United States Coast Pilot 2 Atlantic Coast - Cape Cod, MA to Sandy Hook, NJ 2016

UNITED STATES CPoilaostt® Atlantic Coast: Cape Cod, MA to Sandy Hook, NJ 2016 (45th) Edition This edition cancels the 44th Edition and includes all previously published corrections. Weekly updates to this edition are available at: http://nauticalcharts.noaa.gov/nsd/cpdownload.htm They are also published in the National Geospatial-Intelligence Agency (NGA) U.S. Notice to Mariners. U.S. Department of Commerce Penny Pritzker, Secretary of Commerce National Oceanic and Atmospheric Administration (NOAA) Kathryn Sullivan, Ph.D., Acting Under Secretary of Commerce for Oceans and Atmosphere, and Administrator, NOAA National Ocean Service Holly Bamford, Ph.D., Assistant Administrator, National Ocean Service

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

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

IV    ¢    U.S. Coast Pilot 2 

 U.S. Coast Pilot 2, Contents        V Contents Preface�������������������������������������������������������������������������������������������������������������������������������������������������������������������� III Chapter 1: General Information�������������������������������������������������������������������������������������������������������������������������������1 Chapter 2: Navigation Regulations�����������������������������������������������������������������������������������������������������������������������33 Chapter 3: Cape Cod To Sandy Hook������������������������������������������������������������������������������������������������������������������155 Chapter 4: Outer Cape Cod and Nantucket Sound ���������������������������������������������������������������������������������������������177 Chapter 5: Vineyard Sound and Buzzards Bay���������������������������������������������������������������������������������������������������199 Chapter 6: Narragansett Bay�������������������������������������������������������������������������������������������������������������������������������225 Chapter 7: Block Island Sound ���������������������������������������������������������������������������������������������������������������������������245 Chapter 8: Eastern Long Island Sound ���������������������������������������������������������������������������������������������������������������267 Chapter 9: Western Long Island Sound���������������������������������������������������������������������������������������������������������������295 Chapter 10: South Coast of Long Island�������������������������������������������������������������������������������������������������������������327 Chapter 11: New York Harbor and Approaches���������������������������������������������������������������������������������������������������339 Chapter 12: Hudson River ����������������������������������������������������������������������������������������������������������������������������������367 Appendix A ���������������������������������������������������������������������������������������������������������������������������������������������������������383 Appendix B ���������������������������������������������������������������������������������������������������������������������������������������������������������391 Weekly Record of Updates ���������������������������������������������������������������������������������������������������������������������������������419 Index �������������������������������������������������������������������������������������������������������������������������������������������������������������������423

VI        U.S. Coast Pilot 2, Contents 

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

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

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

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

 U.S. Coast Pilot 2, Chapter 1    ¢    5 correct along any parallel and along the central meridian (99) In coral regions and where rocks and boulders of the projection. Along other meridians the scale abound, it is always possible that surveys may have increases with increased difference of longitude from failed to find every obstruction. Thus, when navigating the central meridian. such waters, customary routes and channels should be followed, and areas where irregular and sudden changes (89) in depth indicate conditions associated with pinnacle rocks, coral heads, or boulders should be avoided.. Chart Datum, tidal waters (90) Chart Datum is the particular tidal level to which (100) Information charted as “reported” should be treated with caution when navigating the area, because the actual soundings and depth curves on a nautical chart or conditions have not been verified by government surveys. bathymetric map are referred. The tidal datum of Mean Lower Low Water is used on all NOAAcharts, except for (101) charts in the Great Lakes and non-tidal inland waterways. (For information on Great Lakes Datum, see Coast Pilot Source diagrams 6.) (102) A source diagram is provided on all NOAA charts (91) 1:500,000 scale and larger. This diagram is intended to provide the mariner with additional information about the Horizontal Datum density and adequacy of the sounding data depicted on (92) Nautical charts are constructed based on one of a the chart. The adequacy with which sounding data depicts the configuration of the bottom depends on the following number of horizontal datums which are adopted to best factors: represent individual regions around the world. Note that (103) •Survey technology employed (sounding and the terms horizontal datum, horizontal geodetic datum, navigation equipment). and horizontal control datum are synonymous. (104) •Survey specifications in effect (prescribed survey (93) The exact placement of lines of latitude and longitude line spacing and sounding interval). on a nautical chart is dependent on the referenced (105) •Type of bottom (e.g., rocky with existence of horizontal datum. Charts of the United States are currently submerged pinnacles, flat sandy, coastal deposits subject referenced primarily to the North American Datum of to frequent episodes of deposition and erosion). 1983 (NAD 83), and the World Geodetic System 1984 (106) Depth information on nautical charts is based on (WGS 84). WGS 84 is equivalent to the NAD 83 for soundings from the latest available hydrographic survey, charting purposes. which in many cases may be quite old. The age of (94) NAD 83 and WGS 84 have replaced the North hydrographic surveys supporting nautical charts varies. American Datum of 1927 and other regional datums as Nearly half of all inshore hydrography was acquired by the primary horizontal datum to which NOAA charts are leadline (pre-1940) sounding technology. referenced. Since some geographic positions may still be (107) Prior to 1940, most survey data was acquired by referenced to the older datums, NOAA has included notes leadline, and soundings were positioned using horizontal on charts which show the amount to shift those positions sextant angles. This positioning method is considered to in latitude and longitude to fit the chart’s NAD 83 or WGS be accurate for near shore surveys. However, leadline 84 projection. surveys only collect discrete single-point depths. The (95) It should be noted that the physical shift between depths between the soundings can only be inferred, and positions on older datums and NAD 83/WGS 84 was undetected shoals and other uncharted features may exist significant. Mariners should always be certain the in these areas, especially in areas of irregular relief. positions they are plotting on a nautical chart are on the (108) From 1940 to 1990, sounding data acquisition same datum as the chart. typically used continuous-recording single beam echo sounders as stand-alone survey systems, which resulted (96) in partial bottom sounding coverage. Although the sampling is continuous along the track of the sounding Accuracy of a nautical chart vessel, features such as discrete objects or small area (97) The value of a nautical chart depends upon the shoals between sounding lines may not have been detected. Positioning of the sounding vessel in this period accuracy of the surveys on which it is based. The chart progressed from horizontal sextant angles, through land- reflects what was found by field surveys and what has been based electronic positioning systems, to differentially reported to NOAA. It also represents general conditions corrected Global Positioning System (DGPS) satellite at the time of surveys or reports and does not necessarily fixes. portray present conditions. Significant changes may have (109) From 1990 to the present, most surveys have been taken place since the date of the last survey or report. conducted using either multibeam sonar systems or a (98) Each sounding represents an actual measure of depth combination of side scan sonar and single beam echo and location at the time the survey was made, and each sounder systems to achieve full bottom coverage. The bottom characteristic represents a sampling of the surface term full bottom coverage refers to survey areas in which layer of the sea bottom at the time of the sampling. Areas where sand and mud prevail, especially the entrances and approaches to bays and rivers exposed to strong tidal current and heavy seas, are subject to continual change.

6    ¢    U.S. Coast Pilot 2, Chapter 1   (112) • The transit ends in an area charted from miscella- neous surveys. These surveys may be too numerous Source Diagrams to depict or may vary in age, reliability, origin or technology used. No inferences about the fitness of Referring to the accompanying sample Source the data can be made in this area from the diagram. Diagram below and the previous discussion of sur- vey methods over time, transiting from Point X to Referring again to the accompanying sample Point Y, along the track indicated by the dotted line, Source Diagram, and the previous discussion of would have the following information available survey methods over time, a mariner could choose about the relative quality of the depth information to transit from Point X to Point Y, along the track shown on the chart. shown with a dashed line. • Point X lies in an area surveyed by NOAA within • The transit starts again in an area surveyed by the 1900-1939 time period. The sounding data NOAA within the 1900-1939 time period. The would have been collected by leadline. Depths sounding data would have been collected by lead- between sounding points can only be inferred, line. Depths between sounding points can only be and undetected features might exist between the inferred, and undetected features might still exist sounding points in areas of irregular relief. Caution between the sounding points in areas of irregular should be exercised. relief. Caution should be exercised. • The transit then crosses an area surveyed by • The transit then crosses an area surveyed by NOAA within the 1940-1969 time period. The NOAA within the 1990 - present time period, with sounding data would have been collected by partial bottom coverage. The data is collected in continuous recording single beam echo sounder. metric units and acquired by continuous record- It is possible that features could have been missed ing single beam echo sounder. It is possible that between sounding lines, although echo sounders features could have been missed between the sound- record all depths along a sounding line with varying ing lines, although echo sounders record all depths beam widths. 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 atten- tion 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 mul- tibeam sonar technology. Undetected features in this area, at the time of the survey, would be unlikely. • The transit ends in an area charted from miscella- neous 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 ad- vantage of more recent survey information collected with more modern technology.

 U.S. Coast Pilot 2, Chapter 1    ¢    7 (113) Bottom Coverage Comparison by Survey Method Leadline (pre 1940) Single Beam (1940’s - 1980’s) Multibeam (1990’s - present) the field party has acquired continuously recorded, high- and shoaler in Alaskan waters – has been acquired using resolution sonar data in overlapping swaths. This sonar data, either multibeam bathymetry or side scan imagery, a partial bottom coverage method. Caution and prudent has been analyzed in an attempt to locate all hazards to navigation within the survey's limits; all position data seamanship should be used when transiting these near has been determined using DGPS. NOAA began utilizing airborne light detection and ranging systems (LIDAR) shore areas. for near shore bathymetric surveying in the late 1990s. This type of survey method provided sounding data at a (111) The spacing of sounding lines required to survey an lower resolution than sonar systems, thus making small obstructions and hazards difficult to identify. Although area using a single beam echo sounder depends on several LIDAR systems provide continuously recorded swath data, the resulting sounding resolution is not dense enough factors such as water depths, bottom configuration, for the survey to be considered full bottom coverage. However, LIDAR surveys in which significant anomalies survey scale, general nature of the area and the purpose have been further investigated using multibeam sonar are considered adequate for the full bottom coverage of the survey. For example, a 1:10,000-scale survey designation. Stand-alone LIDAR surveys are depicted on the source diagram as partial bottom coverage areas. conducted in an estuary will typically have 100-meter (110) Although full bottom coverage surveys are not feasible in all areas, this method is typically preferred line spacing requirements but may be reduced to 50 over leadline, single beam echo sounder, and LIDAR technologies. Full bottom coverage surveys typically meters or less to adequately develop an irregular bottom, extend inshore to depths of 4-8 meters (13-26 feet). Due to scaling factors, a full bottom coverage survey area shoal or some other feature that may present a hazard to may appear to extend further inshore once depicted on the source diagram. Generally, sounding data in depths navigation. Also, hydrographic project instructions for of 6 meters (20 feet) and shoaler – 8 meters (26 feet) surveys may have required line spacing that deviates from these general specifications. (114) Chart symbols, abbreviations and terms (115) The standard symbols and abbreviations approved for use on nautical charts produced by the U.S. Government are described in U.S. Chart No. 1: Symbols, Abbreviations and Terms used on Paper and Electronic Navigational Charts. This reference, jointly maintained by the National Geospatial-Intelligence Agency (NGA) and NOAA, is available at http://nauticalcharts.noaa.gov/ mcd/chartno1.htm.

8    ¢    U.S. Coast Pilot 2, Chapter 1   (116) The publication Chart 1: Symbols, Abbreviations areas. Submarine cables and pipelines are not described and Terms published by the Canadian Hydrographic in the Coast Pilots. Service, is available online at: http://www.charts.gc.ca/ (126) In view of the serious consequences resulting publications/chart1-carte1/index-eng.asp. from damage to submarine cables and pipelines, vessel operators should take special care when anchoring, (117) Some symbols and abbreviations used on foreign fishing or engaging in underwater operations near areas charts, including reproductions of foreign charts made by where these cables or pipelines may exist or have been NGA, are different than those used on U.S. charts. It is reported to exist. Mariners are also warned that the areas recommended that mariners who use foreign charts also where cables and pipelines were originally buried may obtain the symbol sheet or Chart No. 1 produced by the have changed and they may be exposed; extreme caution appropriate foreign agency. should be used when operating vessels in depths of water comparable to the vessel’s draft. (118) Mariners are warned that the buoyage systems, (127) Certain cables carry high voltage, while many shapes and colors used by other countries often have a pipelines carry natural gas under high pressure or different significance than the U.S. system. petroleum products. Electrocution, fire or explosion with injury, loss of life or a serious pollution incident could (119) occur if they are broached. (128) Vessels fouling a submarine cable or pipeline should Blue tint in water areas attempt to clear without undue strain. Anchors or gear (120) A blue tint is shown in water areas on many charts to that cannot be cleared should be slipped, but no attempt should be made to cut a cable or a pipeline. accentuate shoals and other areas considered dangerous for navigation when using that particular chart. Since the (129) danger curve varies with the intended purpose of a chart a careful inspection should be made to determine the Artificial obstructions to navigation contour depth of the blue tint areas. (130) Disposal areas are designated by the U.S. Army (121) Corps of Engineers for depositing dredged material where there is sufficient depth not to cause shoaling Caution on bridge and cable clearances or create a danger to surface navigation. The areas are (122) For bascule bridges whose spans do not open to a charted without blue tint, and soundings and depth curves are retained. full vertical position, unlimited overhead clearance is not (131) Disposal sites are areas established by Federal available for the entire charted horizontal clearance when regulation (40 CFR 220 through 229) in which dumping the bridge is open, due to the inclination of the drawspans of dredged and fill material and other nonbuoyant objects over the channel. is allowed with the issuance of a permit. Dumping of (123) Charted in black text, vertical clearances of overhead dredged and fill material is supervised by the U.S. cables are for the lowest wires at mean high water as Army Corps of Engineers and all other dumping by authorized and permitted by the U.S. Army Corps of the Environmental Protection Agency (EPA). (See U.S. Engineers (USACE). Reported clearances received from Army Corps of Engineers and Environmental Protection sources other than the USACE are labeled as such. When Agency, this chapter, and Appendix A for office provided, safe vertical clearances are shown in magenta addresses.) text and indicate the highest points of a ship that can pass (132) Dumping grounds are also areas that were under an overhead power cable without risk of electrical established by Federal regulation (33 CFR 205). discharge from the cable to the ship or without making However, these regulations have been revoked and the contact with a bridge. Vessels with masts, stacks, booms use of the areas discontinued. These areas will continue or antennas should allow sufficient clearance under to be shown on nautical charts until such time as they are power cables to avoid arcing. no longer considered to be a danger to navigation. (124) Submarine cables andsubmerged pipelines cross (133) Disposal Sites and Dumping Grounds are rarely many waterways used by both large and small vessels, but mentioned in the Coast Pilot, but are shown on nautical all of them may not be charted. For inshore areas, they charts. Mariners are advised to exercise caution in the usually are buried beneath the seabed, but for offshore vicinity of all dumping areas. areas they may lie on the ocean floor. Warning signs are (134) Spoil areas are for the purpose of depositing dredged often posted to warn mariners of their existence. material, usually near and parallel to dredged channels. (125) The installation of submarine cables or pipelines in Spoil areas are usually charted from survey drawings U.S. waters or the Continental Shelf of the United States from U.S. Army Corps of Engineers after-dredging is under the jurisdiction of one or more Federal agencies, surveys, though they may originate from private or other depending on the nature of the installation. They are Government agency surveys. On nautical charts, spoil shown on the charts when the necessary information is areas are tinted blue, labeled and have all soundings and reported to NOAA and they have been recommended for depth curves omitted from within their boundaries. Spoil charting by the responsible agency. The chart symbols for submarine cable and pipeline areas are usually shown for inshore areas, whereas chart symbols for submarine cable and pipeline routes may be shown for offshore

 U.S. Coast Pilot 2, Chapter 1    ¢    9 areas present a hazard to navigation and even the smallest (141) craft should avoid crossing them. (135) Fish havens are artificial shelters constructed of Echo soundings various materials including rocks, rubble, derelict barges/ (142) The echo sounder on a ship may indicate small oil rigs and specially designed precast structures. This material is placed on the sea floor to simulate natural variations from charted soundings; this may be due to reefs and attract fish. Fish havens are often located near the fact that various corrections (instrument corrections, fishing ports or major coastal inlets and are usually settlement and squat, draft and velocity corrections) considered hazards to shipping. Before such a reef are made to echo soundings in surveying which are not may be built, the U.S Army Corps of Engineers must normally made in ordinary navigation, or to observational issue a permit specifying the location and depth over errors in reading the echo sounder. Instrument errors vary the reef. Constructed of rigid material and projecting between different equipment and must be determined by above the bottom, they can impede surface navigation calibration aboard ship. Most types of echo sounders and therefore represent an important feature for charting. are factory calibrated for a velocity of sound in water Fish havens may be periodically altered by the addition of 800 fathoms per second, but the actual velocity may of new material, thereby possibly increasing the hazard. differ from the calibrated velocity by as much as 5 They are outlined and labeled on charts and show the percent, depending upon the temperature and salinity of minimum authorized depth when known. Fish havens are the waters in which the vessel is operating; the highest tinted blue if they have a minimum authorized depth of velocities are found in warm, highly saline water and the 11 fathoms or less. If the minimum authorized depth is lowest in icy freshwater. Velocity corrections for these unknown and they are in depths greater than 11 fathoms, variations are determined and applied to echo soundings they are considered a danger to navigation. Navigators during hydrographic surveys. All echo soundings must should be cautious about passing over fish havens or be corrected for the vessel’s draft, unless the draft anchoring in their vicinity. observation has been set on the echo sounder. (136) Fishtrap areas are areas established by the U.S. (143) Observational errors include misinterpreting false Army Corps of Engineers, or State or local authority, in echoes from schools of fish, seaweed, etc., but the most which traps may be built and maintained according to serious error that commonly occurs is where the depth established regulations. The fish stakes that may exist is greater than the scale range of the instrument; a 400– in these areas are obstructions to navigation and may be fathom scale indicates 15 fathoms when the depth is 415 dangerous. The limits of fishtrap areas and a cautionary fathoms. Caution in navigation should be exercised when note are usually charted. Navigators should avoid these wide variations from charted depths are observed. areas. (144) NOTICES TO MARINERS (137) (145) Notices to Mariners are published to advise operators of marine information affecting the safety Local magnetic disturbances of navigation. The notices include changes in aids to (138) If measured values of magnetic variation differ navigation, depths in channels, bridge and overhead cable clearances, reported dangers and other useful from the expected (charted) values by several degrees, marine information. They should be used routinely for a magnetic disturbance note will be printed on the chart. updating the latest editions of nautical charts and related The note will indicate the location and magnitude of publications. the disturbance, but the indicated magnitude should not be considered as the largest possible value that may be (146) Local Notices to Mariners are issued by each encountered. Large disturbances are more frequently Coast Guard District Commander for the waters under detected in the shallow waters near land masses than on their jurisdiction. (See Appendix A for Coast Guard the deep sea. Generally, the effect of a local magnetic district(s) covered by this volume.) These notices are disturbance diminishes rapidly with distance, but in some usually published weekly and are available at http:// locations there are multiple sources of disturbances and www.navcen.uscg.gov/. the effects may be distributed for many miles. (147) U.S. Notice to Mariners, published weekly by the (139) National Geospatial-Intelligence Agency, are prepared jointly with NOAA and the Coast Guard. These notices Compass roses on charts contain selected items from the Local Notices to Mariners (140) Each compass rose shows the date, magnetic and other reported marine information required by oceangoing vessels operating in both foreign and variation and the annual change in variation. Prior to domestic waters. Special items covering a variety of the new edition of a nautical chart, the compass roses subjects and generally not discussed in the Coast Pilot are reviewed. Corrections for annual change and other or shown on nautical charts are published annually in revisions may be made as a result of newer and more Notice to Mariners No. 1. These items are important to accurate information. On some general and sailing charts, the mariner and should be read for future reference. These the magnetic variation is shown by isogonic lines in addition to the compass roses.

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

 U.S. Coast Pilot 2, Chapter 1    ¢    11 (164) A light may be extinguished and the fact not reported obstruction lights. Lights shown from landmarks are to the Coast Guard for correction, or a light may be located charted only when they have distinctive characteristics in an isolated area where it will take time to correct. to enable the mariner to positively identify the location of the charted structure. (165) In regions where ice conditions prevail the lantern panes of unattended lights may become covered with ice (177) or snow, which will greatly reduce the visibility and may also cause colored lights to appear white. Articulated lights (178) An articulated light is a vertical pipe structure (166) Brilliant shore lights used for advertising and other purposes, particularly those in densely populated areas, supported by a submerged buoyancy chamber and make it difficult to identify a navigational light. attached by a universal coupling to a weighted sinker on the seafloor. The light, allowed to move about by (167) At short distances flashing lights may show a faint the universal coupling, is not as precise as a fixed aid. continuous light between flashes. However, it has a much smaller watch circle than a conventional buoy, because the buoyancy chamber tends (168) The distance of an observer from a light cannot be to force the pipe back to a vertical position when it heels estimated by its apparent intensity. The characteristics of over under the effects of wind, wave or current. lights in an area should always be checked in order that (179) Articulated lights are primarily designed to mark powerful lights visible in the distance not be mistaken narrow channels with greater precision than conventional for nearby lights showing similar characteristics at low buoys. intensity such as those on lighted buoys. (180) (169) The apparent characteristic of a complex light may change with the distance of the observer, due to color Daybeacons and intensity variations among the different lights of the (181) Daybeacons are unlighted aids affixed to stationary group. The characteristic as charted and shown in the Light List may not be recognized until nearer the light. structures. They are marked with dayboards for daytime identification.The dayboards aid navigation by presenting (170) Motion of a vessel in a heavy sea may cause a light one of several standard shapes and colors which have to alternately appear and disappear, and thus give a false navigational significance. Dayboards are sometimes characteristic. referred to as daymarks. (182) Daybeacons are found on-shore and in shallow (171) Where lights have different colored sectors, be water. They are frequently used to mark channel edges. guided by the correct bearing of the light; do not rely on being able to accurately observe the point at which the (183) color changes. On either side of the line of demarcation of colored sectors there is always a small arc of uncertain Articulated daybeacons color. (184) Articulated daybeacons are similar to articulated (172) On some bearings from the light, the range of lights, described above, except they are unlighted. visibility of the light may be reduced by obstructions. In such cases, the obstructed arc might differ with height of (185) eye and distance. When a light is cut off by adjoining land and the arc of visibility is given, the bearing on which the Buoys light disappears may vary with the distance of the vessel (186) The aids to navigation depicted on charts comprise a from which observed and with the height of eye. When the light is cut off by a sloping hill or point of land, the system consisting of fixed and floating aids with varying light may be seen over a wider arc by a ship far off than degrees of reliability. Therefore, prudent mariners will not by one closer. rely solely on any single aid to navigation, particularly a floating aid. (173) Arcs of circles drawn on charts around a light are not (187) The approximate position of a buoy is represented intended to give information as to the distance at which by the dot or circle associated with the buoy symbol. it can be seen, but solely to indicate, in the case of lights The approximate position is used because of practical which do not show equally in all directions, the bearings limitations in positioning and maintaining buoys and between which the variation of visibility or obscuration their sinkers in precise geographical locations. These of the light occurs. limitations include, but are not limited to, inherent imprecisions in position fixing methods, prevailing (174) Lights of equal candlepower but of different colors atmospheric and sea conditions, the slope of and the may be seen at different distances. This fact should be material making up the seabed, the fact that buoys are considered not only in predicting the distance at which a moored to sinkers by varying lengths of chain and the light can be seen, but also in identifying it. fact that buoy body and/or sinker positions are not under continuous surveillance, but are normally checked only (175) Lights should not be passed close aboard, because in during periodic maintenance visits which often occur many cases riprap mounds are maintained to protect the more than a year apart. The position of the buoy body structure against ice damage and scouring action. can be expected to shift inside and outside of the charting symbol due to the forces of nature. The mariner is also (176) Many prominent towers, tanks, smokestacks, cautioned that buoys are liable to be carried away, shifted, buildings and other similar structures, charted as capsized, sunk, etc. Lighted buoys may be extinguished landmarks, display flashing and/or fixed red aircraft

12    ¢    U.S. Coast Pilot 2, Chapter 1   or sound signals may not function as a result of ice, (195) running ice or other natural causes, collisions or other accidents. Bridge lights and clearance gages (188) For the foregoing reasons, a prudent mariner must (196) The Coast Guard regulates marine obstruction lights not rely completely upon the charted position or operation of floating aids to navigation but will also utilize bearings and clearance gages on bridges across navigable waters. from fixed objects and aids to navigation on shore. Where installed, clearance gages are generally vertical Further, a vessel attempting to pass close aboard always numerical scales, reading from top to bottom, and show risks collision with a yawing buoy or with the obstruction the actual vertical clearance between the existing water the buoy marks. level and the lowest point of the bridge over the channel; (189) Buoys may not always properly mark shoals or other the gages are normally on the right-hand pier or abutment obstructions due to shifting of the shoals or of the buoys. of the bridge, on both the upstream and downstream Buoys marking wrecks or other obstructions are usually sides. placed on the seaward or channelward side and not directly (197) Bridge lights are fixed red or green and are privately over a wreck. Since buoys may be located some distance maintained; they are generally not charted or described from a wreck they are intended to mark, and since sunken in the text of the Coast Pilot. All bridge piers (and their wrecks are not always static, extreme caution should be protective fenders) and abutments that are in or adjacent exercised when operating in the vicinity of such buoys. to a navigation channel are marked on all channel sides by red lights. On each channel span of a fixed bridge, (190) there is a range of two green lights marking the center of the channel and a red light marking both edges of the Automatic Identification System (AIS) Aids to Navi- channel, except that when the margins of the channel are gation confined by bridge piers, the red lights on the span are (191) AISisanautomaticcommunicationandidentification omitted, since the pier lights then mark the channel edges. system intended to improve the safety of navigation For multiplespan fixed bridges, the main-channel span by assisting the efficient operation of a Vessel Traffic may also be marked by three white lights in a vertical Services (VTS), ship reporting, ship-to-ship and ship-to- line above the green range lights. shore operations. AIS is increasingly being used as an aid (198) On all types of drawbridges, one or more red lights to navigation. An AIS-equipped aid to navigation may are shown from the drawspan (higher than the pier lights) provide a positive identification of the aid. It may also when the span is closed; when the span is open, the higher have the capability to transmit an accurate position and red lights are obscured and one or two green lights are provide additional information such as actual tide height shown from the drawspan, higher than the pier lights. The and/or weather information. number and location of the red and green lights depend (192) The AIS message may represent an aid to navigation upon the type of drawbridge. that physically exists (physical AIS Aid to Navigation) (199) Bridges and their lighting, construction and or the message, transmitted from a remote location, may maintenance are set forth in 33 CFR 114, 115, 116, and represent an aid to navigation that does not physically 118 (not carried in this Coast Pilot). Aircraft obstruction exist (virtual AIS Aid to Navigation). A virtual aid to lights prescribed by the Federal Aviation Administration navigation is a digital information object promulgated may operate at certain bridges. by an authorized service provider that can be presented on navigational systems. (200) (193) Physical AIS aids to navigation are charted with the symbol for the physical aid (such as a buoy or light) with Sound signals a magenta circle surrounding the symbol and labeled AIS. (201) Caution should be exercised in the use of sound Virtual aids to navigation are charted with a small central dot with a topmark symbol indicating the purpose of the signals for navigation purposes. They should be aid, surrounded by a magenta circle and labeled V-AIS. considered solely as warning devices. Temporary AIS aids to navigation and stations remotely (202) Sound travels through the air in a variable manner, transmitting an AIS signal are not charted. See U.S. Chart even without the effects of wind, and, therefore the No. 1, Section S, for additional information and hearing of sound signals cannot be implicitly relied upon. examples. (203) Experience indicates that distances must not be judged only by the intensity of the sound; that occasionally (194) there may be areas close to a sound signal in which it is not heard; and that fog may exist not far from a station, yet Examples of Charted AIS Aids to Navigation not be seen from it, so the signal may not be operating. It is not always possible to start a sound signal immediately G AIS V-AIS when fog is observed. C ″1″ (204) V-AIS Caution, channel markers Physical AIS Virtual AIS Aid to Navigation (205) Lights, daybeacons, and buoys along dredged Aid to Navigation channels do not always mark the bottom edges. Due to local conditions, aids may be located inside or outside

 U.S. Coast Pilot 2, Chapter 1    ¢    13 the channel limits shown by dashed lines on a chart. The (214) Light List tabulates the offset distances for these aids in many instances. LORAN-C (206) Aids may be moved, discontinued or replaced by (215) LORAN, an acronym for LOng RAnge Navigation, other types to facilitate dredging operations. Mariners should exercise caution when navigating areas where was an electronic aid to navigation consisting of dredges with auxiliary equipment are working. shore-based radio transmitters. In accordance with the (207) Temporary changes in aids are not included on the Department of Homeland Security Appropriations Act, charts. the U.S. Coast Guard terminated the transmission of all LORAN-C signals as of August 2010, rendering them (208) unusable and permanently discontinued. For more details, view http://www.navcen.uscg.gov/. The Coast Guard Light Lists strongly urges mariners accustomed to using LORAN-C (209) Light Lists, published by the Coast Guard, describe for navigation to shift to a GPS navigation system and become familiar with its operation. NOAA is removing aids to navigation, consisting of lights, sound signals, LORAN-C lines of position from all of its charts as new buoys, daybeacons, and electronic aids, in United States editions are published. (including Puerto Rico and U.S. Virgin Islands) and contiguous Canadian waters. Light Lists are for sale by (216) the Government Printing Office (see Appendix A for address) and by sales agents in the principal seaports. SEARCH AND RESCUE Light Lists are also available at http://www.navcen.uscg. gov/. Mariners should refer to these publications for (217) detailed information regarding the characteristics and visibility of lights and the descriptions of light structures, Coast Guard Search and Rescue buoys, sound signals and electronic aids. (218) The Coast Guard conducts and/or coordinates search (210) and rescue operations for surface vessels or aircraft that are in distress or overdue. Search and rescue vessels and ELECTRONIC POSITIONING SYSTEMS aircraft have special markings, including a wide slash of red-orange and a small slash of blue on the forward (211) Global Positioning System (GPS) permits land, sea, portion of the hull or fuselage. Other parts of aircraft, and airborne users to determine their three-dimensional normally painted white, may have other areas painted position, velocity and time 24 hours a day, in all weather, red to facilitate observation. The cooperation of vessel anywhere in the world. The basic system is defined as a operators with Coast Guard helicopters, fixed-wing constellation of satellites, the navigation payloads which aircraft, and vessels may mean the difference between life produce the GPS signals, ground stations, data links and death for some seaman or aviator; such cooperation and associated command and control facilities, that are is greatly facilitated by the prior knowledge on the part of operated and maintained by the Department of Defense. vessel operators of the operational requirements of Coast Please report GPS problems or anomalies at http://www. Guard equipment and personnel, of the international navcen.uscg.gov/ or contact the USCG Navigation distress signals and procedures and of good seamanship. Information Service at 703–313–5900. (219) (212) <Deleted Paragraph> (212) The U.S. Coast Guard Navigation Center (NAVCEN) Search and Rescue Great Lakes (220) The United States Coast Guard has established operates the Coast Guard Maritime Differential GPS (DGPS) Service. The Service broadcasts correction a toll-free search and rescue telephone number for the signals on marine radiobeacon frequencies to improve Great Lakes. The number is intended for use when the the accuracy of and integrity to GPS-derived positions. telephone number of the nearest Coast Guard station Typically, the positional error of a DGPS position is 1 to 3 is unknown or when that station cannot be contacted. meters, greatly enhancing harbor entrance and approach The toll-free number should not be used without first navigation. The Service provides service for coastal attempting to contact the nearest Coast Guard station. coverage of the continental U.S., the Great Lakes, Puerto In all Great Lakes States the telephone number is 800- Rico, portions of Alaska and Hawaii and a greater part of 321-4400. This number is to be used for public reports of the Mississippi River Basin. distress incidents, suspicious sightings, pollution or other (213) Wide Area Augmentation System (WAAS) maritime concerns. employs ground-based master and reference stations to measure variations in GPS satellite signals. These (221) measurements are sent to WAAS satellites that broadcast the correction messages back to Earth for improved Radiotelephone Distress Message position accuracy on WAAS-enabled GPS receivers. (222) Distress calls indicate a vessel or aircraft is threatened by grave and imminent danger and requests immediate assistance. They have absolute priority over all other transmissions. All stations which hear a distress call must immediately cease any transmission capable of interfering with the distress traffic and continue to listen

14    ¢    U.S. Coast Pilot 2, Chapter 1   on the frequency used for the emission of the distress and positions to AMVER in accordance with instructions call. This call should not be addressed to a particular set forth in the AMVER Ship Reporting System Manual. station, and acknowledgment of receipt should not be For more information contact AMVER Maritime given before the distress message which follows it is sent. Relations U.S. Coast Guard, 1 South Street Battery Park (223) Distress calls are made on VHF-FM channel 16 Building, New York, NY 10004; Phone: 212–668–7764, (MAYDAY). For less serious situations than warrant Fax: 212-668-7684, Telex: 127594-AMVER NYK, or go the distress procedure, the radiotelephone urgency to http://www.amver.com/. signal consisting of three repetitions of the word PAN- (229) <Deleted Paragraph> PAN (pronounced PAWN-PAWN), or the safety signal SECURITE (pronounced SECURITAY) spoken three (229) times, are used as appropriate. For complete information on emergency radio procedures, see 47 CFR 80 or Radio COSPAS-SARSAT Navigational Aids, Pub. 117. (230) <Deleted Paragraph> (230) COSPAS: Space System for Search of Distress (224) Vessels - SARSAT: Search and Rescue Satellite-Aided Global Maritime Distress and Safety System Tracking. COSPAS-SARSAT is an international satellite (GMDSS) system designed to provide distress alert and location data (225) This international system, developed by the to assist search and rescue operations using satellites and International Maritime Organization (IMO), is based on a ground facilities to detect and locate the signals of distress combination of satellite and terrestrial radio services and beacons operating on 406 MHz. For more information on has changed international distress communications from the Cospas-Sarsat System go to http://cospas-sarsat.org. being primarily ship-to-ship based to primarily ship-to- shore (Rescue Coordination Center) based. Prior to the (231) GMDSS, the number and types of radio safety equipment required to be carried by vessels depended upon the Digital Selective Calling (DSC) tonnage. Under GMDSS, the number and type of radio (232) The U.S. Coast Guard offers VHF and MF/HF safety equipment vessels are required to carry depend on the areas in which they travel; GMDSS sea areas are radiotelephone service to mariners as part of the Global defined by governments. All GMDSS-regulated ships Maritime Distress and Safety System. This service, must carry a satellite Emergency Position Indicating called digital selective calling (DSC), allows mariners to Radio Beacon (EPIRB), a NAVTEX receiver (if they instantly send an automatically formatted distress alert travel in any areas served by NAVTEX), an Inmarsat-C to the Coast Guard or other rescue authority anywhere in SafetyNET receiver (if they travel in any areas not served the world. Digital selective calling also allows mariners by NAVTEX), a DSC-equipped VHF radiotelephone, to initiate or receive distress, urgency, safety and routine two or more VHF handhelds and a search and rescue radiotelephone calls to or from any similarly equipped radar transponder (SART). vessel or shore station, without requiring either party to be near a radio loudspeaker. Each ship or shore station (226) equipped with a DSC terminal has a unique Maritime Mobile Station Identity (MMSI). This is a nine-digit Automated Mutual Assistance Vessel Rescue Sys- number that specifically identifies a ship, coast station, tem (AMVER) or group of stations. The DSC system alerts an operator (227) AMVER is a worldwide voluntary ship reporting when a distress call is received. It will provide the system operated by the United States Coast Guard to operator with a pre-formatted message that can include promote safety of life and property at sea. AMVER’s the distressed vessel’s nine-digit MMSI, location, nature mission is to quickly provide search and rescue (SAR) of distress, desired mode of communication and preferred authorities, on demand, accurate information on the working frequency. positions and characteristics of vessels near a reported distress. Any merchant vessel anywhere on the globe, on (233) a voyage of greater than 24 hours duration, is welcome in the AMVER system and family. International Emergency Position Indicating Radiobeacons participation is voluntary regardless of the vessel’s flag (EPIRB) of registry, the nationality of the owner or company or (234) EPIRBs emit a radio signal that can be used to locate ports of call. mariners in distress. SARSAT satellites can locate the (228) According to U.S. Maritime Administration position of a 406 MHz EPIRB which greatly increases a (MARAD) regulations, U.S. flag merchant vessels of mariner’s chances of survival. While orbiting the earth, 1,000 gross tons or more operating in foreign commerce the satellites continuously monitor EPIRB frequencies. and foreign flag vessels of 1,000 gross tons or more for When SARSAT receives an EPIRB signal, it determines which an Interim War Risk Insurance Binder has been the beacon's position that is ultimately relayed to the issued under the provisions of Title XII, Merchant Marine nearest Coast Guard Rescue Coordination Center where Act, 1936, must report and regularly update their voyages rescue units are dispatched to the scene. (235) Mariners should ensure that their EPIRB is in working condition and stowed properly at all times to avoid non-distress emissions. Mariners are required to register their 406 MHz EPIRBs for improved search and

 U.S. Coast Pilot 2, Chapter 1    ¢    15 (248) U.S. VHF Channels Channel Ship Frequency (MHz) Channel Usage 01A Transmit Receive Port Operations and Commercial, VTS (Available only in New Orleans/Lower Mississippi area) 05A Port Operations or VTS in the Houston, New Orleans and Seattle areas 06 156.050 156.050 Intership Safety 07A 156.250 156.250 Commercial 08 156.300 156.300 Commercial (Intership only) 09 156.350 156.350 Boater Calling; Commercial and Non-commercial 10 156.400 156.400 Commercial 11 156.450 156.450 Commercial; VTS in selected areas 12 156.500 156.500 Port Operations; VTS in selected areas 156.550 156.550 Intership Navigation Safety (bridge-to-bridge) Ships greater than 20m maintain a listening watch on this channel in US 13 156.600 156.600 waters. Port Operations; VTS in selected areas 14 156.650 156.650 Environmental (Receive only) Used by Class C EPIRBs 15 International Distress, Safety and Calling. Ships required to carry radio, USCG, and most coast stations maintain a 156.700 156.700 listening watch on this channel. 16 – 156.750 State and local government maritime control Commercial 17 156.800 156.800 Commercial 18A Port Operations (duplex) 19A 156.850 156.850 Port Operations 20 156.900 156.900 U.S. Coast Guard only 20A 156.950 156.950 Coast Guard Liaison and Maritime Safety Information Broadcasts (Broadcasts announced on channel 16) 21A 157.000 161.600 U.S. Coast Guard only 22A 157.000 157.000 Public Correspondence (Marine Operator) 23A 157.050 157.050 Public Correspondence (Marine Operator) 24 157.100 157.100 Public Correspondence (Marine Operator) 25 157.150 157.150 Public Correspondence (Marine Operator) 26 157.200 161.800 Public Correspondence (Marine Operator) 27 157.250 161.850 Port Operations and Commercial, VTS (Available only in New Orleans/Lower Mississippi area) 28 157.300 161.900 Port Operations 63A 157.350 161.950 Port Operations 65A 157.400 162.000 Commercial. Used for bridge-to-bridge communications in lower Mississippi River (Intership only.) 66A 156.175 156.175 Non-Commercial 67 156.275 156.275 Non-Commercial 68 156.325 156.325 Digital Selective Calling (voice communications not allowed) 69 156.375 156.375 Non-Commercial 70 156.425 156.425 Non-Commercial (Intership only) 71 156.475 156.475 Port Operations 72 156.525 156.525 Port Operations 73 156.575 156.575 Port Operations (Intership only) 74 156.625 156.625 Non-Commercial 77 156.675 156.675 Commercial (Non-commercial in Great Lakes only) 78A 156.725 156.725 Commercial (Non-commercial in Great Lakes only) 79A 156.875 156.875 U.S. Government only (environmental protection operations) 80A 156.925 156.925 U.S. Government only 81A 156.975 156.975 U.S. Coast Guard only 82A 157.025 157.025 Public Correspondence (Marine Operator) 83A 157.075 157.075 Public Correspondence (Marine Operator) 84 157.125 157.125 Public Correspondence (Marine Operator) 85 157.175 157.175 Public Correspondence (Marine Operator) 86 157.225 161.825 Commercial (Intership only) 87 157.275 161.875 Automatic Identification System (AIS) 88A 157.325 161.925 Automatic Identification System (AIS) AIS 1 157.375 157.375 AIS 2 157.425 157.425 161.975 161.975 162.025 162.025 Boaters should normally use channels listed as Non-Commercial. Channel 16 is used for calling other stations or for distress alerting. Channel 13 should be used to contact a ship when there is danger of collision. All ships of length 20m or greater are required to guard VHF-FM channel 13, in addition to VHF-FM channel 16, when operating within U.S. territorial waters. Note that the letter “A” indicates simplex use of the ship station transmit side of an international duplex channel, and that operations are different than international operations on that channel. Some VHF transceivers are equipped with an International - U.S. switch for that purpose. “A” channels are generally only used in the United States, and use is normally not recognized or allowed outside the U.S. The letter “B” indicates simplex use of the coast station transmit side of an international duplex channel. The U.S. does not currently use “B” channels for simplex communications in this band.

16    ¢    U.S. Coast Pilot 2, Chapter 1   rescue response and keep the registration current at all see Radio Navigational Aids, Pub. 117 and the National times. Registration can be accomplished online at https:// Weather Service (NWS) publication Worldwide Marine beaconregistration.noaa.gov/rgdb/. Radiofacsimile Broadcast Schedules. (236) (245) Radio navigational warning broadcasts are designed to provide the mariner with up-to-date marine EPIRB Types information vital to safe navigation. There are three types of broadcasts: coastal and local, long range and Type Frequency Description worldwide. Cat I 406 MHz (246) Coastal and local warnings are generally restricted Float-free, automatically activated EPIRB. to ports, harbors and coastal waters and involve items of Cat II 406 MHz Detectable by satellite anywhere in the world. local interest. Usually, local or short-range warnings are Recognized by the Global Maritime and Distress broadcast from a single coastal station, frequently by voice Safety System (GMDSS). and also radiotelegraph, to assist small craft operators in the area. The information is often quite detailed. Foreign Similar to Category I, except is manually acti- area broadcasts are frequently in English as well as the vated. Some models are also water activated. native language. In the United States, short-range radio navigational warnings are broadcast by the U.S. Coast (237) Guard Districts via NAVTEX and subordinate coastal radio stations. Medical Advice (247) Long range warnings are intended primarily to assist (238) Ships at sea with no medical personnel embarked mariners on the high seas by promulgating navigational safety information concerning port and harbor approaches, and experiencing a medical emergency onboard can coastlines and major ocean areas. Long-range radio receive medical advice via radiotelex, radiotelephony navigational warnings are usually broadcast by means of or Inmarsat. Messages are generally addressed radiotelegraphy and in many instances by radio- RADIOMEDICAL followed by the name of the coast teletypewriter. A NAVAREA system of navigational station to which the message is sent. The priority of the warning areas has been developed providing worldwide message should depend on the severity of the ailment. coverage using standard format and procedures. The U.S. In extreme emergency, the urgency signal (PAN-PAN) participates as Area Coordinator for both NAVAREA IV should precede the address. Messages are sent using (Western North Atlantic) and NAVAREA XII (Eastern distress and safety frequencies. North Pacific). (249) TheUnitedStatesalsomaintainsworldwidecoverage (239) using the HYDROLANT/HYDROPAC Navigational Warning System outside of NAVAREAs IV and XII. Vessel Identification (240) Coast Guard search and rescue aircraft and surface (250) craft use radar to assist in locating disabled vessels. NAVTEX Wooden and fiberglass vessels are often poor radar (251) NAVTEX is a standard international method of targets. Operators of disabled craft that are the object of a search are requested to hoist, as high above the waterline broadcasting notices to mariners and marine weather as possible, a radar-reflecting device. If no special radar- forecasts using small, low cost receivers designed to be reflecting device is aboard, an improvised device can be installed in the pilothouse of a vessel. NAVTEX receivers used. This should consist of metallic objects of irregular screen incoming messages, inhibiting those which had shape. The more irregular the shape, the better will be the been previously received or are of a category not of interest radar-reflective quality. For quick identification at night, to the user, and print the rest on adding machine-size shine spotlights straight up. If aircraft are involved, once paper. NAVTEX not only provides marine information you are identified, turn lights away so as not to blind previously available only to those knowledgeable in aircraft crew. Morse code but also allows any mariner who cannot man a radio full time to receive safety information at any (241) hour. All NAVTEX transmissions are made on 518 kHz. Mariners who do not have NAVTEX receivers but have Float Plan Simplex Teletype Over Radio (SITOR) radio equipment (242) Small craft operators should prepare a float plan can also receive these broadcasts by operating it in the Forward Error Correction (FEC) mode and tuning to 518 before starting a trip and leave it ashore with a yacht club, kHz. marina, friend or relative. It is advisable to regularly use (252) Information broadcast over NAVTEX includes a checking-in procedure by radio or telephone for each offshore weather forecasts, offshore marine advisory point specified in the float plan. A float plan is vital for warnings, search and rescue information and navigational determining if a boat is overdue and will assist in locating information that applies to waters from the line of a missing vessel in the event search and rescue operations become necessary. (243) NAVIGATIONAL WARNINGS, INFORMATION AND WEATHER (244) Marine radio warnings and weather are disseminated bymanysourcesandthroughseveraltypesoftransmissions. For complete information on radio warnings and weather,

 U.S. Coast Pilot 2, Chapter 1    ¢    17 (254) demarcation (separating Inland Rules from COLREG who do not have VHF radios tunable to U.S. Channel 22A Rule waters) to 200 miles offshore. Navigational are urged to obtain the necessary equipment. information that affects the safety of navigation of deep draft (15 feet or more) vessels within the U.S. Inland (257) Rules waters will also be included. Gulf Stream location is also included from Miami and Portsmouth. Coastal NOAA Weather Radio Broadcasts and high seas weather forecasts are not being broadcast (258) NOAA Weather Radio provides continuous over NAVTEX. The Safety of Life at Sea Convention, as amended in 1988, requires vessels regulated by that broadcasts of the latest weather information directly convention to carry NAVTEX receivers. from (NWS) offices. In addition to general weather (253) See Appendix A, U.S. NAVTEX Transmitting information, marine weather is provided by stations along Stations, for a list of NAVTEX broadcast stations and the sea coasts and the Great Lakes. During severe weather, message content covered by this Coast Pilot. NWS forecasters can interrupt the regular broadcasts and substitute special warning messages. The stations operate (255) 24 hours daily, and messages are repeated every 4 to 6 minutes and are routinely revised every 1 to 3 hours or Broadcast Notice to Mariners more frequently if necessary. The broadcasts are made (256) The U.S. Coast Guard broadcasts marine safety on seven VHF-FM frequencies, 162.40 to 162.55 MHz. The 162.475 MHz frequency is only used in special cases information on VHF-FM Channel 22A (157.1 MHz). where needed to avoid channel interference. They can These safety broadcasts contain information such as usually be heard as far as 40 miles from the antenna site, notices to mariners, storm warnings, distress warnings sometimes more. The effective range depends on many and other pertinent information that is vital for safe factors, including the height of the broadcast antenna, navigation. Following a preliminary call on VHF-FM terrain, quality of the receiver and the type of receiving Channel 16 (156.8 MHz), mariners are instructed to antenna. As a general rule, listeners close to or perhaps shift to VHF-FM Channel 22A simplex (157.1 MHz). beyond the 40 mile range should have a good quality Operators of vessels who plan to transit U.S. waters and receiver system to get reliable reception. (See Appendix

18    ¢    U.S. Coast Pilot 2, Chapter 1   A for a list of these stations in the area covered by this to the people who need them. The signals are broadcast Coast Pilot.) via several mediums, including high and low frequency radio, the Internet and telephone lines. Broadcasts of time (259) and frequency signals are made by stations operating in the part of the radio spectrum that is properly known as Commercial Maritime Coast Stations and Weather high frequency (HF) but is commonly called shortwave. Nets Station WWV is located just north of Fort Collins, (260) Commercial maritime coast stations, which provide Colorado, and station WWVH is located on the island of communications services, broadcast weather information Kaua‘i, Hawaii. Both stations broadcast continuous time to ships at sea as a public service, or make forecast and frequency signals on 2.5, 5, 10 and 15 MHz; WWV information available on demand, either free or for a also broadcasts on 20 MHz. nominal fee. These transmissions are most commonly (269) NIST Time and Frequency Services, Special performed using HF SITOR and Pactor/E-Mail; however, Publication 432 gives a detailed description of the signals several of these stations also offer services via Inmarsat and services offered by NIST, how they work and how you satellite and other means. can use them. The publication is available for download (261) There are also a number of maritime weather nets at http://www.nist.gov/pml/div688/generalpubs.cfm. operating on commercial marine VHF, MF and HF, where weather information is exchanged. These nets are (270) extremely popular in areas of the world that have a large yachting population and where weather is dynamic, such CAUTIONARY INFORMATION as in the Caribbean, and typically incorporate volunteers ashore. (271) (262) Information on commercial maritime coast stations, including schedules and frequencies, is available in the Hurricanes and Tropical Storms Radio Navigational Aids, Pub. 117. (See Appendix A, (272) Hurricanes, tropical storms and other major storms Radio Weather Broadcasts, for additional information.) may cause considerable damage to marine structures, aids (263) to navigation and moored vessels, resulting in submerged debris in unknown locations. Fixed aids to navigation Standard Abbreviations for Broadcasts may have been damaged or destroyed. Buoys may have (264) A listing of Standard Abbreviations for Textual been moved from charted positions, damaged, sunk, extinguished or otherwise made inoperative. Mariners Maritime Safety Broadcasts is contained in Appendix should not rely upon the position or operation of an aid B. These abbreviations were jointly approved by the to navigation. Charted soundings, channel depths and U.S. Coast Guard, National Weather Service, National shoreline may not reflect actual conditions following Geospatial-Intelligence Agency and the Radio Technical these storms. Wrecks and submerged obstructions may Commission for Maritime Services. In addition to have been displaced from charted locations. Pipelines appearing in radio broadcasts of the U.S. Coast Guard may have become uncovered or moved. Mariners are and National Weather Service, they appear in Notices urged to exercise extreme caution and are requested to to Mariners of the U.S. Coast Guard and National report aids to navigation discrepancies and hazards to Geospatial-Intelligence Agency and in NAVTEX. navigation to the U.S. Coast Guard. (265) (273) Voluntary Observing Ship Program (VOS) Destructive Waves (266) The Voluntary Observing Ship program is organized (274) Unusual sudden changes in water level can be for the purpose of obtaining weather and oceanographic caused by tsunamis or violent storms. These two types observations from moving ships. An international of destructive waves have become commonly known as program under World Meteorological Organization tidal waves, a name which is technically incorrect as they auspices, the VOS has over 5000 vessels participating are not the result of tide-producing forces. from 23 countries. Any vessel willing to take and transmit (274) <Deleted Paragraph> observations in marine areas can join the program. (275) Tsunamis (seismic sea waves) are ocean waves Weather observations are essential to meteorologists generated by any rapid large-scale disturbance of the sea preparing weather forecasts for coastal, offshore and high water. Most tsunamis are generated by earthquakes, but seas areas. For more information on the VOS, including they may also be caused by volcanic eruptions, landslides, a comprehensive observing handbook, visit http://vos. undersea slumps or meteor impacts. noaa.gov/. (276) The waves radiate outward in all directions from the disturbance and can propagate across entire ocean (267) basins. Tsunami waves are distinguished from ordinary ocean waves by their great length between peaks, often National Institute of Standards and Technology exceeding 100 miles in the deep ocean, and by the long (NIST) interval of time between these peaks, ranging from five (268) The National Institute of Standards and Technology minutes to an hour. The speed at which tsunamis travel maintains the standards for time and frequency for most users in the United States. NIST provides a variety of services designed to deliver time and frequency signals

 U.S. Coast Pilot 2, Chapter 1    ¢    19 depends on the ocean depth. A tsunami can exceed 500 coastal flooding accompanied by powerful currents is knots in the deep ocean but slows to 20 or 30 knots in the possible and may continue for several hours after arrival shallow water near land. In less than 24 hours, a tsunami of the initial wave. Warnings also alert emergency can cross the entire Pacific Ocean. management officials to take action for the entire tsunami (277) In the deep ocean, a tsunami is barely noticeable and hazard zone. When a tsunami warning has been issued, will only cause a small and slow rising and falling of the use a NOAA Weather Radio or stay tuned to a Coast sea surface as it passes. Only as it approaches land does Guard emergency frequency station or a local radio or a tsunami become a hazard. As the tsunami approaches television station for updated emergency information. land and shallow water, the waves slow down and become compressed, causing them to grow in height. In the best (282) of cases, the tsunami comes onshore like a quickly rising tide and causes a gentle flooding of low-lying coastal Storm surge areas. In the worst of cases, a bore will form. (283) A considerable rise or fall in the level of the sea (277) <Deleted Paragraph> (278) A bore is a wall of turbulent water that can exceed along a particular coast may result from strong winds several yards in height and can rush onshore with great and sharp change in barometric pressure. In cases where destructive power. Behind the bore is a deep and fast- the water level is raised, higher waves can form with moving flood that can pick up and sweep away almost greater dept,h and the combination can be destructive to anything in its path. Minutes later, the water will drain low regions, particularly at high stages of tide. Extreme away as the trough of the tsunami wave arrives, sometimes low levels can result in depths which are considerably exposing great patches of the sea floor, then the water less than those shown on nautical charts. This type of will rush in again as before, causing additional damage. wave occurs especially in coastal regions bordering on This destructive cycle may repeat many times before the shallow waters which are subject to tropical storms. hazard finally passes. Sometimes the first noticeable part (284) Seiche is a stationary vertical wave oscillation with of the wave is the trough, which causes a recession of a period varying from a few minutes to an hour or more the water from shore, and people who have gone out to but somewhat less than the tidal periods. It is usually investigate this unusual exposure of the beach have been attributed to external forces such as strong winds, changes engulfed by the oncoming crest. Such an unexplained in barometric pressure, swells or tsunamis disturbing the withdrawal of the sea should be considered as nature’s equilibrium of the water surface. Seiche is found both warning of an approaching wave. in enclosed bodies of water and superimposed upon the (279) Tsunamis do not have a season and do not occur tides of the open ocean. When the external forces cause regularly or frequently. Yet they pose a major threat to the a short-period horizontal oscillation on the water, it is coastal populations of the Pacific and other world oceans called surge. and seas. Nothing can be done to prevent them, but their (285) The combined effect of seiche and surge sometimes adverse impact can be reduced with proper planning. The makes it difficult to maintain a ship in its position alongside loss of life and property can be lessened if shipmasters a pier even though the water may appear to be completely and others acquaint themselves with the behavior of these undisturbed, and heavy mooring lines have been parted waves so that intelligent action can be taken when they repeatedly under such conditions. Pilots advise taut lines become imminent. to reduce the effect of the surge. (279) <Deleted Paragraph> (280) NOAA oversees the U.S. Tsunami Program with (286) its mission to provide a 24-hour detection and warning system and increase public awareness about the threat of Immersion Hypothermia tsunamis. The NOAA National Weather Service operates (287) Immersion hypothermia is the loss of heat when a two tsunami warning centers The West Coast/Alaska Tsunami Warning Center in Palmer, Alaska (http:// body is immersed in water. With few exceptions, humans wcatwc.arh.noaa.gov/), and the Richard H. Hagemeyer die if their core temperature of approximately 99.7° F Pacific Tsunami Warning Center in ‘Ewa Beach, Hawaii drops below 78.6° F. Cardiac arrest is the most common (http://ptwc.weather.gov/ptwc/index.php). These centers direct cause of death. During prolonged immersion, the continuously monitor data from seismological and tidal main threat to life is cold or cold and drowning combined. stations, evaluate earthquakes that have the potential to (288) generate tsunamis and disseminate tsunami information and warning bulletins to government authorities and the SURVIVAL TIME VERSUS WATER TEMPERATURE public. (280) <Deleted Paragraph> Water Temperature Exhaustion or Expected Time of (281) Atsunami warning is issued when a potential tsunami (°F) Unconsciousness Survival with significant inundation is imminent or expected. Warnings alert the public that widespread, dangerous 32 15 minutes 15 to 45 minutes 32 to 41 15-30 minutes 30 to 90 minutes 41 to 50 30-60 minutes 1 to 3 hours 50 to 59 1-2 hours 1 to 6 hours 59 to 68 2-7 hours 2 to 40 hours 68 to 77 3-12 hours 3 hours to indefinite

20    ¢    U.S. Coast Pilot 2, Chapter 1   SURVIVAL TIME VERSUS WATER TEMPERATURE (294) Frostbite usually begins when the skin temperature falls within the range of 14° to 4° F. Ice crystals form in Water Temperature Exhaustion or Expected Time of the tissues and small blood vessels. The rate of heat loss (°F) Unconsciousness Survival determines the rate of freezing, which is accelerated by wind, wetness, extreme cold and poor blood circulation. 77 and above indefinite indefinite Parts of the body susceptible to freezing are those with surfaces large in relation to their volume, such as toes, (289) The length of time that a human survives in water fingers, ears, nose, chin and cheeks. depends on the water temperature and to a lesser extent on the person’s behavior and body type. The table shows (295) Injuries from the cold may, to a large extent, be approximate human survival time in the sea. Body type can prevented by maintaining natural warmth through the cause deviations, as small people become hypothermic use of proper footgear and adequate, dry clothing, by more rapidly than large people. The cooling rate can be avoiding cramped positions and constricting clothing and slowed by the person’s behavior and insulated gear. The by active exercise of the hands, legs and feet. Heat Escape Lessening Posture (HELP) was developed for those in the water alone and the huddle for small (296) groups. Both require a PFD (personal flotation device), or life preserver. HELP involves holding the arms close MARINE POLLUTION to the body, keeping the thighs together, and raising the knees to protect the groin area. In the huddle, people (297) face each other and keep their bodies as close together as possible. These positions improve survival time to The Federal Water Pollution Control Act (Clean approximately two times that of a swimmer and one and Water Act) a half times that of a person in the passive position. (298) The Federal Water Pollution Control Act (FWPCA) or Clean Water Act (CWA) was passed to restore and (290) <Deleted Paragraph> maintain the chemical, physical and biological integrity (290) Near-drowning victims in cold water (less than 70° of the waters within the United States.. F) are revivable for much longer periods than usual. Keys (299) to a successful revival are immediate cardiopulmonary resuscitation (CPR) and administration of pure oxygen. No-Discharge Zones Total re-warming is not necessary at first. The whole (300) Section 312 of the FWPCA gives the Environmental revival process may take hours and require medical help. (291) <Deleted Paragraph> Protection Agency (EPA) and States the authority to designate certain areas as No-Discharge Zones (NDZ) for (291) vessel sewage. Freshwater lakes, freshwater reservoirs or other freshwater impoundments whose entrances Wind Chill and Frostbite and exits prohibit traffic by regulated vessels (vessels (292) When the body is warmer than its surroundings, it with installed toilets) are, by regulation, NDZs. Rivers that do not support interstate navigation vessel traffic begins to lose heat. The rate of loss depends on barriers are also NDZs by regulation. Water bodies that can be such as clothing and insulation, the speed of air movement designated as NDZs by States and EPA include the Great and air temperature. Heat loss increases dramatically in Lakes and their connecting waterways, freshwater lakes moving air that is colder than skin temperature (91.4° and impoundments accessible through locks and other F). Even a light wind increases heat loss, and a strong flowing waters that support interstate navigation by wind can lower the body temperature if the rate of loss is vessels subject to regulation. greater than the body’s heat replacement rate. (301) Inside NDZ waters, discharge of any sewage, (293) <Deleted Paragraph> whether treated or untreated, is completely prohibited. (293) When skin temperature drops below 50° F, there is a (301) <Deleted Paragraph> marked constriction of blood vessels, leading to vascular (302) Discharge of sewage in waters not designated as stagnation, oxygen want and cellular damage. The first NDZs is regulated by the Marine Sanitation Device indication that something is wrong is a painful tingling. Standard (see 40 CFR 140 in Chapter 2.) Swelling of varying extent follows, provided freezing has (303) Additional information concerning the regulations not occurred. Excruciating pain may be felt if the skin may be obtained from http://water.epa.gov/. temperature is lowered rapidly, but freezing of localized portions of the skin may be painless when the rate of (304) change is slow. Possible effects of cold include cold allergy (welts), chilblains, which appear as reddened, Oil Spill Reporting warm, itching, swollen patches on the fingers and toes, and (305) Reporting requirements for any oil discharge, trench foot and immersion foot, which present essentially the same picture. Both result from exposure to cold and noxious liquid substance or harmful substance occurring lack of circulation. Wetness can add to the problem as in waters under U.S. jurisdiction are found in 33 CFR water and wind soften the tissues and accelerate heat loss. 153, Subpart B (not in this Coast Pilot.) Any person in charge of a vessel or an onshore/offshore facility must, as soon as they have knowledge of any discharge of oil or a hazardous substance, immediately notify the National

 U.S. Coast Pilot 2, Chapter 1    ¢    21 Response Center (NRC) at 800-424-8802 or NRC@uscg. fails to understand the intentions or actions of the other mil. or is in doubt whether sufficient action is being taken (306) <Deleted Paragraph> by the other to avoid collision, the vessel in doubt shall immediately indicate such doubt by giving at least five (306) short and rapid blasts on the whistle. Such signal may be supplemented by a light signal of at least five short and Ocean Dumping rapid flashes. (307) <Deleted Paragraph> (307) The Marine Protection Research and Sanctuaries (317) Act of 1972, as amended (33 USC 1401 et seq.), Narrow channels regulates the dumping of all material, except fish waste, (318) Navigation Rules, International-Inland, Rule 9(b) into ocean waters. Radiological, chemical and biological warfare agents and other high level radioactive wastes states that a vessel of less than 20 meters in length or a are expressly banned from ocean disposal. The USACE sailing vessel shall not impede the passage of a vessel issues permits for the disposal of dredged spoils; the that can safely navigate only within a narrow channel or EPA is authorized to issue permits for all other dumping fairway. activities. Surveillance and enforcement to prevent unlawful transportation of material for dumping or (319) unlawful dumping under the Act has been assigned to the U.S. Coast Guard. The Act provides civil penalties REGULATED WATERS of up to $50,000 and criminal penalties of up to $50,000 and/or one year imprisonment. (320) (308) <Deleted Paragraph> Traffic Separation Schemes (Traffic Lanes) (308) (321) To increase the safety of navigation, particularly SELECT NAVIGATION RULES in converging areas of high traffic density, routes incorporating traffic separation have been adopted by (309) the IMO in certain areas of the world. In the interest of safe navigation, it is recommended that through traffic Improper use of searchlights use these schemes, as far as circumstances permit, by day (310) No person shall flash or cause to be flashed the and by night and in all weather conditions. (322) An area to be avoided (ATBA) is a routing measure rays of a searchlight or other blinding light onto the comprising an area within defined limits that should be bridge or into the pilothouse of any vessel underway. avoided by all or certain classes of ships. ABTAs are The International Code Signal “PG2” may be made by designated when navigation through them is particularly a vessel inconvenienced by the glare of a searchlight in hazardous or it is exceptionally important to avoid order to apprise the offending vessel of the fact. casualties. (323) The IMO is recognized as the only international (311) body responsible for establishing and recommending measures on an international level concerning ships’ Use of Radar routing. In deciding whether or not to adopt or amend (312) Navigation Rules, International-Inland, Rule 7, a traffic separation scheme, IMO will consider whether the scheme complies with the design criteria for traffic states, in part, that every vessel shall use all available separation schemes and with the established methods of means appropriate to the prevailing circumstances and routing. IMO also considers whether the aids to navigation conditions to determine if risk of collision exists. If there proposed will enable mariners to determine their position is any doubt such risk shall be deemed to exist. Proper use with sufficient accuracy to navigate the scheme in shall be made of radar equipment if fitted and operational, accordance with Rule 10 of the International Regulations including long-range scanning to obtain early warning for Preventing Collisions at Sea (72 COLREGS). of risk of collision and radar plotting or equivalent (324) General principles for navigation in Traffic systematic observation of detected objects. Separation Schemes are as follows: (313) This rule places an additional responsibility on (325) 1. A ship navigating in or near a traffic separation vessels that are equipped and manned to use radar to do scheme adopted by IMO shall in particular comply with so while underway during periods of reduced visibility Rule 10 of the 72 COLREGS to minimize the development without in any way relieving commanding officers of of risk of collisions with another ship. The other rules of the responsibility of carrying out normal precautionary the 72 COLREGS apply in all respects, particularly the measures. steering and sailing rules if risk of collision with another (314) Navigation Rules, International-Inland, Rules 6, 7, ship is deemed to exist. 8, and 19 apply to the use of radar. (326) 2. Traffic separation schemes are intended for use by day and by night in all weather, ice-free waters or under (315) light ice conditions where no extraordinary maneuvers or assistance by icebreaker(s) is required. Danger signal (316) Navigation Rules, International-Inland, Rule 34(d), states that when vessels in sight of one another are approaching each other and from any cause either vessel

22    ¢    U.S. Coast Pilot 2, Chapter 1   (374) Contiguous 1 nautical mile (nm) = 1852 meters Territorial Zone The High Seas Water column beyond national jurisdiction Sea Limited Baseline To outer edge of continental margin enforcement up to a maximum of 350nm from the 3nm TSB of 100nm beyond the 2,500m 12nm zone 24nm 200nm isobath, whichever is greatest Territorial Exclusive Economic Zone The Area State/ Sea Sovereign rights for exploring, exploiting, conserving and managing living and Territory non-living resources of the water column and Coastal Waters underlying continental shelf Sovereignty extends Continental Shelf to the air space, water column, seabed and subsoil allowing for the right of innocent passage To 200nm inherent sovereign rights for Beyond 200nm Seabed and subsoil non-living exploring and exploiting non-living submission required resources administered by the resources of seabed and subsoil, to the Commission International Seabed Authority plus sedentary species on the Limits of the Continental Shelf to confirm rights Scale of Rights Sovereign Sovereign rights to the water Sovereign rights to No national rights Territory column and continental shelf the continental shelf 09-3603-1 Figure 1: Offshore extent of the maritime zones recognized under international law (327) 3. Traffic separation schemes are recommended for Several governments have initiated surveillance of traffic use by all ships unless stated otherwise. Bearing in mind separation schemes for which they are responsible and the need for adequate underkeel clearance, a decision to are providing documented reports of vessel violations use a traffic separation scheme must take into account to flag states. As in the past, the U.S. Coast Guard will the charted depth, the possibility of changes in the investigate these reports and take appropriate action. seabed since the time of last survey and the effects of Mariners are urged to comply at all times with the 72 meteorological and tidal conditions on water depths. COLREGS. (334) 9. Notice of temporary adjustments to traffic (328) 4. A deep water route is an allied routing measure separation schemes for emergencies or for accommodation primarily intended for use by ships that require the use of activities which would otherwise contravene Rule of such a route because of their draft in relation to the 10 or obstruct navigation may be made in Notices to available depth of water in the area concerned. Through Mariners. Temporary adjustments may be in the form of traffic to which the above consideration does not apply a precautionary area within a traffic lane or a shift in the should, if practicable, avoid following deep water routes. location of a lane. When using a deep water route mariners should be aware (335) 10. The IMO approved routing measures which of possible changes in the indicated depth of water due to affect shipping in or near U.S. waters are: meteorological or other effects. (336) (329) 5. The arrows printed on charts merely indicate the general direction of traffic; ships should not set their Traffic Separation Schemes courses strictly along the arrows. (337) In the approaches to Portland, ME (338) In the approaches to Boston, MA (330) 6. Vessels should, so far as practicable, keep clear of (339) In the approaches to Narragansett Bay, RI and a traffic separation line or separation zone. Buzzards Bay, MA (331) 7. Vessels should avoid anchoring in a traffic (340) Off New York separation scheme or in the area near its termination. (341) Off Delaware Bay (342) In the approaches to the Chesapeake Bay, including (332) 8. The signal “YG” meaning “You appear not to be complying with the traffic separation scheme” is provided a deep water route in the International Code of Signals for appropriate use. (343) In the approaches to the Cape Fear River (344) In the approaches to Galveston Bay (333) Note–Several governments administering Traffic (345) Off San Francisco Separation Schemes have expressed their concern (346) In the Santa Barbara Channel to IMO about the large number of infringements of (347) In the approaches to Los Angeles/Long Beach Rule 10 of the 72 COLREGS and the dangers of such contraventions to personnel, vessels and environment.

 U.S. Coast Pilot 2, Chapter 1    ¢    23 (348) In the Strait of Juan de Fuca and its approaches the breadth of the territorial sea is measured. The United (349) In Puget Sound and its approaches States has full sovereignty over its internal waters and (350) In Haro Strait, Boundary Pass and the Strait of ports as if they were part of its land territory. NOAA's nautical charts depict the baseline from which the limits Georgia of the U.S. territorial sea, contiguous zone and exclusive (351) In Prince William Sound, AK economic zone are measured as well as the Three Nautical Mile Line and Natural Resources Boundary, as described (352) below. Areas to Be Avoided (377) (353) In the region of Nantucket Shoals (354) In the vicinity of Northeast Gateway Energy Bridge Territorial Sea (378) The territorial sea of the United States extends Deepwater Port (355) In the Great South Channel beyond the land territory and internal waters and (356) Off the Florida Coast (adjacent to the Florida Keys) also includes the Commonwealth of Puerto Rico, (357) At Louisiana Offshore Oil Port (LOOP) in the Gulf Guam, American Samoa, the U.S. Virgin Islands, the Commonwealth of the Northern Mariana Islands and of Mexico any other territory or possession over which the United (358) Off the California Coast (In the region of the Channel States exercises sovereignty. (Presidential Proclamation No. 5928. December 27, 1988.) The United States Islands) exercises sovereignty over the territorial sea that extends (359) Off the Washington Coast to the airspace over the area and to the bed and subsoil. (360) In the region of the Northwest Hawai‘ian Islands Under customary international law as reflected in the 1982 United Nations Convention on the Law of the (361) Sea (UNCLOS), the territorial sea of the United States extends to 12 nautical miles (nm) from the baseline from No Anchoring Areas which the breadth of the territorial sea is measured; (362) In the vicinity of Northeast Gateway Energy Bridge determined in accordance with international law except as otherwise established in a maritime boundary treaty Deepwater Port of the United States. While the United States may adopt (363) <Deleted Paragraph> certain laws and regulations, vessels of all countries (363) In the vicinity of Neptune Deepwater Port navigating through the territorial sea enjoy the right of (364) Flower Garden Banks innocent passage; vessels and aircraft of all countries (365) Tortugas Ecological Reserve and the Tortugas Bank enjoy the right of transit passage through international straits. in the Florida Keys (366) West Cameron area of Northwestern Gulf of Mexico (379) (367) Contiguous Zone (380) The contiguous zone of the United States is a Recommended Tracks (368) Off the California Coast (off Monterey Bay for zone measured 24 nm from the territorial sea baseline and is contiguous to the territorial sea of the United vessels 300 gross tons or more and vessels carrying States, including the Commonwealth of Puerto Rico, hazardous cargo in bulk) Guam, American Samoa, the U.S. Virgin Islands, the Commonwealth of the Northern Mariana Islands and (369) any other territory or possession over which the United States exercises sovereignty. (Presidential Proclamation Two-way Route No. 7219. August 2, 1999.) Under customary law as (370) In the Strait of Juan de Fuca reflected in UNCLOS, the U.S. may exercise the control (371) When approved or established, traffic separation necessary to prevent infringement of its customs, fiscal, immigration or sanitary laws and regulations within its scheme details are announced in Notice to Mariners and territory or territorial sea and to punish infringement of later depicted on appropriate charts and included in the these laws and regulations committed within its territory U.S. Coast Pilot. or territorial sea. The United States may also prescribe and enforce laws against foreign flagged vessels and (372) nationals to protect the underwater cultural heritage to the outer boundary of the contiguous zone (24 nm). Maritime Zones (373) The maritime zones recognized under international (381) law include internal waters, territorial sea, contiguous Exclusive Economic Zone zone, exclusive economic zone, continental shelf, the (382) The exclusive economic zone of the United States high seas and the Area (see Figure 1). The following zones are depicted on NOAA's nautical charts: internal extends no more than 200 nm from the territorial sea waters, territorial sea, contiguous zone and exclusive economic zone. The limits of these zones are subject to modification as depicted on future charts; limits shown on the most recent chart edition take precedence. (375) Internal Waters (376) Internal waters are the waters (harbors, bays and rivers) on the landward side of the baseline from which

24    ¢    U.S. Coast Pilot 2, Chapter 1   baseline and is adjacent to the 12 nm territorial sea of the 160 – Subpart C, chapter 2). Additionally, tank vessels United States, including the Commonwealth of Puerto and non-tank vessels are required to submit an oil spill Rico, Guam, American Samoa, the U.S. Virgin Islands, response plan. (See 33 CFR 155 – Subparts D and J, not the Commonwealth of the Northern Mariana Islands and contained in this Coast Pilot.) any other territory or possession over which the United States exercises sovereignty. (Presidential Proclamation (392) No. 5030 of March 10, 1983 and Federal Register, volume 60 - number 163, August 23, 1995, “Exclusive Economic Marine Protected Area (MPA) Zone and Maritime Boundaries: Notice of Limits”) As (393) Marine ProtectedAreas (MPAs) are particular places such, the exclusive economic zone overlaps the 12 nm-24 nm contiguous zone. in ocean, coastal and estuarine ecosystems where vital (383) <Deleted Paragraph> natural and cultural resources are given greater protection (383) Within the EEZ, the U.S. has (a) sovereign rights than in surrounding waters. MPAs have been established for the purpose of exploring, exploiting, conserving in the U.S. for more than a century. Currently, there are and managing natural resources, whether living and over 1,700 MPAs in U.S. marine waters and the Great nonliving, of the seabed and subsoil and the superjacent Lakes, with levels of protection ranging from a few \"no- waters and with regard to other activities for the take\" areas that prohibit all extractive uses to the more economic exploitation and exploration of the zone, such common multiple use areas that allow vessel access, as the production of energy from the water, currents and anchoring, fishing and non-consumptive activities. MPAs winds; (b) jurisdiction as provided for in international and are managed by dozens of Federal, state, tribal and local domestic laws with regard to the establishment and use authorities. For detailed information on MPA locations, of artificial islands, installations, and structures, marine types, interactive map, purposes and legal restrictions, scientific research, and the protection and preservation of visit http://marineprotectedareas.noaa.gov/. the marine environment; and (c) other rights and duties provided for under international and domestic laws. (394) (384) Note: In certain U.S. fisheries laws, the term “exclusive economic zone” (EEZ) is used. While its Archaeological Resource Preservation outer limit is the same as the EEZ on NOAA charts, the (395) Under Federal and state laws it is illegal to destroy, inner limit generally extends landward to the seaward boundary of the coastal states of the U.S. deface, collect, transport, sell or trade archaeological, cultural, submerged and historic resources without (385) authorization.Applicable laws include, but are not limited to, the Historic Sites Act, the Archaeological Resource Three Nautical Mile Line Protection Act, the National Historic Preservation Act (386) The Three Nautical Mile Line, as measured from the the Abandoned Shipwreck Act, and the Sunken Military Craft Act. These laws protect archaeological resources territorial sea baseline and previously identified as the on lands administered by the National Park Service, U.S. outer limit of the U.S. territorial sea, is retained on charts Fish and Wildlife Service, Bureau of Land Management, because it continues to be used in certain Federal laws. and National Marine Sanctuaries as well as state, private (387) Note: Since the “coast line,” a term used in the and Native lands. Submerged Lands Act, and the baseline are determined using the same criteria under international law, the (396) Three Nautical Mile Line is generally the same as the seaward boundary of states under the Submerged Lands DEPARTMENT OF AGRICULTURE Act. There are exceptions; therefore, the Three Nautical Mile Line does not necessarily depict the seaward limit (397) of states under the Submerged Lands Act. Animal and Plant Health Inspection Service (388) (398) The Animal and Plant Health Inspection Service Natural Resources Boundary is responsible for protecting the Nation’s animal (389) The 9 nm Natural Resources Boundary is the population, food and fiber crops and forests from invasion by foreign pests. They administer agricultural quarantine seaward limit of the submerged lands of Puerto Rico, and restrictive orders issued under authority provided in Texas and the Gulf coast of Florida. It coincides with the various acts of Congress. The regulations prohibit or inner limit of the U.S. outer continental shelf under the restrict the importation or interstate movement of live Outer Continental Shelf Lands Act. animals, meats, animal products, plants, plant products, soil, injurious insects, and associated items that may (390) introduce or spread plant pests and animal diseases which may be new to or not widely distributed within the United Notification of Arrival and Vessel Response Plans States or its territories. Inspectors examine imports at (391) A Notification of Arrival (NOA) must be submitted ports of entry as well as the vessel, its stores and crew or passenger baggage. by all U.S. and foreign vessels bound for or departing (399) The Service also provides an inspection and from ports or places in the United States. (See 33 CFR certification service for exporters to assist them in meeting the quarantine requirements of foreign countries.

 U.S. Coast Pilot 2, Chapter 1    ¢    25 (See Appendix A for a list of ports where agricultural other oceanographic and meteorological data from bays inspectors are located and inspections conducted.) and harbors. This information is provided via telephone voice response (for most ports) and the Internet. Accurate (400) real-time water level information allows U.S. port authorities and maritime shippers to make sound decisions DEPARTMENT OF COMMERCE regarding loading of tonnage (based on available bottom clearance), maximizing loads, and limiting passage (401) times, without compromising safety. (408) There are PORTS in 22 areas of the United States. National Oceanic and Atmospheric Administration The table below lists the ports and the telephone number (NOAA) for voice access to the PORTS data. (402) The National Oceanic and Atmospheric (409) Administration (NOAA) conducts research and gathers data about the global oceans, atmosphere, space and sun, Port or Waterway Voice Access Phone Number and applies this knowledge to improve our understanding and stewardship of the environment. Anchorage, AK 907–428–4200 (403) NOAA provides services to the nation and the public Charleston, SC 855–216–2137 through five major organizations: the National Ocean Cherry Point, WA 888–817–7794 Service; the National Weather Service; the National Chesapeake Bay 866–247–6787 Marine Fisheries Service; the National Environmental Columbia River, Lower 888–537–6787 Satellite, Data and Information Service (NESDIS); and Delaware River and Bay 866–307–6787 NOAA Research; and numerous special program units. Houston/Galveston 866–447–6787 In addition, NOAA research and operational activities are Humboldt Bay 855–876–5015 supported by the Nation’s seventh uniformed service, the Lake Charles 888–817–7692 NOAA Corps, a commissioned officer corps of men and Los Angeles/Long Beach women who operate NOAA ships and aircraft and serve Mississippi River not available in scientific and administrative positions. Mobile Bay, AL 888–817–7767 Narragansett Bay, RI 877–847–6787 (404) New Haven, CT 866–757–6787 New London, CT 888–807–6787 National Ocean Service (NOS) New York/New Jersey Harbor 855–626–0509 (405) The National Ocean Service's primary concern is Pascagoula, MS 866–217–6787 Sabine Neches 888–257–1857 the health and safety of our Nation's coastal and oceanic San Francisco Bay 888–257–1859 environment. Within NOS, the Office of Coast Survey Soo Locks, MI 866–727–6787 is responsible for producing and maintaining the suite 301–713–9596 (toll) of over 1000 nautical charts and the Coast Pilots that Tacoma, WA 888–607–6787 cover the coastal waters of the U.S. and its territories. Tampa Bay, FL 866–827–6787 Nautical charts are published primarily for the use of the mariner but serve the public interest in many other (410) Tide Tables are computed annually by NOAA ways. Cartographers in Coast Survey receive and and published in October for the upcoming year. These compile information from a variety of government and tables include predicted times and heights of high and non-governmental sources for portrayal on nautical low waters for every day in the year for a number of charts and the Coast Pilots. In addition, Coast Survey reference stations and differences for obtaining similar hydrographers, as well as private contractors, conduct predictions for numerous other places. They also include new surveys that are used to update these products. The other useful information such as a method of obtaining principal facilities of Coast Survey are located at NOAA heights of tide at any time, local mean time of sunrise and headquarters in Silver Spring, MD; Norfolk, VA (Marine sunset for various latitudes, reduction of local mean time Operations Center Atlantic); and Seattle, WA (Western to standard time and time of moonrise and moonset for Regional Center). various ports. (406) The Center for Operational Oceanographic Products and Services (CO-OPS) collects and (411) Caution–When using the Tide Tables, slack water distributes observations and predictions of water levels should not be confused with high or low water. For ocean and currents to ensure safe, efficient and environmentally stations there is usually little difference between the time sound maritime commerce. Users can find a variety of of high or low water and the beginning of ebb or flood information, including water level, tidal predictions, currents, but for places in narrow channels, landlocked observed water levels and currents data, tides online harbors or on tidal rivers, the time of slack current may (including a listing of all water level stations currently in differ by several hours from the time of high or low water. storm surge mode), sea levels online, Great Lakes online The relation of the times of high or low water to the and PORTS at http://www.tidesandcurrents.noaa.gov. turning of the current depends upon a number of factors, (407) PORTS® (Physical Oceanographic Real-Time System) is a centralized data acquisition and dissemination system that provides real-time water levels, currents and

26    ¢    U.S. Coast Pilot 2, Chapter 1   so that no simple general rule can be given. (To obtain the around the United States, Guam, American Samoa and times of slack water, refer to the Tidal Current Tables.) Puerto Rico. (See Appendix A for NWS Offices located (412) Tidal Current Tables for the coasts of the United in the area covered by this Coast Pilot.) States are computed annually by NOAA and published (423) Typically, the forecasts contain information on wind in October for the upcoming year. These tables include speed and direction, wave heights, visibility, weather daily predictions of the times of slack water and the times and a general synopsis of weather patterns affecting and velocities of strength of flood and ebb currents for the region. The forecasts are supplemented with special a number of waterways, together with differences for marine warnings and statements, radar summaries, marine obtaining predictions for numerous other places. Also observations, small-craft advisories, gale warnings, included is other useful information such as a method for storm warnings and various categories of tropical cyclone obtaining the velocity of current at any time, duration of warnings, e.g., tropical depression, tropical storm and slack, coastal tidal currents, wind currents, combination hurricane warnings. Specialized products such as coastal of currents and current diagrams. Some information on flood, seiche, and tsunami warnings, heavy surf advisories, the Gulf Stream is included in the tables for the Atlantic low water statements, ice forecasts and outlooks and lake coast. shore warnings and statements are issued as necessary. (413) NOAATide Tables and Tidal Current Tables for U.S. (For further information, go to http://www.weather.gov/ waters contain the text of all active Notice to Mariners om/marine/home.htm.) which affect the accuracy and use of tide and tidal current (424) The principal means of disseminating marine predictions they contain. (See Appendix A for list of weather services and products in coastal areas is NOAA Tide and Tidal Current Tables.) NOAA Weather Radio. This network of more than (414) Many local publishers and printers throughout the 900 transmitters, covering all 50 states, adjacent coastal country publish regional and localized tide and tidal waters, Puerto Rico, the U.S. Virgin Islands and the current predictions in booklet, calendar and other formats. U.S. Pacific Territories, is operated by the NWS and The data printed in these local and regional publications provides continuous broadcasts of weather information is, in many cases, obtained directly from NOAA. For for the general public. These broadcasts repeat recorded availability of localized prediction tables consult marinas messages every 4 to 6 minutes. Messages are updated and marine supply companies in your area. periodically, usually every 2-3 hours and amended as required to include the latest information. When severe (415) weather threatens, routine transmissions are interrupted and the broadcast is devoted to emergency warnings. (See National Weather Service (NWS) Appendix A for NOAA Weather Radio Stations covered by this Coast Pilot.) (416) (425) In coastal areas, the programming is tailored to the needs of the marine community. Each coastal marine National Data Buoy Center Meteorological Buoys forecast covers a specific area. For example, “Cape (417) The National Data Buoy Center (NDBC) deploys Henlopen to Virginia Beach, out 20 miles.” The broadcast range is about 40 miles from the transmitting antenna site, moored meteorological buoys that provide weather data depending on terrain and quality of the receiver used. directly to the mariner as well as to marine forecasters. When transmitting antennas are on high ground, the range (418) These buoys have a watch circle radius (WCR) of is somewhat greater, reaching 60 miles or more. Some 2,000 to 4,000 yards from assigned position (AP). In receivers are equipped with a warning alert device that addition, any mooring in waters deeper than 1,000 feet can be turned on by means of a tone signal controlled will have a floating “loop” or catenary that may be as by the NWS office concerned. This signal is transmitted little as 500 feet below the surface. This catenary could for 13 seconds preceding an announcement of a severe be anywhere within the buoy’s WCR. Any underwater weather warning. activity within this radius may contact the mooring, (426) Marine weather warnings are displayed to small- causing a failure. craft operators and others within sight of the shore by the (419) To avoid cutting or damaging a mooring, mariners flags, pennants and lights of the Coastal Warning are urged to exercise extreme caution when navigating in Display program. These displays are meant to warn the the vicinity of meteorological buoys and to remain well public of approaching storm conditions and visually clear of the watch circle. If a mooring is accidentally communicate that citizens should take personal contacted or cut, please notify NDBC at 228-688-2835 responsibility for individual safety in the face of an or 228-688-2436. approaching storm. Anyone observing the signals (420) For further information relating to these buoys visit displayed by the program is urged to tune to the NWS http://seaboard.ndbc.noaa.gov radio broadcasts for the latest information. (See National Weather Service Coastal Warning Displays illustration (421) for additional information.) Marine Weather Forecasts (422) The NWS provides marine weather forecasts and warnings for the U.S. coastal waters, the Great Lakes, offshore waters and high seas areas. Scheduled marine forecasts are issued four times daily from National Weather Service Offices with local areas of responsibility

 U.S. Coast Pilot 2, Chapter 1    ¢    27 (427) NATIONAL WEATHER SERVICE COASTAL WARNING DISPLAYS DAYTIME SIGNALS SMALL CRAFT GALE STORM HURRICANE ADVISORY WARNING WARNING WARNING NIGHT (LIGHT) SIGNALS SMALL CRAFT GALE STORM HURRICANE ADVISORY WARNING WARNING WARNING SMALL CRAFT ADVISORY: An advisory issued by coastal and Great Hawaii (HI), Samoa – Sustained winds 25 knots or greater and seas 10 Lakes Weather Forecast Offices (WFO) for areas included in the feet or greater. Coastal Waters Forecast or Nearshore Marine Forecast (NSH) products. Thresholds governing the issuance of small craft advisories are specific Guam and the Northern Mariana Islands – Sustained winds 22 to 33 knots to geographic areas. A Small Craft Advisory may also be issued when and/or combined seas of 10 feet or more. “Frequent gusts”are typically sea or lake ice exists that could be hazardous to small boats. There is long duration conditions (greater than 2 hours). no precise definition of a small craft. Any vessel that may be adversely affected by Small Craft Advisory criteria should be considered a small For a list of NWS Weather Offices by Region, refer to the following web- craft. Other considerations include the experience of the vessel operator, site: http://www.nws.noaa.gov/organization.php and the type, overall size, and sea worthiness of the vessel. There is no legal definition of “small craft”. The Small Craft Advisory is an advisory in GALE WARNING: To indicate winds within the range 34 to 47 knots are Coastal Waters and Nearshore forecasts for sustained winds, frequent forecast for the area. gusts, or sea/wave conditions, exceeding defined thresholds specific to geographic areas. A Small Craft Advisory may also be issued when sea or STORM WARNING: To indicate winds 48 knots and above, no matter how lake ice exists that could be hazardous to small boats. high the speed, are forecast for the area. However, if the winds are associ- ated with a tropical cyclone (hurricane), the STORM WARNING indicates Eastern (ME to SC, Lake Erie, Lake Ontario) – Sustained winds or that winds within the range 48-63 knots are forecast. frequent gusts ranging between 25 and 33 knots (except 20 to 25 knots, lower threshold area dependent, to 33 knots for harbors, bays, etc.) and/or HURRICANE WARNING: Issued only in connection with a tropical seas or waves 5 to 7 feet and greater, area dependent. cyclone (hurricane) to indicate that winds 64 knots and above are forecast for the area. Central (MN to OH) – Sustained winds or frequent gusts (on the Great Lakes) between 22 and 33 knots inclusive, and/or seas or waves greater NOTE: A “HURRICANE WATCH” is an announcement issued by the than 4 feet. National Weather Service via press and television broadcasts whenever a tropical storm or hurricane becomes a threat to a coastal area. The “Hur- Southern (GA to TX and Caribbean) – Sustained winds of 20 to 33 knots, ricane Watch” announcement is not a warning, rather it indicates that the and/or forecast seas 7 feet or greater that are expected for more than 2 hurricane is near enough that everyone in the area covered by the “Watch” hours. should listen to their radios for subsequent advisories and be ready to take precautionary action in case hurricane warnings are issued. Western (WA..CA) - Sustained winds of 21 to 33 knots, potentially in com- bination with wave heights exceeding 10 feet (or wave steepness values NOTE: A SPECIAL MARINE WARNING is issued whenever a severe local exceeding local thresholds). storm or strong wind of brief duration is imminent and is not covered by ex- isting warnings or advisories. No visual displays will be used in connection Alaska (AK) – Sustained winds or frequent gusts of 23 to 33 knots. A with the Special Marine Warning Bulletin; boaters will be able to receive small craft advisory for rough seas may be issued for sea/wave conditions thesespecial warnings by keeping tuned to a NOAA Weather Radio station deemed locally significant, based on user needs, and should be no lower or to Coast Guard and commercial radio stations that transmit marine than 8 feet. weather information.

28    ¢    U.S. Coast Pilot 2, Chapter 1   (428) NWS marine weather products are also disseminated NOAA publications as the U.S. Coast Pilot, Mariners to marine users through the broadcast facilities of the Weather Log and Local Climatological Data, Annual Coast Guard, Navy and commercial marine radio stations. Summary. They also appear in the National Geospatial- Details on these broadcasts including times, frequencies Intelligence Agency’s Pilot Chart Atlases and Sailing and broadcast content are listed on the NWS internet site, Directions Planning Guides. Marine Product Dissemination Information, http:// www.nws.noaa.gov/om/marine/home.htm. (435) (429) Ships of all nations share equally in the effort to DEPARTMENT OF DEFENSE report weather observations. These reports enable meteorologists to create a detailed picture of wind, (436) wave and weather patterns over the open waters that no other data source can provide and upon which marine National Geospatial-Intelligence Agency (NGA) forecasts are based. The effectiveness and reliability of (437) The National Geospatial-Intelligence Agency these forecasts and warnings plus other services to the marine community are strongly linked to the observations provides hydrographic, navigational, topographic, received from mariners. There is an especially urgent and geodetic data, charts, maps and related products need for ship observations in the coastal waters, and the and services to the Armed Forces, other Federal NWS asks that these be made and transmitted whenever Agencies, the Merchant Marine and mariners in general. possible. Many storms originate and intensify in coastal Publications include Sailing Directions, List of Lights, areas. There may be a great difference in both wind Distances Between Ports, Radio Navigational Aids, direction and speed between the open sea, the offshore International Code of Signals, American Practical waters and on the coast itself. Navigator (Bowditch) and Notice to Mariners. (See NGA Procurement Information in Appendix A.) (430) Information on how ships, commercial fishermen, offshore industries and others in the coastal zone may (438) participate in the marine observation program is available from National Weather Service Port Meteorological U.S. Army Corps of Engineers (USACE) Officers (PMOs). PMOs are located in major U.S. port (439) The U.S. Army Corps of Engineers has charge of cities where they visit ships in port to assist masters and mates with the weather observation program, the improvement of the rivers and harbors of the United provide instruction on the interpretation of weather States and of miscellaneous other civil works, which charts, calibrate barometers and other meteorological include the administration of certain Federal laws enacted instruments and discuss marine weather communications for the protection and preservation of navigable waters and marine weather requirements affecting the ships’ of the United States; the establishment of regulations operations. (For further information on the Voluntary for the use, administration, and navigation of navigable Observing Ship Program and PMOs, go to http://www. waters; the establishment of harbor lines; the removal vos.noaa.gov.) of sunken vessels obstructing or endangering navigation; and the granting of permits for structures or operations (431) in navigable waters and for discharges and deposits of dredged and fill materials in these waters. Space Weather Prediction Center (SWPC) (440) Restricted areas in most places are defined and (432) The Space Weather Prediction Center provides real- regulations governing them are established by the USACE. The regulations are enforced by the authority time monitoring and forecasting of solar and geophysical designated in the regulations, and the areas are shown eventsthatimpactsatellites,powergrids,communications, on the large-scale charts of the National Ocean Service. navigation and many other technological systems. (See Copies of the regulations may be obtained at the District Space Weather Prediction Center in Appendix A.) offices of the USACE. The regulations also are included in the appropriate Coast Pilot. (433) (441) Information concerning the various ports, improvements, channel depths, navigable waters and the National Environmental Satellite, Data, and Infor- condition of the Intracoastal Waterways in the areas under mation Service (NESDIS) their jurisdiction may be obtained direct from the District (434) Among its functions, NESDIS archives, processes Engineer Offices. (See Appendix A for addresses.) and disseminates the non-real-time meteorological and (442) The USACE has general supervision of location, oceanographic data collected by government agencies construction and manner of maintenance of all fishtraps, and private institutions. Marine weather observations are weirs, pounds or other fishing structures in the navigable collected from ships at sea on a voluntary basis.About one waters of the United States. Where state and/or local million observations are received annually at NESDIS’s controls are sufficient to regulate these structures, National Climatic Center. They come from vessels including that they do not interfere with navigation, representing every maritime nation. These observations, the USACE leaves such regulation to the state or local along with land data, are returned to the mariners in authority. (See 33 CFR 330 (not carried in this Pilot) the form of climatological summaries and atlases for for applicable Federal regulations.) Construction permits coastal and ocean areas. They are available in such

 U.S. Coast Pilot 2, Chapter 1    ¢    29 issued by the Engineers specify the lights and signals (453) All vessels arriving in the United States are subject required for the safety of navigation. to public health inspection. Vessels subject to routine (443) Fish havens, artificial reefs constructed to attract boarding for quarantine inspection are only those which fish, can be established in U.S. coastal waters only as have had on board during the 15 days preceding the date authorized by a USACE permit; the permit specifies the of expected arrival or during the period since departure location, extent and depth over these mounds of rubble. (whichever period of time is shorter) the occurrence of any death or ill person among passengers or crew (including (444) those who have disembarked or have been removed). The master of a vessel must report such occurrences U.S.Naval Observatory immediately by radio to the quarantine station at or (445) The United States Naval Observatory (USNO) nearest the port at which the vessel will arrive. provides a wide range of astronomical data and products (454) <Deleted Paragraph> and serves as the official source of time for the U.S. (454) In addition, the master of a vessel carrying 13 or Department of Defense and a standard of time for the entire United States. The USNO provides earth more passengers must report by radio 24 hours before orientation products such as the latest 24-hour and 48- arrival the number of cases (including zero) of diarrhea hour sets of GPS satellite orbits, the latest determinations in passengers and crew recorded in the ship’s medical log and predictions for polar motion and information for GPS during the current cruise. All cases that occur after the 24 users. The USNO also maintains a reference for precise hour report must also be reported not less than 4 hours time (USNO Master Clock) and monitors the GPS before arrival. constellation. For extensive information on the USNO (455) Ill person means a person who: products available, visit http://www.usno.navy.mil/ or (456) <Deleted Paragraph> contact by telephone at 202-762-1467. (456) 1. Has a temperature of 100°F (or 38°C) or greater, accompanied by a rash, glandular swelling or jaundice, (446) or which has persisted for more than 48 hours; or (457) 2. Has diarrhea, defined as the occurrence in a 24 DEPARTMENT OF HEALTH AND HUMAN SER- hour period of three or more loose stools or of a greater VICES than normal (for the person) amount of loose stools. (458) Vessels arriving at ports under control of the United (447) States are subject to sanitary inspection to determine whether measures should be applied to prevent the Food and Drug Administration (FDA) introduction, transmission or spread of communicable (448) UndertheprovisionsoftheControlofCommunicable disease. (459) Specific public health laws, regulations, policies Diseases Regulations (21 CFR 1240) and Interstate and procedures may be obtained by contacting U.S. Conveyance Sanitation Regulations (21 CFR 1250), Quarantine Stations, U.S. Consulates or the Chief vessel companies operating in interstate traffic must Program Operations, Division of Quarantine, Centers obtain potable water for drinking and culinary purposes for Disease Control, Atlanta, GA 30333. (See Appendix only at watering points found acceptable to the FDA. A for addresses of U.S. Public Health Service Quarantine Water supplies used in watering point operations must Stations.) also be inspected to determine compliance with applicable Interstate Quarantine Regulations (42 CFR 72). These (460) regulations are based on authority contained in the Public Health Service Act (PL 78–410). Penalties for violation DEPARTMENT OF HOMELAND SECURITY of any regulation prescribed under authority of the Act are provided for under Section 368 (42 USC 271) of the Act. (449) (461) Vessel Watering Points U.S. Citizenship and Immigration Services (450) FDA annually publishes a list of Acceptable Vessel (462) The Immigration and Naturalization Service Watering Points. This list is available from most FDA administers the laws relating to admission, exclusion and offices or from Interstate Travel Sanitation Subprogram deportation of aliens, the registration and fingerprinting Center for Food Safety andApplied Nutrition, FDA(HFF- of aliens and the naturalization of aliens lawfully resident 312), 200 C Street SW, Washington, DC 20204. Current in the United States. status of watering points can be ascertained by contacting any FDA office. (See Appendix A for addresses.) (463) The designated ports of entry for aliens are divided into three classes. Class A is for all aliens. Class B is only (451) for aliens who at the time of applying for admission are lawfully in possession of valid resident aliens’ border- Public Health Service crossing identification cards or valid nonresident aliens’ (452) <Deleted Paragraph> border-crossing identification cards or are admissible (452) The Public Health Service administers foreign without documents under the documentary waivers contained in 8 CFR 212.1(a). Class C is only for aliens quarantine procedures at U.S. ports of entry.

30    ¢    U.S. Coast Pilot 2, Chapter 1   who are arriving in the United States as crewmen as that (469) - entry and clearance of vessels and permits for term is defined in Section 101(a) (10) of the Immigration certain vessel movements between points in the United and Nationality Act. (The term crewman means a person serving in any capacity on board a vessel or aircraft.) No States person may enter the United States until he or she has been inspected by an immigration officer. A list of the (470) – prohibitions against coastwise transportation of offices covered by this Coast Pilot is given in Appendix A. passengers and merchandise (464) (471) – salvage U.S. Coast Guard (472) – dredging and towing by foreign vessels (465) The U.S. Coast Guard has among its duties the (473) – certain activities of vessels in the fishing trade enforcement of the laws of the United States on the high (474) – regular and special tonnage taxes on vessels seas and in coastal and inland waters of the U.S. and its (475) – landing and delivery of foreign merchandise possessions; enforcement of navigation and neutrality laws and regulations; establishment and enforcement (including unlading, appraisement, lighterage, drayage, of navigational regulations upon the Inland Waters of the United States, including the establishment of a warehousing and shipment in bond) demarcation line separating the high seas from waters (476) – collection of customs duties, including duty on upon which U.S. navigational rules apply; administration of the Oil PollutionAct of 1990, as amended; establishment imported pleasure boats and yachts and 50% duty on and administration of vessel anchorages; approval of bridge locations and clearances over navigable waters; foreign repairs to American vessels engaged in trade administration of the alteration of obstructive bridges; regulation of drawbridge operations; inspection of vessels (477) – customs treatment of sea and ship's stores while in of the Merchant Marine; admeasurement of vessels; port and the baggage of crewmen and passengers documentation of vessels; preparation and publication of merchant vessel registers; registration of stack insignia; (478) – illegally imported merchandise port security; issuance of Merchant Marine licenses and (479) – remission of penalties or forfeiture if customs or documents; search and rescue operations; investigation of marine casualties and accidents and suspension navigation laws have been violated. and revocation proceedings; destruction of derelicts; operation of aids to navigation; publication of Light (480) Customs and Border Protection also cooperates Lists and Local Notices to Mariners; and operation of with many other Federal agencies in the enforcement ice-breaking facilities. (466) Documentation: Issuance of certificates of of statutes for which they are responsible for. Customs registry (more commonly referred to as Certificates of Documentation) with endorsements indicating eligibility districts and ports of entry, including customs stations, of vessels that measure at least 5 net tons to engage in various trades for commercial vessels and certain are listed in Appendix A. recreational vessels that are numbered either by the Coast Guard or by a state having an approved numbering system (481) The Customs and Border Protection office may (the latter is the most common) and the administration issue, without charge, a cruising license, normally valid of the various laws pertaining thereto are functions of the Coast Guard and specifically the National Vessel for one year, to a yacht of a foreign country that has a Documentation Center. Owners of vessels may obtain the necessary information from the National Vessel reciprocal agreement with the United States. A foreign Documentation Center either by mail to the National Vessel Documentation Center, 792 T.J. Jackson Drive, yacht holding a cruising license is exempt from having Falling Waters, WV 25419-9502; via toll free number: 800-799-8362; or via the Internet: http://www.uscg.mil/ to undergo formal entry and clearance procedures such as hq/cg5/nvdc. filing manifests and obtaining permits to proceed as well (467) as from payment of tonnage tax and entry and clearance U.S. Customs and Border Protection (468) The U.S. Customs and Border Protection administers fees at all but the first port of entry. These vessels must certain laws relating to: not engage in trade, violate the laws of the United States or visit a vessel not yet inspected by a Customs Agent and does, within 24 hours of arrival at each port or place in the United States, report the fact of arrival to the nearest customhouse. Countries that have reciprocal agreements granting these privileges to U.S. yachts are: (482) Argentina Honduras Australia Ireland Austria Italy Bahama Islands Jamaica Belguim Liberia Bermuda Marshall Islands Canada Netherlands Denmark New Zealand Finland Norway France Sweden Germany Switzerland Great Britain Turkey Greece (483) Further information concerning cruising licenses may be obtained from the headquarters port for the customs district in which the license is desired or at

 U.S. Coast Pilot 2, Chapter 1    ¢    31 http://www.cbp.gov. U.S. yacht owners planning cruises (489) The letter should contain the name and address of the to foreign ports may contact the nearest customs district applicant, name and address of person or firm, the name headquarters as to customs requirements. and usual location of the conveyance to be used in the transportation and dumping of the material involved, a (484) physical description where appropriate, and the quantity to be dumped and proposed dumping site. ENVIRONMENTAL PROTECTION AGENCY (EPA) (490) Everyone who writes EPA will be sent information (485) The U.S. EPA provides coordinated governmental about a final application for a permit as soon as possible. action to ensure the protection of the environment by This final application is expected to include questions abating and controlling pollution on a systematic basis. about the description of the process or activity giving rise The ocean dumping permit program of the EPA provides to the production of the dumping material, information that except when authorized by permit, the dumping of on past activities of applicant or others with respect any material into the ocean is prohibited by the “Marine to the disposal of the type of material involved, and a Protection, Research, and Sanctuaries Act of 1972, Public description about available alternative means of disposal Law 92–532,” as amended (33 USC 1401 et seq.). of the material with explanations about why an alternative is thought by the applicant to be inappropriate. (486) Permits for the dumping of dredged material into waters of the United States, including the territorial sea, (491) and into ocean waters are issued by the U.S. Army Corps of Engineers. Permits for the dumping of fill material into FEDERAL COMMUNICATIONS COMMISSION waters of the United States, including the territorial sea, (FCC) are also issued by the U.S. Army Corps of Engineers. Permits for the dumping of other material in the territorial (492) The Federal Communications Commission controls sea and ocean waters are issued by the EPA. non-government radio communications in the United States, Guam, Puerto Rico and the Virgin Islands. (487) U.S. Army Corps of Engineers regulations relating Commission inspectors have authority to board ships to the above are contained in 33 CFR 323 and 324; EPA to determine whether their radio stations comply with regulations are in 40 CFR 220-229. (See Disposal Sites, international treaties, Federal laws and Commission this chapter.) regulations. The commission has field offices in the principal U.S. ports. (See Appendix A for addresses.) (488) Persons or organizations who want to file for an Information concerning ship radio regulations and application for an ocean dumping permit should write service documents may be obtained from the Federal the EPA Regional Office for the region in which the port Communications Commission, Washington, DC 20554, of departure is located. (See Appendix A for addresses of or from any of the field offices. regional offices and States in the EPA coastal regions.)

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

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

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

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

36    ¢    U.S. Coast Pilot 2, Chapter 2   thence from the southernmost tangent of Naushon Island (114) (b) A line drawn from 40°45'47.763\"N., to the easternmost extremity of Nashawena Island; thence 072°45'11.095\"W. (Moriches Inlet Breakwater Light 2) from the southwesternmost extremity of Nashawena to 40°45'49.692\"N., 072°45'21.719\"W. (Moriches Inlet Island to the easternmost extremity of Cuttyhunk Island; Breakwater Light 1). thence from the southwestern tangent of Cuttyhunk Island to the tower on Gooseberry Neck charted in approximate (115) (c) A line drawn from the westernmost point on Fire position 41°29.1'N., 71°02.3'W. Island to the southernmost extremity of the spit of land (98) (c) A line drawn from Sakonnet Breakwater Light at the western end of Oak Beach. 2 tangent to the southernmost part of Sachuest Point charted in approximate position 41°28.5'N., 71°14.8'W. (116) (d) A line drawn from 40°34'23.568\"N., (99) (d) An east-west line drawn through Beavertail Light 073°34'32.364\"W. (Jones Inlet Light) 322° true across between Brenton Point and the Boston Neck shoreline. Jones Inlet to the shoreline. (100) (117) §80.150 Block Island, R.I. §80.165 New York Harbor. (101) The 72 COLREGS shall apply on the harbors of (118) A line drawn from 40°34'56.600\"N., Block Island. 073°45'17.200\"W. (East Rockaway Inlet Breakwater Light) to 40°27'42.177\"N., 074°00'07.309\"W. (Sandy Hook Light). (102) (119) §80.155 Watch Hill, RI to Montauk Point, NY. Part 110–Anchorage Regulations (103) (a) A line drawn from 41°18'13.999\"N., (120) 071°51'30.300\"W. (Watch Hill Light) to East Point on Fishers Island. §110.1 General. (104) (b)Aline drawn from Race Point to 41°14'36.509\"N., (121) (a) The areas described in subpart A of this part are 072°02'49.676\"W. (Race Rock Light); thence to 41°12'2.900\"N., 072°06'24.700\"W. (Little Gull Island designated as special anchorage areas for the purposes of Light) thence to East Point on Plum Island. rule 30 (33 CFR 83.30) and rule 35 (33 CFR 83.35) of the (105) (c) A line drawn from 41°10'16.704\"N., Inland Navigation Rules, 33 CFR Chapter I, Subchapter 072°12'21.684\"W. (Plum Island Harbor East Dolphin E. Vessels of less than 20 meters in length; and barges, Light) to 41°10'17.262\"N., 072°12'23.796\"W. (Plum canal boats, scows, or other nondescript craft, are not Island Harbor West Dolphin Light). required to sound signals required by rule 35 of the Inland (106) (d) A line drawn from 41°10'25.745\"N., Navigation Rules. Vessels of less than 20 meters are not 072°12'42.137\"W. (Plum Gut Light) to 41°09'48.393\"N., required to exhibit anchor lights or shapes required by 072°13'25.014\"W. (Orient Point Light); thence to Orient rule 30 of the Inland Navigation Rules. Point. (122) (b) The anchorage grounds for vessels described in (107) (e) A line drawn from 41°06'35.100\"N., Subpart B of this part are established, and the rules and 072°18'21.400\"W. (Long Beach Bar Light) to Cornelius regulations in relation thereto adopted, pursuant to the Point. authority contained in section 7 of the act of March 4, (108) (f) A line drawn from 41°04'12.000\"N., 1915, as amended (38 Stat. 1053; 33 U.S.C. 471). 072°16'48.000\"W. (Coecles Harbor Entrance Light) to (123) (c) All bearings in the part are referred to true Sungic Point. meridian. (109) (g) A line drawn from Nicholl Point to (124) (d) Geographic coordinates expressed in terms of 41°02'25.166\"N., 072°15'42.971\"W. (Cedar Island Light latitude or longitude, or both, are not intended for plotting 3CI). on maps or charts whose referenced horizontal datum is (110) (h) A line drawn from 41°02'06.060\"N., the North American Datum of 1983 (NAD 83), unless 072°11'19.560\"W. (Threemile Harbor West Breakwater such geographic coordinates are expressly labeled NAD Light) to 41°02'05.580\"N., 072°11'15.777\"W. (Threemile 83. Geographic coordinates without the NAD 83 reference Harbor East Breakwater Light). may be plotted on maps or charts referenced to NAD 83 (111) (i) A line drawn from 41°04'44.210\"N., only after application of the appropriate corrections that 071°56'20.308\"W. (Montauk West Jetty Light 2) to are published on the particular map or chart being used. 41°04'46.095\"N., 071°56'14.168\"W. (Montauk East Jetty Light 1). (125) (112) §110.1a Anchorages under Ports and Waterways Safety Act. §80.160 Montauk Point, NY to Atlantic Beach, NY. (126) (a) The anchorages listed in this section are regulated (113) (a) A line drawn from the 40°50'17.952\"N., under the Ports and Waterways Safety Act (33 U.S.C. 1221 et seq.): 072°28'29.010\"W. (Shinnecock Inlet Breakwater Light (127) (1) Section 110.155 Port of New York. 2) to 40°50'23.490\"N., 072°28'40.122\"W. (Shinnecock (128) (2) [Reserved] Inlet Breakwater Light 1). (129) (b) [Reserved]

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

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

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

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

 U.S. Coast Pilot 2, Chapter 2    ¢    41 vessels and the placing of temporary moorings will be (350) (b) Area B. Beginning at the mean low water line under the jurisdiction, and at the discretion of the local about 700 feet downstream from the westerly end of the Harbor Master. New York, New Haven and Hartford Railroad Bridge at (335) (351) 41°01'42\"N., 73°35'47\"W.; thence to (352) 41°01'42\"N., 73°35'45\"W.; thence to §110.55a Five Mile River, Norwalk and Darien, Conn. (353) 41°01'23\"N., 73°35'44\"W.; thence to (336) The water area of the Five Mile River beginning (354) 41°01'04\"N., 73°35'52\"W.; thence to (355) 41°01'02\"N., 73°35'55\"W.; thence to at a point on the southeast shore of Butler Island at (356) 41°01'02\"N., 73°36'00\"W.; thence to 41°03'27.5\"N., 73°26'52\"W.; thence following the (357) 41°01'05\"N., 73°36'00\"W.; thence along the mean shoreline northerly along the westerly side of Five Mile River to the highway bridge at Route 136 (White Bridge); low water line to the point of beginning. thence easterly along the southerly side of the highway (358) NOTE: The areas are principally for use by yachts bridge to the easterly side of Five Mile River; thence following the shoreline southerly along the easterly side and other recreational craft. Temporary floats or buoys of Five Mile River to a point on the southwest shore at for marking anchors will be allowed. Fixed mooring Rowayton at 41°03'30\"N., 73°26'47\"W., thence 242° piles or stakes are prohibited. The anchoring of vessels to the point of beginning, except those areas within the and placing of temporary moorings will be under the designated project channel as shown by dotted lines jurisdiction, and at the discretion of the local Harbor on the Five Mile River on Chart No. 12368 (formerly Master. All moorings shall be so placed that no moored C and GS Chart No. 221) issued by National Oceanic vessels will extend into the waters beyond the limits of the and Atmospheric Administration, U.S. Department of areas or closer than 50 feet to the Federal channel limits. Commerce. (337) NOTE: Under an Act of the Connecticut State (359) Legislature the harbor superintendent, appointed by the Five Mile River Commission, may control moorings and §110.59 Eastern Long Island, NY. navigation including preventing vessels from anchoring (360) (a) Huntington Harbor. Beginning on the shoreline at in the Federal project channel. 40°54'19.5\"N., 73°26'07.9\"W.; thence to 40°54'19.5\"N., (338) 73°26'02.4\"W.; thence along the eastern shoreline to the Mill Dam Road Bridge; thence along the downstream §110.56 Noroton Harbor, Darien, Conn. side of the bridge to the westerly side of Huntington (339) (a) Beginning at a point on the southwesterly side of Harbor; thence along the western shoreline to the point of beginning. Long Neck Point at (361) (b) Centerport Harbor. Beginning at the shoreline (340) 41°02'10\"N., 73°28'44\"W.; thence northwesterly to at 40°54'00\"N., 73°22'55.3\"W.; thence to 40°54'03.8\"N., (341) 41°02'17\"N., 73°29'11\"W.; thence in a north- 73°22'52.1\"W.; thence along the eastern shoreline to the Mill Dam Bridge; thence along the downstream side of the northwesterly direction to the southeast side of Pratt bridge to the westerly side of Centerport Harbor; thence Island at along the western shoreline to the point of beginning. (342) 41°02'28\"N., 73°29'17\"W.; thence following the (362) (c) Northport Harbor. Beginning on the shoreline at shoreline around the easterly and northerly sides of (363) 40°54′25″N., 73°22′05″W.; thence to Pratt Island, the westerly and northerly sides of Pratt (364) 40°54′37.5″N., 73°21′32.9″ W.; thence along the Cove, and the westerly side of the Darien River to the eastern shoreline to causeway and dam at Gorham Pond on the north; thence (365) 40°53′33.1″N., 73°21′28.2″W.; thence to along the downstream side of the causeway and dam to (366) 40°53′25.8″N., 73°21′37.7″W.; thence along the the easterly side of the Darien River, thence along the shoreline to the point of beginning. easterly shoreline to the point of beginning. (367) Note: The areas designated by paragraphs (a), (b), (343) NOTE: An ordinance of the town of Darien, Conn. and (c) of this section are principally for vessels used requires the Darien Harbor Master’s approval of the for a recreational purpose. A vessel shall be anchored location and type of any mooring placed in this special so that no part of the vessel comes within 50 feet of the anchorage area. marked channel. A temporary float or buoy for marking the location of the anchor of a vessel at anchor may be (344) used. Fixed mooring piles or stakes are prohibited. (368) (d) Cold Spring Harbor. That portion of the waters §110.58 Cos Cob Harbor, Greenwich, Conn. of Cold Spring Harbor easterly of a line ranging from (345) (a) Area A. Beginning at the mean low water line the cupola in the extreme inner harbor through Cold Spring Harbor Light; southerly of a line ranging from about 2,800 feet downstream from the easterly end of the the southernmost point of an L-shaped pier off Wawepex New York, New Haven and Hartford Railroad Bridge at Grove through the Clock Tower at Laurelton and northerly (346) 41°01'23\"N., 73°35'40\"W.; thence to of a line ranging from the outer end of the Socony Mobil (347) 41°01'23\"N., 73°35'42\"W.; thence to Oil Company’s pier at Cold Spring Harbor through the (348) 41°01'02\"N., 73°35'50\"W.; thence to (349) 41°01'02\"N., 73°35'48\"W.; thence extending along the mean low water line to the point of beginning.

42    ¢    U.S. Coast Pilot 2, Chapter 2   Clock Tower at Laurelton, with the exception of an area (391) (2) Echo Bay. All waters northwest of a line drawn within a 300-foot radius of the outer end of the Socony from Mobil Oil Company’s pier. (369) (e) Oyster Bay Harbor, New York. That portion of (392) 40°54'10.0\"N., 073°45'52.9\"W. to Oyster Bay Harbor adjacent to the easterly side of Centre (393) 40°54'25.0\"N., 073°45'38.4\"W. Island, westerly of a line on range with Cold Spring (394) Note: An ordinance of the Town of New Rochelle Harbor Light and the Stone House on the end of Plum Point, Centre Island. NY requires a permit from the New Rochelle Harbor (370) (f) Harbor of Oyster Bay, Oyster Bay, New York. The Master or the New Rochelle Superintendent of Bureau water area north of the town of Oyster Bay enclosed by of Marinas, Docks and Harbors before any mooring is a line beginning on the shoreline at placed in this special anchorage area. (371) 40°52'35.5\"N., 73°32'17\"W.; thence to (395) (3) Glen Island, East. All waters east of Glen Island, (372) 40°52'59.5\"N., 73°32'18\"W.; thence to bound by the following points: (373) 40°53'00\"N., 73°30'53\"W.; thence to (396) 40°53'01.4\"N., 073°46'51.4\"W.; thence to (374) 40°52'39\"N., 73°30'54\"W.; thence to the shoreline at (397) 40°53'03.1\"N., 073°46'44.4\"W.; thence to (375) 40°52'25\"N., 73°31'18\"W.; thence following the (398) 40°53'06.2\"N., 073°46'38.0\"W.; thence to shoreline to the point of beginning. (399) 40°53'15.0\"N., 073°46'44.00\"W.; thence along the (376) (g) Harbor of Oyster Bay, New York, Moses Point to shoreline to the point of origin. Brickyard Point. That portion of the waters of the Harbor (400) (4) City Island, Eastern Shore. All waters bound by of Oyster Bay enclosed by a line beginning at Moses the following points: Point on Centre Island at (401) 40°50'12.0\"N., 073°46'57.3\"W.; thence to (377) 40°53'11\"N., 73°31'14\"W.; thence to (402) 40°50'31.9\"N., 073°46'18.3\"W.; thence to (378) 40°53'02\"N., 73°31'22\"W.; thence to (403) 40°51'17.0\"N., 073°46'49.9\"W.; thence to (379) 40°53'02\"N., 73°32'00\"W.; thence to Brickyard (404) 40°51'19.8\"N., 073°46'51.3\"W.; thence to Point on Centre Island at (405) 40°51'47.0\"N., 073°47'02.5\"W.; thence to (380) 40°53'06\"N., 73°32'00\"W.; thence following the (406) 40°51'28.5\"N., 073°47'31.7\"W.; thence to shoreline to the point of beginning. (407) 40°51'25.1\"N., 073°47'29.9\"W.; thence along the (381) Note: The anchoring of vessels and placement of shoreline to the point of origin, excluding the Cable and temporary moorings in anchorage areas described in Pipeline Area between City and Hart Islands. paragraph (g) of this section will be under the jurisdiction (408) (5) City Island, Western Shore. All waters bound by of the local Harbormaster appointed in accordance with the following points: Article 12 of the Village Ordinance of the Village of (409) 40°50'11.6\"N., 073°46'58.4\"W.; thence to Centre Island, New York. (410) 40°50'02.5\"N., 073°47'23.3\"W.; thence to (382) (h) Coecles Harbor at Shelter Island, New York. (411) 40°50'43.7\"N., 073°47'56.0\"W.; thence to That portion of Coecles Harbor bounded on the North (412) 40°51'15.9\"N., 073°47'36.0\"W.; thence to by a line drawn between the northernmost point of land (413) 40°51'15.9\"N., 073°47'28.6\"W.; thence along the at Sungic Point and 41°04'09\"N., 72°17'54\"W., thence shoreline to the point of origin. eastward along the shoreline to the point of origin. (414) (6) Eastchester Bay, Western Shore. All waters (383) (i) West Neck Harbor at Shelter Island, New York. shoreward of a line connecting the following points: That portion of West Neck Harbor bounded on the North (415) 40°49'31.3\"N., 073°48'26.3\"W.; thence to by a line drawn between 41°02'48\"N., 72°20'27\"W. (416) 40°50'56.4\"N., 073°48'49.2\"W.; thence to and a point on Shell Beach located at 41°02'29\"N., (417) 40°50'55.3\"N., 073°48'55.4\"W.; thence along the 72°20'59\"W.; thence eastward along the shoreline to the shoreline to the point of origin. point of origin. (418) (7) Eastchester Bay, Locust Point. All waters west of a line drawn from (384) (419) 40°48'56.3\"N., 073°47'56.2\"W. to (420) 40°48'34.4\"N., 073°47'56.2\"W. §110.60 Captain of the Port, New York. (421) (8) Manhasset Bay, Plum Point. All waters bound by (385) (a) Western Long Island Sound. (1) Glen Island. All the following points: (422) 40°50'02.9\"N., 073°43'37.3\"W.; thence to waters surrounding Glen Island bound by the following (423) 40°49'54.0\"N., 073°43'14.9\"W.; thence to points: (424) 40°50'06.6\"N., 073°42'51.0\"W.; thence to (386) 40°52'53.1\"N., 073°46'58.9\"W.; thence to (425) 40°50'18.6\"N., 073°42'51.0\"W.; thence along the (387) 40°52'46.6\"N., 073°47'02.7\"W.; thence to shoreline to the point of origin; excluding the seaplane (388) 40°53'01.3\"N., 073°47'22.6\"W.; thence to a line restricted area described in § 162. drawn from (426) (9) Manhasset Bay, Toms Point. All waters bound by (389) 40°53'24.4\"N., 073°46'56.7\"W. to the following points: (390) 40°53'20.6\"N., 073°46'51.2\"W., excluding all (427) 40°50'20.6\"N., 073°42'49.5\"W.; thence to waters within 25 feet of the 50-foot channel west and (428) 40°50'05.3\"N., 073°42'49.4\"W.; thence to south of Glen Island. (429) 40°49'58.6\"N., 073°42'39.0\"W.; thence to

 U.S. Coast Pilot 2, Chapter 2    ¢    43 (430) 40°49'48.9\"N., 073°42'55.6\"W.; thence to (470) 40°50'22.0\"N., 073°39'10.2\"W.; thence along the (431) 40°49'49.3\"N., 073°42'20.4\"W.; thence to shoreline to the point of origin. (432) 40°50'02.5\"N., 073°42'14.2\"W.; thence to (433) 40°50'11.8\"N., 073°42'15.4\"W.; thence along the (471) (b) East River and Flushing Bay. (1) Flushing Bay, College Point North. All waters bound by the following shoreline to the point of origin. points: (434) (10) Manhasset Bay, at Port Washington. All waters (472) 40°47'37.5\"N., 073°51'13.4\"W.; thence to bound by the following points: (473) 40°47'10.3\"N., 073°51'34.0\"W.; thence to (435) 40°49'44.9\"N., 073°42'11.3\"W.; thence to (474) 40°47'09.1\"N., 073°51'32.6\"W.; thence along the (436) 40°49'44.3\"N., 073°43'03.2\"W.; thence to (437) 40°49'06.8\"N., 073°42'46.6\"W.; thence to shoreline to the point of origin. (438) 40°49'07.0\"N., 073°42'16.2\"W.; thence along the (475) (2) Flushing Bay, College Point South. All waters shoreline to the point of origin. bound by the following points: (439) (11) Manhasset Bay, West Shore. All waters bound (476) 40°47'01.8\"N., 073°51'29.2\"W.; thence to (477) 40°47'01.8\"N., 073°51'33.2\"W.; thence to by the following points: (478) 40°46'31.7\"N., 073°51'15.9\"W.; thence to (440) 40°49'24.6\"N., 073°43'40.2\"W.; thence to (479) 40°46'46.1\"N., 073°50'58.6\"W.; thence along the (441) 40°49'33.2\"N., 073°43'28.3\"W.; thence to (442) 40°49'43.8\"N., 073°43'53.5\"W.; thence to shoreline to the point of origin. (443) 40°49'39.2\"N., 073°43'57.9\"W.; thence along the (480) (3) Flushing Bay, Cape Ruth. All waters bound by shoreline to the point of origin. the following points: (444) (12) Manhasset Bay, Plandome. All waters bound by (481) 40°46'39.9\"N., 073°50'56.1\"W.; thence to (482) 40°46'29.2\"N., 073°51'14.3\"W.; thence to the following points: (483) 40°46'12.3\"N., 073°51'04.3\"W.; thence to (445) 40°48'41.6\"N., 073°42'31.7\"W.; thence to (484) 40°46'15.2\"N., 073°50'55.2\"W.; thence along the (446) 40°48'43.6\"N., 073°42'42.5\"W.; thence to (447) 40°48'29.0\"N., 073°42'44.4\"W.; thence to shoreline to the point of origin. (448) 40°48'27.3\"N., 073°42'35.6\"W.; thence along the (485) (4) Flushing Bay, Southeast Area. All waters south shoreline to the point of origin. of a line drawn from 40°45'41.4\"N., 073°50'57.2\"W. to (449) (13) Elm Point. All waters bound by the following 40°45'51.7\"N., 073°50'34.2\"W. (486) (5) Flushing Bay, Southwest Area. All waters bound points: by the following points: (450) 40°49'01.0\"N., 073°45'41.9\"W.; thence to (487) 40°45'36.7\"N., 073°51'16.3\"W.; thence to (451) 40°49'04.4\"N., 073°45'45.3\"W.; thence to (488) 40°45'48.5\"N., 073°50'58.4\"W.; thence to (452) 40°49'13.8\"N., 073°45'38.7\"W.; thence to (489) 40°45'51.3\"N., 073°50'59.2\"W.; thence to (453) 40°49'18.9\"N., 073°45'28.3\"W.; thence to (490) 40°45'49.4\"N., 073°51'07.5\"W.; thence to (454) 40°49'08.9\"N., 073°45'17.5\"W.; thence along the (491) 40°45'58.7\"N., 073°51'13.4\"W.; thence to (492) 40°46'02.1\"N., 073°51'20.1\"W.; thence to shoreline to the point of origin. (493) 40°45'54.8\"N., 073°51'28.7\"W.; thence to (455) Note: Temporary floats or buoys for marking (494) 40°45'46.2\"N., 073°51'35.3\"W.; thence northward along the shoreline and breakwater to the point of origin. anchors in place are allowed. Fixed mooring piles or (495) (6) Flushing Bay, West Area. All waters bound by the stakes are prohibited. An ordinance of the village of following points: Kings Point regulates mooring and anchoring in the area (496) 40°46'51.1\"N., 073°52'07.3\"W.; thence to which includes this special anchorage area. (497) 40°47'11.2\"N., 073°51'47.1\"W.; thence to (456) (14) Little Neck Bay. All waters east of a line drawn (498) 40°47'01.9\"N., 073°51'39.6\"W.; thence to from (499) 40°46'28.3\"N., 073°51'20.0\"W.; thence to the point (457) 40°47'39.4\"N., 73°46'27.1\"W.; thence to of origin. (458) 40°48'36.6\"N., 073°45'58.5\"W.; thence to (500) Note: The anchoring of vessels and placing of (459) 40°48'36.4\"N., 073°45'48.4\"W.; thence along the temporary moorings in anchorage areas described in shoreline to the point of origin. paragraphs (b)(5) and (b)(6) of this section will be under (460) (15) Hempstead Harbor, Mosquito Neck. All waters the jurisdiction, and at the discretion of the local Harbor bound by the following points: Master appointed by the City of New York. (461) 40°51'43.0\"N., 073°39'37.1\"W.; thence to (501) (7) Bowery Bay.All waters bounded by the following (462) 40°51'09.4\"N., 073°39'32.4\"W.; thence to points: (463) 40°51'14.6\"N., 073°39'08.9\"W.; thence to (502) 40°46'58.4\"N., 073°53'44.1\"W.; thence to (464) 40°51'20.0\"N., 073°38'56.1\"W.; thence along the (503) 40°47'03.3\"N., 073°53'37.4\"W.; thence to shoreline and breakwater to the point of origin. (504) 40°47'00.3\"N., 073°53'29.3\"W.; thence to (465) (16) Hempstead Harbor, Sea Cliff. All waters bound (505) 40°46'57.0\"N., 073°53'29.8\"W.; thence to by the following points: (506) 40°46'59.9\"N., 073°53'34.2\"W.; thence to (466) 40°51'16.7\"N., 073°38'51.9\"W.; thence to (507) 40°46'58.5\"N., 073°53'35.8\"W.; thence to (467) 40°51'12.9\"N., 073°39'07.2\"W.; thence to (508) 40°46'57.1\"N., 073°53'33.8\"W.; thence to (468) 40°51'03.6\"N., 073°39'31.6\"W.; thence to (469) 40°50'24.7\"N., 073°39'26.4\"W.; thence to

44    ¢    U.S. Coast Pilot 2, Chapter 2   (509) 40°46'55.9\"N., 073°53'35.2\"W.; thence to beyond the limits of the area. Fixed mooring piles or (510) 40°46'58.2\"N., 073°53'39.0\"W.; thence to stakes are prohibited. Mariners are encouraged to contact (511) 40°46'56.1\"N., 073°53'41.4\"W.; thence along the the local harbormaster for any additional ordinances and to ensure compliance with additional applicable state and shoreline and pier to the point of origin. local laws. (512) (c) Hudson River. (1) Yonkers, Greystone Station. (544) (7) Hastings-on-Hudson. All waters bound by the following points: All waters bound by the following points: (545) 40°59'56.0\"N., 073°53'05.4\"W.; thence to (513) 40°58'19.8\"N., 073°53'22.8\"W.; thence to (546) 40°59'56.3\"N., 073°53'09.6\"W.; thence to (514) 40°58'21.1\"N., 073°53'28.7\"W.; thence to (547) 41°00'05.1\"N., 073°53'09.2\"W.; thence to (515) 40°58'42.7\"N., 073°53'20.3\"W.; thence to (548) 41°00'14.7\"N., 073°53'06.4\"W.; thence to (516) 40°58'41.8\"N., 073°53'15.4\"W.; thence along the (549) 41°00'14.5\"N., 073°53'00.5\"W.; thence along the shoreline to the point of origin. shoreline to the point of origin. (550) (8) Tarrytown. All waters bound by the following (517) (2) Yonkers, North Glenwood. All waters bound by points: (551) 41°04'21.0\"N., 073°52'03.4\"W.; thence to the followings points: (552) 41°04'21.0\"N., 073°52'11.3\"W.; thence to (518) 40°57'26.8\"N., 073°53'46.6\"W.; thence to (553) 41°04'13.6\"N., 073°52'11.0\"W.; thence to (519) 40°57'27.3\"N., 073°53'48.8\"W.; thence to (554) 41°04'13.6\"N., 073°52'00.5\"W.; thence along the (520) 40°57'55.3\"N., 073°53'34.4\"W.; thence to shoreline to the point of origin. (521) 40°57'53.6\"N., 073°53'28.6\"W.; thence along the (555) (9) West Point. All waters west of a line drawn from 41°23'10.0\"N., 073°57'18.1\"W. to 41°23'23.5\"N., shoreline to the point of origin. 073°57'11.5\"W. (522) (3) Nyack. That portion of the Hudson River bound (556) (10) Haverstraw. That portion of the Hudson River bound by the following points: by the following points: (557) 41°11'25.2\"N., 073°57'19.9\"W.; thence to (523) 41°06'06.8\"N., 073°54'55,5\"W.; thence to (558) 41°11'34.2\"N., 073°57'00.8\"W.; thence to (524) 41°06'06.8\"N., 073°54'18.0\"W.; thence to (559) 41°11'41.9\"N., 073°57'07.5\"W.; thence to (525) 41°05'00.0\"N., 073°54'18.0\"W.; thence to (560) 41°11'31.8\"N., 073°57'26.5\"W.; thence to (526) 41°05'00.0\"N., 073°55'02.2\"W.; thence along the (561) 41°11'30.8\"N., 073°57'24.9\"W.; thence to the point of origin. along the shoreline to the point of origin (NAD 1983), (562) (11) Cedar Hill.All waters bounded by the following excluding a fairway in the charted cable area that is points: marked with buoys. (563) 42°32'33.1\"N., 073°45'33.1\"W.; thence to (527) Note: The area is principally for use by yachts and (564) 42°32'33.1\"N., 073°45'28.3\"W.; thence to other recreational craft. A mooring buoy is permitted. (565) 42°32'49.2\"N., 073°45'26.6\"W.; thence to (528) (4) Manhattan, Fort Washington Point. All waters (566) 42°32'49.3\"N., 073°45'31.1\"W.; thence along the bound by the following points: shoreline to the point of origin. (529) 40°51'08.1\"N., 073°56'36.7\"W.; thence to (567) (12) 79th Street Boat Basin South. All waters of (530) 40°51'09.4\"N., 073°56'40.9\"W.; thence to the Hudson River enclosed by a line beginning at the (531) 40°52'08.3\"N., 073°55'56.6\"W.; thence along the northwest corner of the 70th Street pier at approximate shoreline to the point of origin. position (532) (5) Yonkers, Main Street. All waters bound by the (568) 40°46′47.10″N, 073°59′29.13″W; thence to following points: (569) 40°47′02.60″N, 073°59′17.88″W; thence to (533) 40°56'15.4\"N., 073°54'11.2\"W.; thence to (570) 40°46′59.73″N, 073°59′13.01″W; thence along the (534) 40°56'16.7\"N., 073°54'20.2\"W.; thence to shoreline and pier to the point of beginning. (535) 40°56'08.9\"N., 073°54'22.6\"W.; thence to (571) (13) 79th Street Boat Basin North. All waters of (536) 40°56'07.9\"N., 073°54'16.9\"W.; thence to the Hudson River enclosed by a line beginning on the (537) 40°56'07.0\"N., 073°54'17.3\"W. to shoreline near West 110th Street at approximate position (538) (6) Yonkers, JFK Marina. All waters bound by the (572) 40°48′21.06″N, 073°58′15.72″W; thence to following points: (573) 40°48′21.06″N, 073°58′24.00″W; thence to (539) 40°57'28.5\"N., 073°53'46.0\"W.; thence to (574) 40°47′14.70″N, 073°59′09.00″W; thence to (540) 40°57'30.5\"N., 073°53'56.8\"W.; thence to (575) 40°47′11.84″N, 073°59′08.90″W; thence along the (541) 40°57'07.5\"N., 073°54'06.2\"W.; thence to breakwater and shoreline to the point of beginning. (542) 40°57'06.0\"N., 073°53'59.5\"W.; thence along the (576) (i) The anchoring of vessels and use of the moorings shoreline to the point of origin. in anchorage areas described in paragraphs (c)(12) and (543) Note: The areas designated by paragraphs (c)(5) and (13) of this section will be under the supervision of the (c)(6) are limited to vessels no greater than 20 meters in local Harbor Master appointed by the City of New York. length and is primarily for use by recreational craft on a seasonal or transient basis. These regulations do not prohibit the placement of moorings within the anchorage area, but requests for the placement of moorings should be directed to the local government to ensure compliance with local and state laws. All moorings shall be so placed that no vessel, when anchored, will at any time extend