and ra- be requested by phone or fax, or downloaded by com- diotelephone broadcasts of maritime safety inormation puter (above). There is no charge for this service. IT are summarized here. (For complete information on MAY SAVE YOUR LIFE. radio warnings and weather see NGA Pub. 117 and the joint National Weather Service/Navy publication Se- The COSPAS-SARSAT system lected Worldwide Marine Weather Broadcasts.) (340) COSPAS: Space System for Search of Distress Ves- Coast Guard radio stations sels (a Russian acronym); SARSAT: Search and Rescue (344) Coast Guard radio stations provide urgent, safety, Satellite-Aided Tracking. COSPAS-SARSAT is an inter- national satellite system designed to provide distress and scheduled marine information broadcasts with vir- alert and location data to assist search and rescue tually complete coverage of the approaches and coastal (SAR) operations, using satellites and ground facilities waters of the United States, Puerto Rico, and the U.S. to detect and locate the signals of distress beacons op- Virgin Islands. erating on 121.5 and 406 MHz (Megahertz). The system (345) Urgent and safety radiotelephone broadcasts of provides distress alert and location data to Rescue Co- important Notice to Mariners items, storm warnings, ordination Centers for 121.5 MHz beacons within the and other vital marine information are transmitted coverage area of ground stations (Local User Termi- upon receipt, and urgent broadcasts are repeated 15 nals–LUTs), and for 406 MHz beacons activated any- minutes later; additional broadcasts are made at the where in the world. The goal of the system is to support discretion of the originator. Urgent broadcasts are pre- all organizations in the world with responsibility for ceded by the urgent signal PAN-PAN (PAHN-PAHN, SAR operations. spoken three times). Both the urgent signal and mes- sage are transmitted on 2182 kHz and/or VHF-FM Testing EPIRBs channel 16. Safety broadcasts are preceded by the (341) The Coast Guard urges those owning EPIRBs to pe- safety signal SECURITY (SAY-CURITAY, spoken three times). The Safety signal is given on 2182 kHz and/or riodically examine them for water tightness, battery ex- VHF-FM channel 16, and the message is given on piration date and signal presence. FCC rules allow 2670 kHz and/or VHF-FM channel 22A. Class A, B, and S EPIRBs to be turned on briefly (for (346) Scheduled radiotelephone broadcasts include rou- three audio sweeps, or one second only) during the first tine weather, small-craft advisories, storm warnings, five minutes of each hour. Signal presence can be de- navigational information, and other advisories. tected by an FM radio tuned to 99.5 MHz, or an AM ra- Short-range broadcasts are made on 2670 kHz and/or dio tuned to any vacant frequency and located close to VHF-FM channel 22A, following a preliminary call on an EPIRB. 406 MHz EPIRBs can be tested through its 2182 kHz and/or VHF-FM channel 16. (See Appendix self-test function, which is an integral part of the device. A for a list of stations and their broadcast frequencies (342) Radar beacons (Racons) are low-powered radio and times for the area covered by this Coast Pilot.) transceivers that operate in the marine radar X-band (347) Weather information is not normally broadcast by frequencies. When activated by a vessel’s radar signal, the Coast Guard on VHF-FM channel 22A in areas Racons provide a distinctive visible display on the ves- where NOAA Weather Radio service is available. See sel’s radarscope from which the range and bearing to note below regarding VHF-FM channel 22A. the beacon may be determined. (See Light List and (348) HF single-sideband broadcasts of high seas NGA Pub. 117 for details.) weather information is available on the (carrier) fre- quencies 4428.7, 6506.4, 8765.4, 13113.2, and 17307.3 kHz from Portsmouth, VA and San Francisco, CA.

General Information ■ Chapter 1 ■ 21 Areas of Coverage for the Cospas-Sarsat Low-altitude Earth Orbit System for Search and Rescue (LEOSAR) 1 Ouargla, Algeria 15 Hong Kong, China 29 Callao, Peru 2 Parana, Argentina 16 Toulouse, France 30 Arkhangelsk, Russia 3 Rio Grande, Argentina 17 Bangalore, India 31 Nakhodka, Russia 4 Albany, Australia 18 Lucknow, India 32 Jeddah, Saudi Arabia 5 Bundaberg, Australia 19 Jakarta, Indonesia 33 Singpore 6 Brasilia, Brazil 20 Bari, Italy 34 Cape Town, South Africa 7 Recife, Brazil 21 Keelung, ITDC 35 Maspalomas, Spain 8 Churchill, Canada 22 Yokohama, Japan 36 Bangkok, Thailand 9 Edmonton, Canada 23 Daejeon, Korea 37 Combe Martin, UK 10 Goose Bay, Canada 24 Wellington, New Zealand 38 Alaska, USA 11 Easter Island, Chile 25 Abuja, Nigeria 39 California, USA 12 Punta Arenas, Chile 26 Tromose, Norway 40 Florida, USA 13 Santiago, Chile 27 Spitsbergen, Norway 41 Guam 14 Beijing, China 28 Lahore, Pakistan 42 Hawaii, USA 43 Haiphong, Vietnam

22 ■ Chapter 1 ■ Volume 2 (349) Narrow-band direct printing (radio telex or sitor) teletype (CCIR Recommendation 476 standard narrow broadcasts of NAVAREA and other navigational warn- band direct printing, sometimes called Sitor or ings are transmitted on the following assigned fre- ARQ/FEC) safety messages on the international stan- quencies: dard medium frequency 518 kHz. Coast stations trans- mit during preset time slots so as to minimize (350) Atlantic ice reports: 5320, 8502, and 12750 kHz. interference with one another. Routine messages are (351) Other Atlantic warnings: 8490, 16968.8 kHz. normally broadcast four to six times daily. Urgent mes- (352) Pacific: 8710.5, 8714.5, 8718, 13077, 13084.5, sages are broadcast upon receipt, provided that an adja- cent station is not transmitting. Since the broadcast 17203, 22567, and 22574.5 kHz. uses the medium frequency band, a typical station ser- (353) HF radiofacsimile broadcasts of weather and ice vice radius ranges from 100-500 NM day and night. In- terference from or receipt of stations farther away charts are made on the following frequencies: occasionally occurs at night. (354) Atlantic: 3242, 7530, 8502 (ice only), 12750 (ice (360) Each NAVTEX message broadcast contains a four-character header describing identification of sta- only) kHz. tion (first character), message content (second charac- (355) Pacific: 4298 (Kodiak), 4336, 8459 (Kodiak), 8682, ter), and message serial number (third and fourth characters). This header allows the microprocessor in 12730, 17151.2 kHz. the shipborne receiver to screen messages, selecting only those stations relevant to the user, messages of National Standard Abbreviations for Broadcasts subject categories needed by the user, and messages (356) A listing of Standard Abbreviations for Textual Mar- not previously received by the user. Selected messages are printed on a roll of paper as received, to be read by itime Safety Broadcasts is contained in Appendix B. the mariner at his convenience. Unwanted messages These abbreviations were jointly approved by the U.S. are suppressed. Suppression of unwanted messages is Coast Guard, National Weather Service, National more and more important to the mariner as the num- Geospatial-Intelligence Agency, and the Radio Techni- ber of messages, including rebroadcasts, increases cal Commission for Maritime Services. In addition to yearly. With NAVTEX, a mariner will no longer find it appearing in radio broadcasts of the U.S. Coast Guard necessary to listen to, or sift through, a large number of and National Weather Service, they appear in Notices irrelevant data to obtain the information necessary for to Mariners of the U.S. Coast Guard and National safe navigation. Geospatial-Intelligence Agency, and in NAVTEX. (361) Vessels regulated by the Safety of Life at Sea (SOLAS) Convention, as amended in 1988 (cargo vessels Coast Guard VHF-FM Channel 22A Broadcast over 300 tons and passenger vessels, on international Warnings voyages), and operating in areas where NAVTEX service (357) The Coast Guard broadcasts urgent and routine is available, have been required to carry NAVTEX re- maritime safety information to ships on channel 22A ceivers since 1 August 1993. The USCG discontinued (157.10 MHz), the ship station transmit frequency por- broadcasts of safety information over MF Morse fre- tion of channel 22, of Appendix 18 of the International quencies on that date. Telecommunications Union (ITU) Radio Regulations. (362) The USCG voice broadcasts (Ch. 22A), often of This simplex use of channel 22A is not compatible with more inshore and harbor information, will remain un- the international duplex arrangement of the channel affected by NAVTEX. With NAVTEX, mariners who do (coast transmit 161.70 MHz, ship transmit 157.10 not have the knowledge of Morse code necessary to re- MHz). As a result, many foreign flag vessels having ra- ceive safety messages, or who have difficulty receiving dios tuned to the international channel 22 can not re- them on a timely basis, should find a significant advan- ceive these maritime safety broadcasts. A 1987 Coast tage in owning a NAVTEX receiver. Mariners not able to Guard survey of foreign vessels in U.S. waters indicated man a radio on a 24-hour basis in order to hear critical that half of foreign vessels in U.S. waters did not have warning messages (e.g. commercial fishermen) should equipment on board capable of receiving channel 22A also find a significant advantage in owning a NAVTEX broadcasts. receiver. (358) Operators of vessels which transit U.S. waters and (363) See Appendix A, U.S. NAVTEX Transmitting Sta- who do not have VHF-FM radios tunable to USA chan- tions, for a list of NAVTEX broadcast stations (Atlantic nel 22A are urged to either obtain the necessary equip- and Pacific Oceans) and message content. ment, to monitor the radiotelephone frequency 2182 kHz and tune to 2670 kHz when a broadcast is an- nounced, or to carry a NAVTEX receiver. NAVTEX Marine Information Broadcasts (359) NAVTEX is a maritime radio warning system con- sisting of a series of coast stations transmitting radio

General Information ■ Chapter 1 ■ 23 (364) NOAA Weather Radio provides continuous broad- to operate on these frequencies, with or without emer- casts of the latest weather information directly from gency warning alarm, and many AM/FM radios on the NWS offices. In addition to general weather informa- market now offer the “weather band” as an added fea- tion, marine weather is provided by stations along the ture. The broadcasts can usually be heard as far as 40 sea coasts and the Great Lakes. During severe weather, miles from the antenna site, sometimes more. The ef- NWS forecasters can interrupt the regular broadcasts fective range depends on many factors, including the and substitute special warning messages. The forecast- height of the broadcast antenna, terrain, quality of the ers can also activate specially designed warning receivers. receiver, and the type of receiving antenna. As a general These receivers either sound an alarm alerting the lis- rule, listeners close to or perhaps beyond the 40 mile tener to the forthcoming broadcast or, when operated range should have a good quality receiver system to get in a muted mode, automatically turn on so that the reliable reception. (See Appendix A for a list of these warning message is heard. stations in the area covered by this Coast Pilot.) (365) NOAA Weather Radio taped messages are repeated Marine Weather Services Charts (MSC) every 4 to 6 minutes and are routinely revised every 1 to (366) Marine Weather Services Charts (MSC), published 3 hours, or more frequently if necessary. The stations operate 24 hours daily. The broadcasts are made on by the National Weather Service, list frequencies and seven VHF-FM frequencies, 162.40, to 162.55 MHz. schedules of broadcasts of stations giving weather fore- The 162.475 MHz frequency is only used in special casts and warnings. The charts are available from FAA, cases where needed to avoid channel interference. A National Aeronautical Navigation Services. (See Ap- number of manufacturers offer special weather radios pendix A for address.)

24 ■ Chapter 1 ■ Volume 2 Commercial radiotelephone coast stations (373) NIST Time and Frequency Dissemination Ser- (367) Broadcasts of coastal weather and warnings are vices, Special Publication 432, gives a detailed descrip- tion of the time and frequency dissemination services of made by some commercial radiotelephone coast sta- the National Institute of Standards and Technology. tions (marine operators) on the normal transmitting Single copies may be obtained upon request from the frequencies of the stations. Vessels with suitable receiv- National Institute of Standards and Technology, Time ers and desiring this service may determine the fre- and Frequency Division, Boulder, CO 80303. Quantities quencies and schedules of these broadcasts from their may be obtained from the Government Printing Office local stations, from Selected Worldwide Marine (see Appendix A for address). Weather Broadcasts, or from the series of Marine Weather Services Charts published by NWS. Local broadcast-band radio stations CAUTIONARY INFORMATION (368) Many local radio stations in the standard AM and Destructive Waves FM broadcast band give local marine weather forecasts (374) Unusual sudden changes in water level can be from NWS on a regular schedule. These stations are listed on the series of Marine Weather Services Charts caused by tsunamis or violent storms. These two types published by NWS. of destructive waves have become commonly known as tidal waves, a name which is technically incorrect as Reports from ships they are not the result of tide-producing forces. (369) The master of every U.S. ship equipped with radio (375) Tsunamis (seismic sea waves) are caused by sea- bottom earthquakes. Many such seismic disturbances transmitting apparatus, on meeting with a tropical cy- do not produce sea waves and others produce small sea clone, dangerous ice, subfreezing air temperatures waves, but the occasional large waves can be very dam- with gale force winds causing severe ice accretion on aging to shore installations and dangerous to ships in superstructures, derelict, or any other direct danger to harbors. navigation, is required to cause to be transmitted a re- (376) These waves travel great distances and can cause port of these dangers to ships in the vicinity and to the tremendous damage on coasts far from their source. appropriate Government agencies. The wave of April 1, 1946, which originated in the Aleu- (370) During the West Indies hurricane season, June 1 to tian Trench, demolished nearby Scotch Cap Light- November 30, ships in the Gulf of Mexico, Caribbean house and caused damages of 25 million dollars in the Sea area, southern North Atlantic Ocean, and the Pa- Hawaiian Islands 2,000 miles away. The wave of May cific waters west of Central America and Mexico are 22-23, 1960, which originated off Southern Chile, urged to cooperate with NWS in furnishing these spe- caused widespread death and destruction in islands and cial reports in order that warnings to shipping and countries throughout the Pacific. A more recent tsu- coastal areas may be issued. nami, the result of a December 26, 2004 earthquake off the island of Sumatra, Indonesia, caused widespread Time Signals damage throughout the Indian Ocean. Damage was (371) The National Institute of Standards and Technol- heavy as far away as the east coast of Africa. It caused over 200,000 deaths (as far away as South Africa) and 13 ogy (NIST) broadcasts time signals continuously, day billion dollars worth of damage. and night, from its radio stations WWV, near Fort Col- (377) The speed of tsunamis varies with the depth of the lins, Colorado, (40°49'49\"N., 105°02'27\"W.) on fre- water, reaching 300 to 500 knots in the deep water of quencies of 2.5, 5, 10, 15, and 20 MHz, and WWVH, the open ocean. In the open sea they cannot be detected Kekaha, Kauai, Hawaii (21°59'26\"N., 159°46'00\"W.) on from a ship or from the air because their length is so frequencies 2.5, 5, 10, and 15 MHz. Services include great, sometimes a hundred miles, as compared to time announcements, standard time intervals, stan- their height, which is usually only a few feet (a meter or dard audio frequencies, geophysical alerts, BCD (binary 2). The waves only build to disastrous proportions coded decimal) time code, UT1 time corrections, and when they approach shore. high seas storm information. (378) There are usually a series of waves with crests 10 to (372) Time announcements are made every minute, 40 minutes apart, and the highest may occur several commencing at 15 seconds before the minute by a fe- hours after the first wave. Sometimes the first notice- male voice and at 7½ seconds before the minute by a able part of the wave is the trough which causes a reces- male voice, from WWVH and WWV, respectively. The sion of the water from shore, and people who have gone time given is in Coordinated Universal Time (UTC) and out to investigate this unusual exposure of the beach referred to the time at Greenwich, England, i.e., Green- wich Mean Time.

General Information ■ Chapter 1 ■ 25 have been engulfed by the oncoming crest. Such an un- extent, on the person’s behavior and body type. The ta- explained withdrawal of the sea should be considered as ble below shows approximate human survival time in nature’s warning of an approaching wave. the sea. Body type can cause deviations, as small people (379) Improvements have been made in the quick deter- become hypothermic more rapidly than large people. mination and reporting of earthquake epicenters, but The cooling rate can be slowed by the person’s behavior no method has yet been perfected for determining and insulated gear. The Heat Escape Lessening Posture whether a sea wave will result from a given earthquake. (HELP) was developed for those in the water alone and NOAA’s Pacific Tsunami Warning Center in Hawaii has the Huddle for small groups. Both require a PFD (per- deployed a warning system which has field reporting sonal flotation device), or life preserver. HELP involves stations (seismic and tidal) in most countries around holding the arms close to the body, keeping the thighs the Pacific. When a warning is broadcast, waterfront together, and raising the knees to protect the groin areas should be vacated for higher ground, and ships in area. In the Huddle, people face each other and keep the vicinity of land should head for the deep water of their bodies as close together as possible. These posi- the open sea. tions improve survival time to approximately two times that of a swimmer and one and a half times that of a Storm surge person in the passive position. (380) A considerable rise or fall in the level of the sea (385) Near-drowning victims in cold water (less than 70° F) are revivable for much longer periods than usual. along a particular coast may result from strong winds Keys to a successful revival are immediate cardiopul- and sharp change in barometric pressure. In cases monary resuscitation (CPR) and administration of pure where the water level is raised, higher waves can form oxygen. Total re-warming is not necessary at first. The with greater depth and the combination can be de- whole revival process may take hours and require med- structive to low regions, particularly at high stages of ical help. tide. Extreme low levels can result in depths which are considerably less than those shown on nautical charts. Survival Time Versus Water Temperature This type of wave occurs especially in coastal regions bordering on shallow waters which are subject to tropi- Water Tempera- Exhaustion or Expected Time of cal storms. ture Unconsciousness Survival (381) Seiche is a stationary vertical wave oscillation with 32°F 15 min. 15–45 min. a period varying from a few minutes to an hour or 32°–41°F 15–30 min. 30–90 min. more, but somewhat less than the tidal periods. It is 41°–50°F 30–60 min. 1–3 hrs. usually attributed to external forces such as strong 50°–59°F 1–2 hrs. 1–6 hrs. winds, changes in barometric pressure, swells, or tsu- 59°–68°F 2–7 hrs. 2–40 hrs. namis disturbing the equilibrium of the water surface. 68°–77°F 3–12 hrs. 3 hrs–indef. Seiche is found both in enclosed bodies of water and su- 77°F and above indefinite indefinite perimposed upon the tides of the open ocean. When the external forces cause a short-period horizontal oscilla- Wind Chill and Frostbite tion on the water, it is called surge. (386) When the body is warmer than its surroundings, it (382) The combined effect of seiche and surge sometimes makes it difficult to maintain a ship in its position begins to lose heat. The rate of loss depends on barriers alongside a pier even though the water may appear to such as clothing and insulation, the speed of air move- be completely undisturbed, and heavy mooring lines ment and air temperature. Heat loss increases dramati- have been parted repeatedly under such conditions. Pi- cally in moving air that is colder than skin temperature lots advise taut lines to reduce the effect of the surge. (91.4° F). Even a light wind increases heat loss, and a strong wind can lower the body temperature if the rate Immersion Hypothermia of loss is greater than the body’s heat replacement rate. (383) Immersion hypothermia is the loss of heat when a (387) When skin temperature drops below 50° F, there is a marked constriction of blood vessels, leading to vas- body is immersed in water. With few exceptions, hu- cular stagnation, oxygen want and cellular damage. mans die if their core temperature of approximately The first indication that something is wrong is a pain- 99.7° F drops below 78.6° F. Cardiac arrest is the most ful tingling. Swelling of varying extent follows, pro- common direct cause of death. During prolonged im- vided freezing has not occurred. Excruciating pain may mersion, the main threat to life is cold or cold and be felt if the skin temperature is lowered rapidly, but drowning combined. freezing of localized portions of the skin may be (384) The length of time that a human survives in water depends on the water temperature, and to a lesser

26 ■ Chapter 1 ■ Volume 2 painless when the rate of change is slow. Possible ef- (393) Discharge of sewage in waters not designated as fects of cold include cold allergy (welts), chilblains, No-Discharge Zones is regulated by the Marine Sanita- which appear as reddened, warm, itching, swollen tion Device Standard (see 40 CFR 140 in Chapter 2.) patches on the fingers and toes, and trench foot and im- mersion foot, which present essentially the same pic- (394) (Additional information concerning the regula- ture. Both result from exposure to cold and lack of tions may be obtained from the Environmental Protec- circulation. Wetness can add to the problem as water tion Agency (EPA) website: http://www.epa.gov/owow/ and wind soften the tissues and accelerate heat loss. oceans/regulatory/vessel_sewage/.) (388) Frostbite usually begins when the skin tempera- ture falls within the range of 14° to 4° F. Ice crystals Oil Pollution form in the tissues and small blood vessels. The rate of (395) The FWPCA also prohibits the discharge of quanti- heat loss determines the rate of freezing, which is ac- celerated by wind, wetness, extreme cold and poor ties of either oil or hazardous substance which may be blood circulation. Parts of the body susceptible to harmful into or upon the navigable waters of the freezing are those with surfaces large in relation to United States. This prohibition also applies to adjoin- their volume, such as toes, fingers, ears, nose, chin and ing shorelines, waters of the contiguous zone, activi- cheeks. ties connected with the Outer Continental Shelf Lands (389) Injuries from the cold may, to a large extent, be Act (OSLA) and Deepwater Port Act of 1974, and such prevented by maintaining natural warmth through the discharges which may affect natural resources belong- use of proper footgear and adequate, dry clothing, by ing to the United States or under its exclusive manage- avoiding cramped positions and constricting clothing ment authority, including those resources under the and by active exercise of the hands, legs and feet. Fishery Conservation and Management Act of 1976. In the event a spill does occur in violation of the Act the MARINE POLLUTION person in charge of a vessel or onshore or offshore facil- ity is required to notify the Coast Guard as soon as he The Federal Water Pollution Control Act or Clean has knowledge of the spill. Such notification is to be by Water Act the most rapid means available to the National Re- (390) The Federal Water Pollution Control Act (FWPCA) sponse Center (1-800-424-8802, nationwide 24 hour or Clean Water Act (CWA) was passed to restore and number). maintain the chemical, physical and biological integ- rity of our nation’s waters. The Act to Prevent Pollution from Ships (396) The Act to Prevent Pollution from Ships (33 U.S.C. No-Discharge Zones (391) Section 312 of the FWPCA gives the Environmental 1901) implements into U.S. law the International Con- vention for the Prevention of Pollution from Ships, as Protection Agency (EPA) and States the authority to modified by the Protocol of 1978 (MARPOL 73/78). An- designate certain areas as No-Discharge Zones (NDZ) nex I of MARPOL 73/78 deals with oil and oily waste, for vessel sewage. Freshwater lakes, freshwater reser- Annex II with hazardous chemicals and other sub- voirs, or other freshwater impoundments whose en- stances referred to as Noxious Liquid Substances trances and exits prohibit traffic by regulated vessels (NLS), and Annex V deals with the prevention of marine (vessels with installed toilets) are, by regulation, NDZs. pollution by plastics and other garbage produced dur- Rivers that do not support interstate navigation vessel ing vessel operations. traffic are also NDZs by regulation. Water bodies that (397) Annex I of MARPOL 73/78 is applicable to oceango- can be designated as NDZs by States and EPA include: ing tankers over 150 gross tons and all other oceango- the Great Lakes and their connecting waterways, fresh- ing ships over 400 gross tons. The MARPOL 73/78 water lakes and impoundments accessible through requirements include oily waste discharge limitations, locks, and other flowing waters that support interstate oily-water separating equipment, monitoring and navigation by vessels subject to regulation. alarm systems for discharges from cargo areas, cargo (392) Inside No-Discharge Zone waters, discharge of any pump rooms and machinery space bilges. Ships to sewage, whether treated or untreated, is completely which Annex I MARPOL 73/78 is applicable are also re- prohibited. quired to have an International Oil Pollution Preven- tion (IOPP) Certificate verifying that the vessel is in compliance with the requirements of MARPOL 73/78 and that any required equipment is on board and opera- tional. Vessels must also maintain an Oil Record Book recording all oil transfers and discharges. The Oil

General Information ■ Chapter 1 ■ 27 Record Book is available from USCG Supply Center approximately 1 square inch) may be disposed of be- Baltimore or any local Captain of the Port. yond 3 miles. Dishwater is not to be considered garbage (398) Annex II of MARPOL 73/78 is applicable to ocean- within the meaning of Annex V when it is the liquid res- going vessels and non-self propelled oceangoing ships idue from the manual or automatic washing of dishes which carry Noxious Liquid Substances (NLS) in bulk. or cooking utensils. More restrictive disposal regimes The Annex II requirements include discharge restric- apply in waters designated “Special Areas.” This Annex tions for various classes of cargo residues; the mainte- requires terminals to provide reception facilities at nance of a Cargo Record Book for recording all NLS ports and terminals to receive plastics and other gar- cargo and residue transfers and discharges; and a Pro- bage from visiting vessels. cedures and Arrangements Manual describing the cor- (403) The civil penalty for each violation of MARPOL rect procedures for off loading and prewashing cargo 73/78 is not more than $25,000. The criminal penalty tanks. for a person who knowingly violates the MARPOL Pro- (399) Annex II NLS cargoes are classified in one of four tocol, or the regulations (33 CFR 151, 155, 157, and categories, A, B, C, or D. Category A is the most hazard- 158), consists of a fine of not more than $250,000 ous to the environment. Category A and other sub- and/or imprisonment for not more than 5 years; U.S. stances which tend to solidify in tanks must be law also provides criminal penalties up to $500,000 prewashed in port under the supervision of a Prewash against organizations which violate MARPOL. Surveyor prior to departure from the off loading termi- nal. Vessel discharges must be underwater when dis- Packaged Marine Pollutants charge at sea is allowed. Tanks which carry Category B (404) On October 1, 1993, new regulations under the and C NLS must be tested to ensure that after tank stripping only a minimal amount of residues will re- Hazardous Materials Transportation Act (HMTA) took main. Reception facilities must be able to assist in effect, implementing MARPOL Annex III in the United cargo stripping operations by reducing back pressure States. MARPOL Annex III deals with the prevention of during the final stages of off loading. marine pollution by harmful substances in packaged (400) Terminals and ports receiving oceangoing tankers, form. or any other oceangoing ships of 400 GT or more, car- (405) Annex III of MARPOL 73/78 applies to all ships car- rying residues and mixtures containing oil, or receiv- rying harmful substances in packaged form. Annex III ing oceangoing ships carrying NLSs, are required to provides standards for stowage, packing, labeling, provide adequate reception facilities for the wastes marking, and documentation of substances identified generated. Coast Guard Captains of the Port issue a as marine pollutants in the International Maritime Certificate of Adequacy to terminals or ports to show Dangerous Goods Code (IMDG Code). On 5 November that they are in compliance with federal reception facil- 1992, the U.S. Research and Special Programs Admin- ity requirements. An oceangoing tanker or any other istration (RSPA) amended the Hazardous Materials oceangoing ship of 400 GT or more required to retain Regulations (HMR, 49 CFR 100-177) to list and regu- oil or oily residues and mixtures on board and an late these marine pollutants in all modes of transporta- oceangoing ship carrying a Category A, B or C NLS tion. cargo or NLS residue in cargo tanks that are required (406) Marine pollutants are divided into two classes: ma- to be prewashed, may not enter any port or terminal rine pollutants and severe marine pollutants. A solu- unless the port or terminal holds a valid Certificate of tion or mixture containing 10% or more of any marine Adequacy or unless the ship is entering under force pollutant falls into the class of “marine pollutant.” The majeure. “severe marine pollutant” class consists of those mate- (401) Annex V is applicable to all recreational, fishing, rials that contain 1% or more of any specified “severe uninspected and inspected vessels, and foreign flag ves- marine pollutant” substance. Marine pollutants that do sels on the navigable waters and all other waters sub- not meet the criteria for any other hazard class are ject to the jurisdiction of the United States, out to and transported as an environmentally hazardous sub- including the Exclusive Economic Zone (200 miles). stance. (402) Annex V prohibits the disposal of any and all plastic material from any vessel anywhere in the marine envi- Ocean Dumping ronment. Dunnage, lining and packing materials (407) The Marine Protection Research and Sanctuaries which float may be disposed of beyond 25 miles from the nearest land. Other garbage that will not float may Act of 1972, as amended (33 USC 1401 et seq.), regu- be disposed of beyond 12 miles of land, except that gar- lates the dumping of all material, except fish waste, bage which can pass through a 25mm mesh screen ( into ocean waters. Radiological, chemical and biologi- cal warfare agents and other high level radioactive wastes are expressly banned from ocean disposal. The

28 ■ Chapter 1 ■ Volume 2 U.S. Army Corps of Engineers issues permits for the precautions similar to those described in (b) and (d) disposal of dredged spoils; the Environmental Protec- above with respect to mineclearance vessels. tion Agency is authorized to issue permits for all other (417) (h) Helicopters towing mineclearance gear and ac- dumping activities. Surveillance and enforcement to companying surface escorts, if any, will use all available prevent unlawful transportation of material for dump- means to warn approaching ships of the operations or ing or unlawful dumping under the Act has been as- exercises being conducted. Also, measures will be signed to the U.S. Coast Guard. The Act provides civil taken where practicable to mark or light the gear or ob- penalties of up to $50,000 and criminal penalties of up jects being towed. to $50,000 and/or one year imprisonment. (418) (i) Mineclearance helicopters are equipped with a rotating beacon which has selectable red and amber MINECLEARING: CAUTION modes. The amber mode is used during towing opera- tions to notify/warn other vessels that the helicopter is Keep Clear of Mineclearance Vessels (COLREGS towing. While towing, the helicopter’s altitude varies 1972) from 15 to 95 meters above the water and speeds vary (408) (a) United States vessels engaged in mineclearing from 0 to 30 knots. operations or exercises are hampered to a considerable (419) (j) General descriptions and approximate dimen- extent in their maneuvering powers. sions for towed mineclearance gear currently being (409) (b) With a view to indicating the nature of the work used in conjunction with helicopters are as follows: on which they are engaged, these vessels will show the (420) (1) Mechanical sweep gear consisting, in part, of signals hereinafter mentioned. For the public safety, all large lengths of submerged cables and explosive cut- other vessels, whether steamers or sailing craft, must ters. The only items normally visible on the surface are endeavor to keep out of the way of vessels displaying three to five international orange floats, depending these signals and not approach them inside the dis- upon the quantity of gear in use, which generally define tances mentioned herein, especially remembering that the dimensions of the tow. The maximum width is 100 it is dangerous to pass between the vessels of a pair or meters and the maximum distance behind the helicop- group sweeping together. ter is 600 meters. (410) (c) All vessels towing sweeps are to show: (421) (2) Acoustical sweep device weighing approxi- (411) BY DAY–A black ball at the fore mast and a black mately 70 pounds (32 kg). This device is towed behind ball at the end of each fore yard. the helicopter on a 250-meter orange polypropylene (412) BY NIGHT–All around green lights instead of the tow cable. When dead in the water, the gear will rise to black balls, and in a similar manner. the surface, supported by a yellow float. (413) (d) Vessels or formations showing these signals are (422) (3) A hydrofoil platform containing equipment not to be approached nearer than 1,000 meters. Under used for magnetic influence sweeping. The platform is no circumstances is a vessel to pass through a forma- towed on the end of a 140-meter cable and trails elec- tion of minesweepers. trodes in the water which extend 185 meters behind (414) (e) Mineclearance vessels should be prepared to the platform. Very often, the aforementioned acousti- warn merchant vessels which persist in approaching cal sweep device is towed in conjunction with this plat- too close by means of any of the appropriate signals form by attaching it to the end of one of the electrodes from the International Code of Signals. by a 30-meter polypropylene tow line. In this configu- (415) (f) In fog, mist, falling snow, heavy rainstorms, or ration, the total length of the tow is 215 and 350 me- any other conditions similarly restricting visibility, ters, respectively, behind the hydrofoil platform and whether by day or night, mineclearance vessels while helicopter. Special care must be exercised when cross- towing sweeps when in the vicinity of other vessels will ing astern of the hydrofoil platform as the towed cable sound signals for a vessel towing (1 prolonged blast fol- is barely visible, and the attached acoustic device is lowed by 2 short blasts). submerged just beneath the surface and is not visible to surface vessels. Helicopters Conducting Mineclearance Operations (423) (k) Helicopters employed in mineclearance opera- (416) (g) The United States is increasingly employing he- tions and their tows may function at night as well as day, and in various types of weather conditions. The licopters to conduct mineclearance operations or exer- major danger to any surface vessel is getting the various cises. When so engaged, helicopters, like vessels, are cables wrapped in its screws. Small craft also are subject considerably hampered in their ability to maneuver. to the risk of collision with the hydrofoil platform. Accordingly, surface craft approaching helicopters en- gaged in mineclearance operations should take safety

General Information ■ Chapter 1 ■ 29 Submarine Emergency Identification Signals and (431) Release of dye marker. Hazard to Submarines (432) Release of air bubble. (424) U.S. submarines are equipped with signal ejectors (433) Ejection of oil. which may be used to launch identification signals, in- (434) Pounding on the hull. cluding emergency signals. Two general types of sig- (435) United States destroyer-type vessels in interna- nals may be used: smoke floats and flares or stars. A combination signal which contains both smoke and tional waters will, on occasion, stream a towed under- flare of the same color may also be used. The smoke water object at various speeds engaged in naval floats, which burn on the surface, produce a dense, col- maneuvers. All nations operating submarines are ad- ored smoke for a period of fifteen to forty-five seconds. vised that this underwater object in the streamed con- The flares or stars are propelled to a height of three dition constitutes a possible hazard to submerged hundred to four hundred feet (90 to 120 meters) from submarines. which they descend by small parachute. The flares or stars burn for about twenty-five seconds. The color of Vessels Constrained by their Draft the smoke or flare/star has the following meaning: (436) International Navigation Rules, Rule 28, states that (425) (a) GREEN OR BLACK–Used under training exer- cise conditions only to indicate that a torpedo has been a vessel constrained by her draft may, in addition to the fired or that the firing of a torpedo has been simulated. lights prescribed for power-driven vessels in Rule 23, (426) (b) YELLOW–Indicates that submarine is about to exhibit where they can best be seen three all-around come to periscope depth from below periscope depth. red lights in a vertical line, or a cylinder. Surface craft terminate antisubmarine counter-attack and clear vicinity of submarine. Do not stop propellers. Special signals for surveying vessels (427) (c) RED–Indicates an emergency condition within (437) Vessels engaged in survey operations and limited in the submarine and that it will surface immediately, if possible. Surface ships clear the area and stand by to their ability to maneuver because of the work being give assistance after the submarine has surfaced. In performed (handling equipment over-the-side such as case of repeated red signals, or if the submarine fails to water sampling or conductivity-temperature-density surface within reasonable time, she may be assumed to (CTD) casts, towed gear, bottom samplers, etc., and di- be disabled. Buoy the location, look for submarine buoy vers working on, below or in proximity of the vessel) and attempt to establish sonar communications. Ad- are required by Navigation Rules, International-Inland, vise U.S. Naval authorities immediately. Rule 27, to exhibit: (428) (d) WHITE–Two white flares/smoke in succession (438) (b)(i) three all-round lights in a vertical line where indicates that the submarine is about to surface, usu- they can best be seen. The highest and lowest of these ally from periscope depth (non-emergency surfacing lights shall be red and the middle light shall be white; procedure). Surface craft should clear the vicinity of (439) (ii) three shapes in a vertical line where they can the submarine. best be seen. The highest and lowest of these shapes (429) A Submarine Marker Buoy consists of a cylindri- shall be balls and the middle one a diamond; cally shaped object about 3 feet by 6 feet with connect- (440) (iii) when making way through the water, mast- ing structure and is painted international orange. The head lights, sidelights and a sternlight, in addition to buoy is a messenger buoy with a wire cable to the sub- the lights prescribed in subparagraph (b)(i); and marine; this cable acts as a downhaul line for a rescue (441) (iv) when at anchor, in addition to the lights or chamber. The buoy may be accompanied by an oil slick shapes prescribed in subparagraphs (b)(i) and (ii) the release to attract attention. A submarine on the bottom light, lights or shapes prescribed in Rule 30, Anchored in distress and unable to surface will, if possible, release Vessels and Vessels Aground. this buoy. If an object of this description is sighted, it (442) A vessel engaged in hydrographic survey opera- should be investigated and U.S. Naval Authorities ad- tions (making way on a specific trackline while sound- vised immediately. ing the bottom) is not restricted in its ability to (430) Transmission of the International Distress Signal maneuver and therefore exhibits at night only those (SOS) will be made on the submarine’s sonar gear inde- lights required for a power-driven vessel of its length. pendently or in conjunction with the red emergency (443) Warning signals for Coast Guard vessels while signal as conditions permit. Submarines may employ handling or servicing aids to navigation are the same any or all of the following additional means to attract as those prescribed for surveying vessels. attention and indicate their position while submerged: VHF-FM Radiotelephone (444) VHF-FM channel 16 (156.800 MHz) is the interna- tional distress, urgency, safety, calling and reply

30 ■ Chapter 1 ■ Volume 2 frequency for vessels and public and private coastal sta- Danger signal tions. In 1992, the Federal Communications Commis- (451) Navigation Rules, International-Inland, Rule 34(d), sion (FCC) designated VHF-FM channel 9 (156.450 MHz) for use as a general purpose calling frequency for states that when vessels in sight of one another are ap- non-commercial vessels, such as recreational boats. proaching each other and from any cause either vessel This move was designed to relieve congestion on fails to understand the intentions or actions of the VHF-FM channel 16. Non-commercial vessels are en- other, or is in doubt whether sufficient action is being couraged to use VHF-FM channel 9, for routine com- taken by the other to avoid collision, the vessel in doubt munications but distress, urgency, and safety calls shall immediately indicate such doubt by giving at least should continue to be initially made on VHF-FM chan- five short and rapid blasts on the whistle. Such signal nel 16. may be supplemented by a light signal of at least five (445) The following table provides the frequency equiva- short and rapid flashes. lents and general usage of selected VHF-FM channels which appear in the Coast Pilot. The letter “A” ap- Narrow channels pended to a channel number indicates that U.S. opera- (452) Navigation Rules, International-Inland, Rule 9(b) tion of the particular channel is different than the international operation, i.e., U.S. stations transmit and states: A vessel of less than 65.6 feet (20 meters) in receive on the same frequency and international sta- length or a sailing vessel shall not impede the passage tions use different frequencies. of a vessel that can safely navigate only within a narrow (446) All channels given in the table (later in this chap- channel or fairway. ter) are designated for both ship-to-ship and ship-to- coast communications except as noted. Control of shipping in time of emergency or war (453) In time of war or national emergency, merchant SELECT NAVIGATION RULES vessels of the United States and those foreign flag ves- Improper use of searchlights sels, which are considered under effective U.S. control, (447) No person shall flash or cause to be flashed the rays will be subject to control by agencies of the U.S. Gov- ernment. The allocation and employment of such ves- of a searchlight or other blinding light onto the bridge sels, and of domestic port facilities, equipment, and or into the pilothouse of any vessel underway. The In- services will be performed by appropriate agencies of ternational Code Signal “PG2” may be made by a vessel the War Transport Administration. The movement, inconvenienced by the glare of a searchlight in order to routing, and diversion of merchant ships at sea will be apprise the offending vessel of the fact. controlled by appropriate naval commanders. The movement of merchant ships within domestic ports Use of Radar and dispersal anchorages will be coordinated by the (448) Navigation Rules, International-Inland, Rule 7, U.S. Coast Guard. The commencement of naval control will be signaled by a general emergency message. (See states, in part, that every vessel shall use all available NGA Pub. 117 for emergency procedures and commu- means appropriate to the prevailing circumstances and nication instructions.) conditions to determine if risk of collision exists. If there is any doubt such risk shall be deemed to exist. Homeland Security Advisory System Proper use shall be made of radar equipment if fitted (454) The Homeland Security Advisory System is a com- and operational, including long-range scanning to ob- tain early warning of risk of collision and radar plotting prehensive and effective means to disseminate infor- or equivalent systematic observation of detected ob- mation regarding the risk of terrorist acts to Federal, jects. State, and local authorities and to the American people. (449) This rule places an additional responsibility on ves- The system is designed to guide our protective mea- sels which are equipped and manned to use radar to do sures when specific information to a particular sector so while underway during periods of reduced visibility or geographic region is received. It combines threat in- without in any way relieving commanding officers of formation with vulnerability assessments and provides the responsibility of carrying out normal precaution- communications to public safety officials and the pub- ary measures. lic. This communication is achieved through threat ad- (450) Navigation Rules, International-Inland, Rules 6, 7, visories, information bulletins, and a color-coded 8, and 19 apply to the use of radar. threat level system.

General Information ■ Chapter 1 ■ 31 Channel Ship Frequency (MHz) Channel Usage Transmit Receive 1A 156.050 156.050 Port Operations and commercial (Note 2) 5A 156.250 156.250 Port Operations (Note 1) 6 156.300 156.300 Intership safety 7A 156.350 156.350 Commercial 8 156.400 156.400 Commercial (ship-to-ship only) 9 156.450 156.450 Boater Calling Commercial/Non-commercial 10 156.500 156.500 Commercial 11 156.550 156.550 Commercial; VTS in certain areas 12 156.600 156.600 Port Operations; VTS in certain areas 13 156.650 156.650 Intership Navigation (bridge-to-bridge) (Note 4) 14 156.700 156.700 Port Operations; VTS in certain areas 15 N/A 156.750 Environmental (receive only) 16 156.800 156.800 International Distress, Safety and Calling (Note 5) 17 156.850 156.850 State control 18A 156.900 156.900 Commercial 19A 156.950 156.950 Commercial 20 157.000 161.600 Port Operations (duplex) 20A 157.000 157.000 Port Operations 21A 157.050 157.050 U.S. Coast Guard 22A 157.100 157.100 Coast Guard Liaison/Maritime Safety Information Broadcasts (channel 15) 23A 157.150 157.150 U.S. Coast Guard 24 157.200 161.800 Public Correspondence (Marine Operator) 25 157.250 161.850 Public Correspondence (Marine Operator) 26 157.300 161.900 Public Correspondence (Marine Operator) 27 157.350 161.950 Public Correspondence (Marine Operator) 28 157.400 162.000 Public Correspondence (Marine Operator) 63A 156.175 156.175 Port Operations and Commercial, VTS (Note 2) 65A 156.275 156.275 Port Operations 66A 156.325 156.325 Port Operations 67 156.375 156.375 Commercial (Note 3) 68 156.425 156.425 Non-Commercial 69 156.475 156.475 Non-Commercial 70 156.525 156.525 Digital Selective Calling (voice communications not allowed) 71 156.575 156.575 Non-Commercial 72 156.625 156.625 Non-Commercial (Intership only) 73 156.675 156.675 Port Operations 74 156.725 156.725 Port Operations 77 156.875 156.875 Port Operations (ship-to-ship, to and from pilots docking ships) 78A 156.925 156.925 Non-Commercial 79A 156.975 156.975 Commercial (Non-commercial in Great Lakes only) 80A 157.025 157.025 Commercial (Non-commercial in Great Lakes only) 81A 157.075 157.025 U.S. Government (environmental protection operations) 82A 157.125 157.125 U.S. Government 83A 157.175 157.175 U.S. Coast Guard 84 157.225 161.825 Public Correspondence (Marine Operator) 85 157.275 161.875 Public Correspondence (Marine Operator) 86 157.325 161.925 Public Correspondence (Marine Operator) 87 157.375 161.975 Public Correspondence (Marine Operator) 88 157.425 162.025 Public Correspondence (near Canadian border) 88A 157.425 157.425 Commercial (Intership only) Note 1 – Houston, New Orleans and Seattle areas. Note 2 – Available only in New Orleans/Lower Mississippi area. Note 3 – Used for bridge-to-bridge communications in Lower Mississippi River (Intership only.) Note 4 – Ships greater than 20 meters in length maintain a listening watch on this channel in U.S. waters. Note 5 – Ships required to carry radio, USCG, and most coast stations maintain a listening watch on this channel.

32 ■ Chapter 1 ■ Volume 2 SEVERE REGULATED WATERS SEVERE RISK OF TERRORIST ATTACKS Traffic Separation Schemes (Traffic Lanes) (459) To increase the safety of navigation, particularly in HIGH HIGH RISK OF converging areas of high traffic density, routes incor- TERRORIST ATTACKS porating traffic separation have been adopted by the IMO in certain areas of the world. In the interest of safe ELEVATED navigation, it is recommended that through traffic use these schemes, as far as circumstances permit, by day SIGNIFICANT RISK OF and by night and in all weather conditions. TERRORIST ATTACKS (460) The International Maritime Organization (IMO) is recognized as the only international body responsible GUARDED for establishing and recommending measures on an in- ternational level concerning ships’ routing. In deciding GENERAL RISK OF whether or not to adopt or amend a traffic separation TERRORIST ATTACKS scheme, IMO will consider whether the scheme com- plies with the design criteria for traffic separation LOW schemes and with the established methods of routing. IMO also considers whether the aids to navigation pro- LOW RISK OF posed will enable mariners to determine their position TERRORIST ATTACKS with sufficient accuracy to navigate the scheme in ac- cordance with Rule 10 of the International Regulations U.S. Coast Guard Maritime Security (MARSEC) for Preventing Collisions at Sea (72 COLREGS). Levels (461) General principles for navigation in Traffic Separa- (455) The U.S. Coast Guard has a three-tiered system of tion Schemes are as follows: Maritime Security (MARSEC) Levels consistent with (462) 1. A ship navigating in or near a traffic separation the Department of Homeland Security's Homeland Se- scheme adopted by IMO shall in particular comply with curity Advisory System (HSAS). MARSEC levels are de- Rule 10 of the 72 COLREGS to minimize the develop- signed to provide a means to easily communicate ment of risk of collisions with another ship. The other pre-planned scalable responses to increased threat lev- rules of the 72 COLREGS apply in all respects, and par- els. The Commandant of the U.S. Coast Guard sets ticularly the steering and sailing rules if risk of colli- MARSEC levels commensurate with the HSAS. Be- sion with another ship is deemed to exist. cause of the unique nature of the maritime industry, (463) 2. Traffic separation schemes are intended for use the HSAS threat conditions and MARSEC levels will by day and by night in all weather, ice-free waters or un- align closely, though they will not directly correlate. der light ice conditions where no extraordinary ma- (456) MARSEC Level 1 – the level for which minimum neuvers or assistance by icebreaker(s) is required. appropriate security measures shall be maintained at (464) 3. Traffic separation schemes are recommended for all times. MARSEC 1 generally applies when HSAS use by all ships unless stated otherwise. Bearing in Threat Condition Green, Blue, or Yellow are set. mind the need for adequate underkeel clearance, a de- (457) MARSEC Level 2 – the level for which appropriate cision to use a traffic separation scheme must take into additional protective security measures shall be main- account the charted depth, the possibility of changes in tained for a period of time as a result of heightened risk the seabed since the time of last survey, and the effects of a transportation security incident. MARSEC 2 gener- of meteorological and tidal conditions on water depths. ally corresponds to HSAS Threat Condition Orange. (465) 4. A deep water route is an allied routing measure (458) MARSEC Level 3 – the level for which further spe- primarily intended for use by ships which require the cific protective security measures shall be maintained use of such a route because of their draft in relation to for a limited period of time when a transportation secu- the available depth of water in the area concerned. rity incident is probable, imminent, or has occurred, Through traffic to which the above consideration does although it may not be possible to identify the specific not apply should, if practicable, avoid following deep target. MARSEC 3 generally corresponds to HSAS water routes. When using a deep water route mariners Threat Condition Red. should be aware of possible changes in the indicated depth of water due to meteorological or other effects.

General Information ■ Chapter 1 ■ 33 (466) 5. The arrows printed on charts merely indicate the Maritime Zones general direction of traffic; ships should not set their (488) The maritime zones recognized under interna- courses strictly along the arrows. tional law include: internal waters, territorial sea, con- (467) 6. Vessels should, so far as practicable, keep clear of tiguous zone, exclusive economic zone, continental a traffic separation line or separation zone. shelf, the high seas and the Area (see Figure 1). The fol- lowing zones are depicted on NOAA's nautical charts: (468) 7. Vessels should avoid anchoring in a traffic sepa- internal waters, territorial sea, contiguous zone, and ration scheme or in the area near its termination. exclusive economic zone. The limits of these zones are subject to modification as depicted on future charts; (469) 8. The signal “YG” meaning “You appear not to be limits shown on the most recent chart edition take pre- complying with the traffic separation scheme” is pro- cedence. vided in the International Code of Signals for appropri- ate use. Internal Waters (489) Internal waters are the waters (harbors, bays, and (470) Note–Several governments administering Traffic Separation Schemes have expressed their concern to rivers) on the landward side of the baseline from which IMO about the large number of infringements of Rule the breadth of the territorial sea is measured. The 10 of the 72 COLREGS and the dangers of such contra- United States has full sovereignty over its internal wa- ventions to personnel, vessels and environment. Sev- ters and ports as if they were part of its land territory. eral governments have initiated surveillance of traffic NOAA's nautical charts depict the baseline from which separation schemes for which they are responsible and the limits of the U.S. territorial sea, contiguous zone, are providing documented reports of vessel violations and exclusive economic zone are measured as well as to flag states. As in the past, the U.S. Coast Guard will the Three Nautical Mile Line and Natural Resources investigate these reports and take appropriate action. Boundary, as described below. Mariners are urged to comply at all times with the 72 COLREGS. Territorial Sea (490) The territorial sea of the United States extends be- (471) 9. Notice of temporary adjustments to traffic sepa- ration schemes for emergencies or for accommodation yond the land territory and internal waters, and also in- of activities which would otherwise contravene Rule 10 cludes the Commonwealth of Puerto Rico, Guam, or obstruct navigation may be made in Notices to Mari- American Samoa, the U.S. Virgin Islands, the Com- ners. Temporary adjustments may be in the form of a monwealth of the Northern Mariana Islands, and any precautionary area within a traffic lane, or a shift in the other territory or possession over which the United location of a lane. States exercises sovereignty. (Presidential Proclama- tion No. 5928. December 27, 1988.) The United States (472) 10. The IMO approved routing measures which af- exercises sovereignty over the territorial sea that ex- fect shipping in or near U.S. waters are: tends to the airspace over the area, and to the bed and subsoil. Under customary international law as reflected (473) In the Approaches to Portland, Maine in the 1982 United Nations Convention on the Law of (474) In the Approaches to Boston, Massachusetts the Sea (UNCLOS), the territorial sea of the United (475) In the Approaches to Narragansett Bay, Rhode Is- States extends to 12 nautical miles (nm) from the base- line from which the breadth of the territorial sea is land and Buzzards Bay, Massachusetts measured; determined in accordance with interna- (476) Off New York tional law except as otherwise established in a mari- (477) Off Delaware Bay time boundary treaty of the United States. While the (478) In the Approaches to Chesapeake Bay United States may adopt certain laws and regulations, vessels of all countries navigating through the territo- (479) In the Approaches to Cape Fear River rial sea enjoy the right of innocent passage; vessels and (480) In the Approaches to Galveston Bay aircraft of all countries enjoy the right of transit (481) Off San Francisco passage through international straits. (482) In the Santa Barbara Channel (483) In the Approaches to Los Angeles-Long Beach Contiguous Zone (484) In the Strait of Juan de Fuca (491) The contiguous zone of the United States is a zone (485) In Puget Sound and its Approaches (486) In Prince William Sound, Alaska measured 24 nm from the territorial sea baseline and is (487) When approved or established, traffic separation contiguous to the territorial sea of the United States, including the Commonwealth of Puerto Rico, Guam, scheme details are announced in Notice to Mariners, and later depicted on appropriate charts and included in the U.S. Coast Pilot.

34 ■ Chapter 1 ■ Volume 2 Contiguous 1 nautical mile (nm) = 1852 Territorial Zone The High Seas Sea Limited Water column beyond national jurisdiction Baseline enforcement 200nm To outer edge of continental margin 3nm up to a maximum of 350nm from the 12nm zone 24nm TSB of 100nm beyond the 2,500m Territorial Exclusive Economic Zone isobath, whichever is the greatest State/ Sea Territory Sovereign rights for exploring, exploiting, The Area conserving and managing living and non-living resources of the water column Coastal Waters and underlying continenetal 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 Scale of Rights confirm 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 American Samoa, the U.S. Virgin Islands, the Com- economic zone overlaps the 12 nm - 24 nm contiguous monwealth of the Northern Mariana Islands, and any zone. other territory or possession over which the United States exercises sovereignty. (Presidential Proclama- Marine Protected Areas (MPAs) tion No. 7219. August 2, 1999.) Under customary law as (493) Marine Protected Areas (MPAs), such as National reflected in UNCLOS, the U.S. may exercise the control necessary to prevent infringement of its customs, fis- Marine Sanctuaries and State Parks, are along the cal, immigration, or sanitary laws and regulations coastal waters of the United States. Some MPAs may re- within its territory or territorial sea, and to punish in- strict certain activities of interest to the maritime com- fringement of these laws and regulations committed munity (e.g., anchoring, discharge, transit, fishing, within its territory or territorial sea. The United States etc.) In order to promote effective stewardship of the may also prescribe and enforce laws against foreign coastal habitats and the natural resources they contain, flagged vessels and nationals to protect the underwater the Coast Pilot Branch, in partnership with NOAA's Na- cultural heritage to the outer boundary of the tional Marine Protected Areas Center, has incorporated contiguous zone (24 nm). key information about existing coastal MPAs into the Coast Pilot books. Exclusive Economic Zone (494) MPAs included in this project are sites that occur in (492) The exclusive economic zone of the United States navigable waters and have laws and regulations that may affect the mariner. A list of the MPAs Inventory of extends no more than 200 nm from the territorial sea Sites can be found on the MPAs website baseline and is adjacent to the 12 nm territorial sea of http://www.mpa.gov. Each Coast Pilot chapter that the United States, including the Commonwealth of mentions MPAs along the coast gives a reference to Ap- Puerto Rico, Guam, American Samoa, the U.S. Virgin pendix C (in all Coast Pilot volumes) for more details. Islands, the Commonwealth of the Northern Mariana Appendix C indicates the types of site-specific restric- Islands, and any other territory or possession over tions that are potentially of interest to mariners. which the United States exercises sovereignty. (Presi- (495) For Alaska, only Federally-designated MPAs are dential Proclamation No. 5030 of March 10, 1983 and listed. State-designated MPAs will be included in later Federal Register, volume 60 - number 163, August 23, editions as data is collected. 1995, “Exclusive Economic Zone and Maritime Bound- aries: Notice of Limits”) As such, the exclusive

General Information ■ Chapter 1 ■ 35 U.S. GOVERNMENT AGENCIES PROVIDING data for engineering and scientific purposes and other ADDITIONAL MARITIME SERVICES commercial and industrial needs. The principal facili- ties of NOS are located in Silver Spring, MD, Norfolk, DEPARTMENT OF AGRICULTURE VA (Atlantic Marine Center), and Seattle, WA (Pacific Marine Center). NOAA ships are based at the marine Animal and Plant Health Inspection Service centers. (See Appendix A for addresses.) (496) The Animal and Plant Health Inspection Service is (501) Sales agents for NOAA nautical charts and the Coast Pilot are located in many U.S. ports and in some responsible for protecting the Nation’s animal popula- foreign ports. Catalogs showing the limits of NOAA tion, food and fiber crops, and forests from invasion by nautical charts are available free from: FAA/National foreign pests. They administer agricultural quarantine Aeronautical Navigation Services. (See Appendix A for and restrictive orders issued under authority provided address, or call 1-800-638-8972.) Local authorized in various acts of Congress. The regulations prohibit or sales agents can be located using the query form at restrict the importation or interstate movement of live http://aeronav.faa.gov/agents.asp. This form is used to animals, meats, animal products, plants, plant prod- locate aeronautical and nautical sales agents so the ucts, soil, injurious insects, and associated items that “Nautical Agents” button must be selected. may introduce or spread plant pests and animal dis- (502) Nautical charts are published primarily for the use eases which may be new to or not widely distributed of the mariner, but serve the public interest in many within the United States or its territories. Inspectors other ways. They are compiled principally from NOAA examine imports at ports of entry as well as the vessel, basic field surveys, supplemented by data from other its stores, and crew or passenger baggage. Government organizations. (497) The Service also provides an inspection and certifi- (503) Tides and Currents. The Center for Operational cation service for exporters to assist them in meeting Oceanographic Products and Services (CO-OPS) col- the quarantine requirements of foreign countries. (See lects and distributes observations and predictions of Appendix A for a list of ports where agricultural inspec- water levels and currents to ensure safe, efficient and tors are located and inspections conducted.) environmentally sound maritime commerce. (504) Water level, tides, and current observations and DEPARTMENT OF COMMERCE predictions are available on the Internet at http://www.tidesandcurrents.noaa.gov. From this National Oceanic and Atmospheric Administration Home Page, users can choose a variety of information, (NOAA) including water level, tidal predictions, observed water (498) The National Oceanic and Atmospheric Adminis- level data, tides online (including a listing of all water tration (NOAA) conducts research and gathers data level stations currently in storm surge mode), sea lev- about the global oceans, atmosphere, space, and sun, els online, Great Lakes online, and PORTS. and applies this knowledge to improve our understand- (505) PORTS (Physical Oceanographic Real-Time Sys- ing and stewardship of the environment. tem) is a centralized data acquisition and dissemina- (499) NOAA provides services to the nation and the pub- tion system that provides real-time water levels, lic through five major organizations: the National currents, and other oceanographic and meteorological Ocean Service, the National Weather Service, the Na- data from bays and harbors. This information is pro- tional Marine Fisheries Service, the National Environ- vided via telephone voice response (for most ports) and mental Satellite, Data and Information Service, and the Internet. Accurate real-time water level informa- NOAA Research; and numerous special program units. tion allows U.S. port authorities and maritime shippers In addition, NOAA research and operational activities to make sound decisions regarding loading of tonnage are supported by the Nation’s seventh uniformed ser- (based on available bottom clearance), maximizing vice, the NOAA Corps, a commissioned officer corps of loads, and limiting passage times, without compromis- men and women who operate NOAA ships and aircraft, ing safety. and serve in scientific and administrative positions. (506) There are PORTS systems in 20 areas of the United States. The table below lists the ports and the telephone National Ocean Service (NOS) number for voice access to the PORTS data. (500) The National Ocean Service produces nautical (507) Tide Tables and Tidal Current Tables are no longer published by NOAA. Many local publishers and printers charts, the Coast Pilot, and related publications for safe throughout the country publish regional and localized navigation of marine commerce, and provides basic tide and tidal current predictions in booklet, calendar,

36 ■ Chapter 1 ■ Volume 2 Port or Waterway Voice Access Phone National Weather Service (NWS) Number Anchorage, AK National Data Buoy Center Meteorological Buoys Cherry Point, WA 1-866-257-6787 (514) The National Data Buoy Center (NDBC) deploys Chesapeake Bay 1-888-817-7794 Columbia River, Lower 1-866-247-6787 moored meteorological buoys which provide weather Delaware River and Bay 1-888-537-6787 data directly to the mariner as well as to marine fore- 1-866-307-6787 casters. In 1998, a disproportionate number of these Gulfport, MS 1-888-257-1858 buoys have had mooring failures due to abrasion of the Houston/Galveston 1-866-447-6787 nylon mooring line by trawls, tow lines, etc. 1-888-817-7692 (515) These buoys have a watch circle radius (WCR) of Lake Charles 2,000 to 4,000 yards from assigned position (AP). In ad- Los Angele/Long Beach not available dition, any mooring in waters deeper than 1,000 feet 1-888-817-7767 will have a floating “loop” or catenary that may be as lit- Mississippi River 1-877-847-6787 tle as 500 feet below the surface. This catenary could be Mobile Bay, AL 1-866-757-6787 anywhere within the buoy’s WCR. Any underwater ac- Narragansett Bay, RI 1-888-807-6787 tivity within this radius may contact the mooring caus- New Haven, CT 1-866-217-6787 ing a failure. New York/New Jersey Harbor 1-888-257-1857 (516) To avoid cutting or damaging a moor, mariners are Pascagoula, MS 1-888-257-1859 urged to exercise extreme caution when navigating in Sabine Neches 1-866-727-6787 the vicinity of meteorological buoys and to remain well San Francisco Bay 1-301-713-9596 (toll) clear of the watch circle. If a mooring is accidentally Soo Locks, MI 1-888-607-6787 contacted or cut, please notify NDBC at 228-688-2835 Tacoma, WA 1-866-827-6787 or 228-688-2436. Tampa Bay, FL (517) For further information relating to these buoys consult the NDBC home page (http://seaboard.ndbc. noaa.gov). and other formats. The data printed in these local and Marine Weather Forecasts regional publications is, in many cases, obtained di- (518) The National Weather Service provides marine rectly from NOAA. For availability of localized predic- tion tables consult marinas and marine supply weather forecasts and warnings for the U.S. coastal wa- companies in your area. Two publishing firms are ters, the Great Lakes, offshore waters, and high seas ar- printing complete east and west coast tide and tidal eas. Scheduled marine forecasts are issued four times current predictions for US ports and coastal areas– daily from National Weather Service Offices with local (508) ProStar Publications areas of responsibility, around the United States, (509) (http://www.prostarpublications.com) Guam, American Samoa, and Puerto Rico. (See Appen- (510) International Marine Division of McGraw Hill dix A for National Weather Service Offices located in (511) (http://www.books.mcgraw-hill.com). the area covered by this Coast Pilot.) (512) Caution.–When using the Tide Tables, slack water (519) Typically, the forecasts contain information on should not be confused with high or low water. For wind speed and direction, wave heights, visibility, ocean stations there is usually little difference between weather, and a general synopsis of weather patterns af- the time of high or low water and the beginning of ebb fecting the region. The forecasts are supplemented or flood currents; but for places in narrow channels, with special marine warnings and statements, radar landlocked harbors, or on tidal rivers, the time of slack summaries, marine observations, small-craft adviso- current may differ by several hours from the time of ries, gale warnings, storm warnings and various cate- high or low water. The relation of the times of high or gories of tropical cyclone warnings e.g., tropical low water to the turning of the current depends upon a depression, tropical storm and hurricane warnings. number of factors, so that no simple general rule can be Specialized products such as coastal flood, seiche, and given. tsunami warnings, heavy surf advisories, low water (513) Tidal Current Charts are not being maintained or statements, ice forecasts and outlooks, and lake shore reprinted by NOAA. warnings and statements are issued as necessary. (For further information, go to http://www.weather.gov/om/ marine/home.htm.)

General Information ■ Chapter 1 ■ 37 (520) The principal means of disseminating marine (524) Ships of all nations share equally in the effort to re- weather services and products in coastal areas is NOAA port weather observations. These reports enable mete- Weather Radio. This network of more than 900 trans- orologists to create a detailed picture of wind, wave, mitters, covering all 50 states, adjacent coastal waters, and weather patterns over the open waters that no Puerto Rico, the U.S. Virgin Islands, and the U.S. Pa- other data source can provide and upon which marine cific Territories, is operated by the NWS and provides forecasts are based. The effectiveness and reliability of continuous broadcasts of weather information for the these forecasts and warnings plus other services to the general public. These broadcasts repeat recorded mes- marine community are strongly linked to the observa- sages every 4 to 6 minutes. Messages are updated peri- tions received from mariners. There is an especially ur- odically, usually every 2-3 hours and amended as gent need for ship observations in the coastal waters, required to include the latest information. When se- and the NWS asks that these be made and transmitted vere weather threatens, routine transmissions are in- whenever possible. Many storms originate and inten- terrupted and the broadcast is devoted to emergency sify in coastal areas. There may be a great difference in warnings. (See Appendix A for NOAA Weather Radio both wind direction and speed between the open sea, Stations covered by this Coast Pilot.) the offshore waters, and on the coast itself. (521) In coastal areas, the programming is tailored to the (525) Information on how ships, commercial fishermen, needs of the marine community. Each coastal marine offshore industries, and others in the coastal zone may forecast covers a specific area. For example, “Cape participate in the marine observation program is avail- Henlopen to Virginia Beach, out 20 miles.” The broad- able from National Weather Service Port Meteorologi- cast range is about 40 miles from the transmitting an- cal Officers (PMOs). Port Meteorological Officers are tenna site, depending on terrain and quality of the located in major U.S. port cities where they visit ships receiver used. When transmitting antennas are on high in port to assist masters and mates with the weather ground, the range is somewhat greater, reaching 60 observation program, provide instruction on the inter- miles or more. Some receivers are equipped with a pretation of weather charts, calibrate barometers and warning alert device that can be turned on by means of other meteorological instruments, and discuss marine a tone signal controlled by the NWS office concerned. weather communications and marine weather require- This signal is transmitted for 13 seconds preceding an ments affecting the ships’ operations. (For further in- announcement of a severe weather warning. formation on the Voluntary Observing Ship Program and Port Meteorological Officers, go to http://www.vos. (522) Marine weather warnings are displayed to small- noaa.gov.) craft operators and others within sight of the shore by the flags, pennants and lights of the Coastal Warning Space Environment Center (SEC) Display program. These displays are meant to warn the (526) The Space Environment Center disseminates space public of approaching storm conditions and visually communicate that citizens should take personal re- weather alerts and forecasts (information concerning sponsibility for individual safety in the face of an ap- solar activity, radio propagation, etc.). proaching storm. Anyone observing the signals (527) For general information, see Appendix A for ad- displayed by the program is urged to tune to the Na- dress and phone number. tional Weather Service radio broadcasts for the latest information. (See National Weather Service Coastal National Environmental Satellite, Data, and Warning Displays, following, for additional informa- Information Service (NESDIS) tion.) (528) Among its functions, NESDIS archives, processes, and disseminates the non-realtime meteorological and (523) NWS marine weather products are also dissemi- oceanographic data collected by government agencies nated to marine users through the broadcast facilities and private institutions. Marine weather observations of the Coast Guard, Navy, and commercial marine radio are collected from ships at sea on a voluntary basis. stations. Details on these broadcasts including times, About one million observations are received annually frequencies, and broadcast content are listed on the NWS at NESDIS’s National Climatic Center. They come from internet site, Marine Product Dissemination Informa- vessels representing every maritime nation. These ob- tion, http://www.nws.noaa.gov/om/marine/home.htm. servations, along with land data, are returned to the For marine weather services in the coastal areas, the mariners in the form of climatological summaries and NWS publishes a series of Marine Weather Services atlases for coastal and ocean areas. They are available in Charts showing locations of NOAA Weather Radio sta- such NOAA publications as the U.S. Coast Pilot, Mari- tions, sites, telephone numbers of recorded weather ners Weather Log , and Local Climatological Data, messages and NWS offices, and other useful marine weather information.

38 ■ Chapter 1 ■ Volume 2 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 Coastal feet or greater. Waters Forecast or Nearshore Marine Forecast (NSH) products. Thresh- olds governing the issuance of small craft advisories are specific to Guam and the Northern Mariana Islands – Sustained winds 22 to 33 knots geographic areas. A Small Craft Advisory may also be issued when sea or and/or combined seas of 10 feet or more. “Frequent gusts”are typically lake ice exists that could be hazardous to small boats. There is no precise long duration conditions (greater than 2 hours). definition of a small craft. Any vessel that may be adversely affected by Small Craft Advisory criteria should be considered a small craft. Other For a list of NWS Weather Offices by Region, refer to the following website: considerations include the experience of the vessel operator, and the type, http://www.nws.noaa.gov/organization.php overall size, and sea worthiness of the vessel. There is no legal definition of “small craft”. The Small Craft Advisory is an advisory in Coastal Waters GALE WARNING: To indicate winds within the range 34 to 47 knots are and Nearshore forecasts for sustained winds, frequent gusts, or sea/wave forecast for the area. conditions, exceeding defined thresholds specific to geographic areas. A Small Craft Advisory may also be issued when sea or lake ice exists that STORM WARNING: To indicate winds 48 knots and above, no matter how 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 frequent that winds within the range 48-63 knots are forecast. 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 seas HURRICANE WARNING: Issued only in connection with a tropical cyclone or waves 5 to 7 feet and greater, area dependent. (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.

General Information ■ Chapter 1 ■ 39 Annual Summary. They also appear in the National States. Where State and/or local controls are sufficient Geospatial-Intelligence Agency’s Pilot Chart Atlases to regulate these structures, including that they do not and Sailing Directions Planning Guides. interfere with navigation, the U.S. Army Corps of Engi- neers leaves such regulation to the State or local au- DEPARTMENT OF DEFENSE thority. (See 33 CFR 330 (not carried in this Pilot) for applicable Federal regulations.) Construction permits National Geospatial-Intelligence Agency (NGA) issued by the Engineers specify the lights and signals (529) The National Geospatial-Intelligence Agency pro- required for the safety of navigation. vides hydrographic, navigational, topographic, and (534) Fish havens, artificial reefs constructed to attract geodetic data, charts, maps, and related products and fish, can be established in U.S. coastal waters only as services to the Armed Forces, other Federal Agencies, authorized by a U.S. Army Corps of Engineers permit; the Merchant Marine and mariners in general. Publica- the permit specifies the location, extent, and depth over tions include Sailing Directions, List of Lights, Dis- these mounds of rubble. tances Between Ports, Radio Navigational Aids, International Code of Signals, American Practical Nav- U.S. Naval Observatory igator (Bowditch), and Notice to Mariners. (See Na- (535) The United States Naval Observatory (USNO) pro- tional Geospatial-Intelligence Agency Procurement Information in Appendix A.) vides a wide range of astronomical data and products, and serves as the official source of time for the U.S. De- U.S. Army Corps of Engineers (USACE) partment of Defense and a Standard of time for the en- (530) The U.S. Army Corps of Engineers has charge of the tire United States. The USNO provides earth orientation products such as the latest 24-hour and improvement of the rivers and harbors of the United 48-hour sets of GPS satellite orbits, the latest determi- States and of miscellaneous other civil works which in- nations and predictions for polar motion, and informa- clude the administration of certain Federal laws en- tion for GPS users. The USNO also maintains a acted for the protection and preservation of navigable reference for precise time (USNO Master Clock) and waters of the United States; the establishment of regu- monitors the GPS constellation. For extensive infor- lations for the use, administration, and navigation of mation on the USNO products available, visit navigable waters; the establishment of harbor lines; the http://www.usno.navy.mil/ or contact by telephone at removal of sunken vessels obstructing or endangering 202-762-1467. navigation; and the granting of permits for structures or operations in navigable waters, and for discharges DEPARTMENT OF HEALTH AND HUMAN and deposits of dredged and fill materials in these waters. SERVICES (531) Restricted areas in most places are defined and regulations governing them are established by the U.S. Food and Drug Administration (FDA) Army Corps of Engineers. The regulations are enforced (536) Under the provisions of the Control of Communi- by the authority designated in the regulations, and the areas are shown on the large-scale charts of NOS. Cop- cable Diseases Regulations (21 CFR 1240) and Inter- ies of the regulations may be obtained at the District of- state Conveyance Sanitation Regulations (21 CFR fices of the U.S. Army Corps of Engineers. The 1250), vessel companies operating in interstate traffic regulations also are included in the appropriate Coast shall obtain potable water for drinking and culinary Pilot. purposes only at watering points found acceptable to (532) Information concerning the various ports, im- the Food and Drug Administration. Water supplies provements, channel depths, navigable waters, and the used in watering point operations must also be in- condition of the Intracoastal Waterways in the areas spected to determine compliance with applicable Inter- under their jurisdiction may be obtained direct from state Quarantine Regulations (42 CFR 72). These the District Engineer Offices. (See Appendix A for ad- regulations are based on authority contained in the dresses.) Public Health Service Act (PL 78–410). Penalties for vi- olation of any regulation prescribed under authority of (533) The U.S. Army Corps of Engineers has general su- the Act are provided for under Section 368 (42 USC pervision of location, construction, and manner of 271) of the Act. maintenance of all traps, weirs, pounds, or other fish- ing structures in the navigable waters of the United

40 ■ Chapter 1 ■ Volume 2 (537) FDA annually publishes a list of Acceptable Vessel DEPARTMENT OF HOMELAND SECURITY Watering Points. This list is available from most FDA offices or from Interstate Travel Sanitation Subpro- U.S. Citizenship and Immigration Services gram Center for Food Safety and Applied Nutrition, (546) The Immigration and Naturalization Service ad- FDA (HFF-312), 200 C Street SW., Washington, DC 20204. Current status of watering points can be ascer- ministers the laws relating to admission, exclusion, tained by contacting any FDA office. (See Appendix A and deportation of aliens, the registration and finger- for addresses.) printing of aliens, and the naturalization of aliens law- fully resident in the United States. Public Health Service (547) The designated ports of entry for aliens are divided (538) The Public Health Service administers foreign into three classes. Class A is for all aliens. Class B is only for aliens who at the time of applying for admis- quarantine procedures at U.S. ports of entry. sion are lawfully in possession of valid resident aliens’ (539) All vessels arriving in the United States are subject border-crossing identification cards or valid nonresi- dent aliens’ border-crossing identification cards or are to public health inspection. Vessels subject to routine admissible without documents under the documentary boarding for quarantine inspection are only those waivers contained in 8 CFR 212.1(a). Class C is only which have had on board during the 15 days preceding for aliens who are arriving in the United States as crew- the date of expected arrival or during the period since men as that term is defined in Section 101(a) (10) of the departure (whichever period of time is shorter) the oc- Immigration and Nationality Act. (The term crewman currence of any death or ill person among passengers means a person serving in any capacity on board a ves- or crew (including those who have disembarked or sel or aircraft.) No person may enter the United States have been removed). The master of a vessel must report until he has been inspected by an immigration officer. such occurrences immediately by radio to the quaran- A list of the offices covered by this Coast Pilot is given tine station at or nearest the port at which the vessel in Appendix A. will arrive. (540) In addition, the master of a vessel carrying 13 or U.S. Coast Guard more passengers must report by radio 24 hours before (548) The Coast Guard has among its duties the enforce- arrival the number of cases (including zero) of diarrhea in passengers and crew recorded in the ship’s medical ment of the laws of the United States on the high seas log during the current cruise. All cases that occur after and in coastal and inland waters of the U.S. and its pos- the 24 hour report must also be reported not less than 4 sessions; enforcement of navigation and neutrality hours before arrival. laws and regulations; establishment and enforcement (541) Ill person means person who: of navigational regulations upon the Inland Waters of (542) 1. Has a temperature of 100°F (or 38°C) or greater, the United States, including the establishment of a de- accompanied by a rash, glandular swelling, or jaundice, marcation line separating the high seas from waters or which has persisted for more than 48 hours; or upon which U.S. navigational rules apply; administra- (543) 2. Has diarrhea, defined as the occurrence in a 24 tion of the Oil Pollution Act of 1961, as amended; estab- hour period of three or more loose stools or of a greater lishment and administration of vessel anchorages; than normal (for the person) amount of loose stools. approval of bridge locations and clearances over navi- (544) Vessels arriving at ports under control of the gable waters; administration of the alteration of ob- United States are subject to sanitary inspection to de- structive bridges; regulation of drawbridge operations; termine whether measures should be applied to pre- inspection of vessels of the Merchant Marine; admea- vent the introduction, transmission, or spread of surement of vessels; documentation of vessels; prepa- communicable disease. ration and publication of merchant vessel registers; (545) Specific public health laws, regulations, policies, registration of stack insignia; port security; issuance of and procedures may be obtained by contacting U.S. Merchant Marine licenses and documents; search and Quarantine Stations, U.S. Consulates or the Chief Pro- rescue operations; investigation of marine casualties gram Operations, Division of Quarantine, Centers for and accidents, and suspension and revocation proceed- Disease Control, Atlanta, Ga. 30333. (See Appendix A ings; destruction of derelicts; operation of aids to navi- for addresses of U.S. Public Health Service Quarantine gation; publication of Light Lists and Local Notices to Stations.) Mariners; and operation of ice-breaking facilities. (549) The Coast Guard, with the cooperation of coast ra- dio stations of many nations, operates the Automated Mutual-assistance Vessel Rescue System (AMVER). It is an international maritime mutual assistance

General Information ■ Chapter 1 ■ 41 program which provides important aid to the develop- Portuguese, Russian, Spanish, and Swedish. The ment and coordination of search and rescue (SAR) ef- AMVER Users Manual is available from: AMVER Mari- forts in many offshore areas of the world. Merchant time Relations; Commander, Atlantic Area, U.S. Coast ships of all nations making offshore passages are en- Guard, Federal Building, 431 Crawford Street, couraged to voluntarily send movement (sailing) re- Portsmouth, VA 23704-5004; Commander, Pacific Area, ports and periodic position reports to the AMVER U.S. Coast Guard, Coast Guard Island, Alameda, CA. Center at Coast Guard New York via selected radio sta- 94501-5100; and at U.S. Coast Guard Sectors in major tions. Information from these reports is entered into an U.S. ports. Requests for instructions should state the electronic computer which generates and maintains language desired if other than English. dead reckoning positions for the vessels. Characteris- (555) For AMVER participants bound for U.S. ports there is tics of vessels which are valuable for determining SAR an additional benefit. AMVER participation via messages capability are also entered into the computer from which include the necessary information is considered available sources of information. to meet the requirements of 33 CFR 160. (See (550) A worldwide communications network of radio sta- 160.201, chapter 2, for rules and regulations.) tions supports the AMVER System. Propagation condi- (556) AMVER Reporting Required. U.S. Maritime Ad- tions, location of vessel, and traffic density will ministration regulations effective August 1, 1983, state normally determine which station may best be con- that certain U.S. flag vessels and foreign flag “War Risk” tacted to establish communications. To ensure that no vessels must report and regularly update their voyages charge is applied, all AMVER reports should be passed to the AMVER Center. This reporting is required of the through specified radio stations. Those stations which following: (a) U.S. flag vessels of 1,000 gross tons or currently accept AMVER reports and apply no coastal greater, operating in foreign commerce; (b) foreign flag station, ship station, or landline charge are listed in vessels of 1,000 gross tons or greater, for which an In- each issue of the “AMVER Bulletin” publication. Also terim War Risk Insurance Binder has been issued un- listed are the respective International radio call signs, der the provisions of Title XII, Merchant Marine Act, locations, frequency bands, and hours of operation. 1936. The “AMVER Bulletin” is available from AMVER Mari- (557) Details of the above procedures are contained in time Relations, U.S. Coast Guard, Battery Park Build- the AMVER Users Manual. The system is also published ing New York, NY 10004, TEL: 212-668-7764, FAX in NGA Pub. 117. 212-668-7684. Although AMVER reports may be sent (558) Search and Rescue Operation procedures are con- through nonparticipating stations, the Coast Guard tained in the International Maritime Organization cannot reimburse the sender for any charges applied. (IMO) SAR Manual (MERSAR). U.S. flag vessels may ob- (551) Information concerning the predicted location and tain a copy of MERSAR from local Coast Guard Marine SAR characteristics of each vessel known to be within Safety Offices and Marine Inspection Offices or by writ- the area of interest is made available upon request to ing to U.S. Coast Guard (G-OSR), Washington, DC recognized SAR agencies of any nation or vessels need- 20593-0001. Other flag vessels may purchase MERSAR ing assistance. Predicted locations are only disclosed directly from IMO. for reasons related to marine safety. (559) The Coast Guard conducts and/or coordinates (552) Benefits of AMVER participation to shipping in- search and rescue operations for surface vessels and clude: (1) improved chances of aid in emergencies, (2) aircraft that are in distress or overdue. (See Distress reduced number of calls for assistance to vessels not fa- Signals and Communication Procedures this chapter.) vorably located, and (3) reduced time lost for vessels re- sponding to calls for assistance. An AMVER participant (560) Documentation (issuance of certificates of registry, is under no greater obligation to render assistance dur- enrollments, and licenses), admeasurements of vessels, ing an emergency than a vessel who is not participating. and administration of the various navigation laws (553) All AMVER messages should be addressed to Coast pertaining thereto are functions of the Coast Guard. Guard New York regardless of the station to which the Yacht commissions are also issued, and certain undocu- message is delivered, except those sent to Canadian sta- mented vessels required to be numbered by the Federal tions which should be addressed to AMVER Halifax or Boat Safety Act of 1971 are numbered either by the AMVER Vancouver to avoid incurring charges to the Coast Guard or by a State having an approved number- vessel for these messages. ing system (the latter is most common). Owners of ves- (554) Instructions guiding participation in the AMVER sels may obtain the necessary information from any System are available in the following languages: Chi- Coast Guard District Commander, Marine Safety Of- nese, Danish, Dutch, English, French, German, Greek, fice, or Marine Inspection Office. Coast Guard District Italian, Japanese, Korean, Norwegian, Polish, Offices, Coast Guard Sector Offices, Coast Guard

42 ■ Chapter 1 ■ Volume 2 Stations, Marine Safety Offices, Captain of the Port Of- Argentina Honduras fices, Marine Inspection Offices, and Documentation Australia Ireland Offices are listed in Appendix A. (Note: A Marine Safety Austria Italy Office performs the same functions as those of a Cap- Bahama Islands Jamaica tain of the Port and a Marine Inspection Office. When a Belgium Liberia function is at a different address than the Marine Safety Bermuda Marshall Islands Office, it will be listed separately in Appendix A.) Canada Netherlands Denmark New Zealand U.S. Customs and Border Protection Finland Norway (561) The U.S. Customs and Border Protection adminis- France Sweden Germany Switzerland ters certain laws relating to: Great Britain Turkey (562) • entry and clearance of vessels and permits for Greece certain vessel movements between points in the United (575) Further information concerning cruising licenses States may be obtained from the headquarters port for the (563) • prohibitions against coastwise transportation of customs district in which the license is desired or at passengers and merchandise http://www.cbp.gov. U.S. yacht owners planning cruises (564) • salvage to foreign ports may contact the nearest customs dis- (565) • dredging and towing by foreign vessels trict headquarters as to customs requirements. (566) • certain activities of vessels in the fishing trade (567) • regular and special tonnage taxes on vessels ENVIRONMENTAL PROTECTION AGENCY (568) • landing and delivery of foreign merchandise (in- (EPA) cluding unlading, appraisement, lighterage, drayage, warehousing, and shipment in bond) (576) The U.S. Environmental Protection Agency pro- (569) • collection of customs duties, including duty on vides coordinated governmental action to assure the imported pleasure boats and yachts and 50% duty on protection of the environment by abating and control- foreign repairs to American vessels engaged in trade ling pollution on a systematic basis. The ocean dump- (570) • customs treatment of sea and ship's stores while ing permit program of the Environmental Protection in port and the baggage of crewmen and passengers Agency provides that except when authorized by per- (571) • illegally imported merchandise mit, the dumping of any material into the ocean is pro- (572) • remission of penalties or forfeiture if customs or hibited by the “Marine Protection, Research, and navigation laws have been violated. Sanctuaries Act of 1972, Public Law 92–532,” as (573) The Customs Service also cooperates with many amended (33 USC 1401 et seq.). other Federal agencies in the enforcement of statutes they are responsible for. Customs districts and ports of (577) Permits for the dumping of dredged material into entry, including customs stations, are listed in Appen- waters of the United States, including the territorial dix A. sea, and into ocean waters are issued by the U.S. Army (574) The Customs and Border Protection office may is- Corps of Engineers. Permits for the dumping of fill ma- sue, without charge, a cruising license, normally valid terial into waters of the United States, including the for one year, to a yacht of a foreign country which has a territorial sea, are also issued by the U.S. Army Corps of reciprocal agreement with the United States. A foreign Engineers. Permits for the dumping of other material yacht holding a cruising license is exempt from having in the territorial sea and ocean waters are issued by the to undergo formal entry and clearance procedures such Environmental Protection Agency. as filing manifests and obtaining permits to proceed as well as from payment of tonnage tax and entry and (578) U.S. Army Corps of Engineers regulations relating clearance fees at all but the first port of entry. These to the above are contained in 33 CFR 323-324; Envi- vessels shall not engage in trade, violate the laws of the ronmental Protection Agency regulations are in 40 United States, visit a vessel not yet inspected by a Cus- CFR 220-229. (See Disposal Sites, this chapter.) toms Agent and does, within 24 hours of arrival at each port or place in the United States, report the fact of ar- (579) Persons or organizations who want to file for an ap- rival to the nearest customhouse. Countries which plication for an ocean dumping permit should write the have reciprocal agreements granting these privileges Environmental Protection Agency Regional Office for to U.S. yachts are: the region in which the port of departure is located.