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2022 (51st^ ) Edition
This edition cancels the 50 th^ Edition and includes all previously published corrections.
Weekly updates to this edition are available at: nauticalcharts.noaa.gov/publications/coast-pilot/index.html
U.S. Department of Commerce
Gina M. Raimondo, Secretary of Commerce
National Oceanic and Atmospheric Administration (NOAA)
Richard W. Spinrad, Ph.D., Under Secretary of Commerce for Oceans and Atmosphere
National Ocean Service
Nicole R. LeBoeuf, Assistant Administrator for Ocean Services and Coastal Zone Management
Atlantic Coast:
Cape Cod, Massachusetts to
Sandy Hook, New Jersey
UNITED STATES
Coast
Pilot
II U.S. Coast Pilot 2 11 SEP 2022
42°N 41°N
74°W
CAPE COD B AY
MASSACHUSET TS B AY
N E W
Y O R K
N E W
J E R S E Y
M A S S A C H U S E T T S
R H O D EI S L A N D
Block Island
Martha’s Vineyard
71°W
70°W
73°W
Troy
Hartford
Boston Providence
New York City
72°W
New Haven
4
6
7
8
11
5
10
12
LONG ISL AND SOUND
A T L A N T I C
O C E A N
Coast Pilot 2 - Chapter Index
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
Albany
H (^) U (^) D (^) S O N R I (^) V E R
C O N N E C T I C U T
Nantucket Island
9
11 SEP 2022 Contents V
Contents
11 SEP 2022 U.S. Coast Pilot 2, Chapter 1 1 ¢
General Information
(1) UNITED STATES COAST PILOT®
(2) The United States Coast Pilot, published by the National Oceanic and Atmospheric Administration (NOAA), is a series of ten nautical books (volumes) that encompasses a wide variety of information important to navigators of U.S. coastal/intracoastal waters and the waters of the Great Lakes. The Coast Pilot is intended to be used as a supplement to NOAA nautical charts. Much of the content cannot be shown graphically on the charts and is not readily available elsewhere. Topics which are covered include environmental factors of weather, climate, ice conditions, tides, water levels, currents, prominent coastal features and landmarks. Specific information on vertical clearances, wharf descriptions, small-craft facilities, hazards, dredged channels and depths are also provided. Navigation services and regulations are also identified including pilotage, towing, anchorages, routes and traffic separation schemes, environmental protection, and other Federal laws. (3) New editions of each volume are issued annually. Fully updated files are posted weekly on the Internet, and are also available through NOAA Certified Chart Agents at www.nauticalcharts.noaa.gov. (4) Amendments to this publication are available at nauticalcharts.noaa.gov/publications/coast-pilot/index. html. (5) (5)
Using the Coast Pilot
(6) Chapter 1 contains definitions of general and standard terms used throughout the volume, discussions of NOAA charting products and services, descriptions of maritime services by various U.S. Government agencies, Notices to Mariners and other information pertinent to safe navigation. (7) Chapter 2 contains selected extracts from the Code of Federal Regulations (CFR) that affect mariners. (8) Chapter 3 contains general information that is peculiar to the region covered by a particular Coast Pilot volume. For example, practical information regarding offshore currents and dangers, coastal aids to navigation, prominent landmarks and the general character of the coast and depths helpful in approaching the region. (9) In Chapter 4 and the remaining numbered chapters , the detailed description of the region begins. A map precedes each chapter and outlines the nautical charts used in the area to be discussed. In these chapters, as
much as possible, the coastal description is in geographic sequence, north to south on the east coast, east to west on the gulf coast, clockwise around each of the Great Lakes and south to north on the west coast and Alaskan coast. Features are described as they appear on the largest scale chart, with that chart number prominently shown in blue. (10) Appendix A contains contact information regarding the various products, services and agencies detailed throughout the volume. (11) Navigation Rules — preceding Appendix A, contains the International (72 COLREGS) and Inland Navigation Rules, technical Annexes, and associated Federal rules and regulations. (12) The Weekly Record of Updates is intended as a log for critical updates applied to this volume. (13) The Index contains geographic names mentioned throughout a Coast Pilot volume. These names are boldfaced and indexed along with the number of the largest scale chart on which the entire feature appears. Asterisks preceding a chart number in the index of Coast Pilot 5 indicate charts published by the National Geospatial-Intelligence Agency, and in the index of Coast Pilot 6, charts published by the Canadian Hydrographic Service. (14)
Bearings
(15) Bearings and courses are in degrees true and are measured clockwise from 000° (north) to 359°. The bearings of an aid to navigation (e.g., directional light, light sector, range) are given as viewed from the bridge of a vessel toward the light. (16)
Bridges and Cables
(17) Vertical clearances of bridges and overhead cables are in feet above mean high water unless otherwise stated; clearances in Coast Pilot 6 are in feet above Low Water Datum unless otherwise stated. When the water level is above Low Water Datum, the bridge and overhead cable clearances given in the Coast Pilot and shown on the charts should be reduced accordingly. Clearances of drawbridges are for the closed position, although the open clearances are also given for vertical-lift bridges. Whenever a bridge span over a channel does not open fully to an unlimited clearance position, a minimum clearance for the sections over the channel is given; the same applies to swing and pontoon bridges with openings less than 50 feet horizontally. Clearances given in the Coast Pilot are those approved for nautical charting and are supplied by the U.S. Coast Guard (bridges) and U.S. Army Corps of
2 ¢ U.S. Coast Pilot 2, Chapter 1 11 SEP 2022
Engineers (cables). See charts for horizontal clearances of bridges, as these are generally given in the Coast Pilot only when they are less than 50 feet (15 meters). Tables listing structures across waterways, found in some Coast Pilots, show both horizontal and vertical clearances. Submarine cables are rarely mentioned. (18)
Cable ferries
(19) Cable ferries are guided by cables fastened to shore and sometimes propelled by a cable rig attached to the shore. Generally, the cables are suspended during crossings and dropped to the bottom when the ferries dock. Where specific operating procedures are known they are mentioned in the text. Since operating procedures vary, mariners are advised to exercise extreme caution and seek local knowledge. DO NOT ATTEMPT TO PASS A MOVING CABLE FERRY. (20)
Courses
(21) These are true and are given in degrees clockwise from 000° (north) to 359°. The courses given are the courses to be made good. (22)
Currents
(23) Stated current velocities are the averages at strength. Velocities are in knots, which are nautical miles per hour. Directions are the true directions to which the currents set (see chapter 3, this book). (24)
Depths
(25) Depth is the vertical distance from the chart datum to the bottom and is expressed in the same units (feet, meters or fathoms) as those soundings found on the chart. (See Chart Datum, this chapter, for further detail.) The controlling depth is the least known depth of a channel. This depth is determined by periodic hydrographic surveys and restricts use of the channel to drafts less than that depth. The centerline controlling depth applies only to the channel centerline or close proximity; lesser depths may exist in the remainder of the channel. The midchannel controlling depth is the controlling depth of only the middle half of the channel. Federal project depth is the original design dredging depth of a channel planned by the U.S. Army Corps of Engineers (USACE) and may be deeper than current conditions. For this reason, project depth must not be confused with controlling depth. Depths alongside wharves usually have been reported by owners and/or operators of the waterfront facilities and have not been verified by Government surveys. Since these depths may be subject to change, local authorities should be consulted for the latest controlling depths. (26) For all maintained channels with controlling depths detailed on charts in tabular form, the Coast Pilot usually states only the project depths. For all other channels which may be depicted on charts with depth legends, notes or soundings, the Coast Pilot will list where to find the most
recent information on the latest known surveys. Depths may vary considerably between maintenance dredging. (27)
Under-keel clearances
(28) It is becoming increasingly evident that economic pressures are causing mariners to navigate through waters of barely adequate depth, with under-keel clearances being finely assessed from the charted depths, predicted tide levels and depths recorded by echo sounders. (29) It cannot be too strongly emphasized that even charts based on modern surveys may not show all sea- bed obstructions or the shoalest depths, and actual tide levels may be appreciably lower than those predicted. (30) In many ships an appreciable correction must be applied to shoal soundings recorded by echo sounders due to the horizontal distance between the transducers. This separation correction, which is the amount by which recorded depths therefore exceed true depths, increases with decreasing depths to a maximum equal to half the distance apart of the transducers; at this maximum the transducers are aground. Ships whose transducers are more than 6 feet (1.8 meters) apart should construct a table of true and recorded depths using the Traverse Tables. (Refer to the topic on echo soundings elsewhere in chapter 1.) (31) Other appreciable corrections, which must be applied to many ships, are for settlement and squat. These corrections depend on the depth of water below the keel, the hull form and the speed of the ship. (32) Settlement causes the water level around the ship to be lower than would otherwise be the case. It will always cause echo soundings to be less than they would otherwise be. Settlement is appreciable when the depth is less than seven times the draft of the ship and increases as the depth decreases and the speed increases. (33) Squat denotes a change in trim of a ship underway, relative to her trim when stopped. It usually causes the stern of a vessel to sit deeper in the water. However, it is reported that in the case of mammoth ships, squat causes the bow to sit deeper. Depending on the location of the echo sounding transducers, this may cause the recorded depth to be greater or less than it ought to be. Caution and common sense are continuing requirements for safe navigation. (34)
Distances
(35) These are in nautical miles unless otherwise stated. A nautical mile is one minute of latitude, or approximately 2,000 yards, and is about 1.15 statute miles. (36) Coast Pilot 6 is in statute miles unless otherwise stated. A statute mile is 5,280 feet or about 0.87 nautical mile. (37)
Geographic Coordinates
(38) Geographic coordinates listed in the Coast Pilot are referred to North American Datum of 1983 (NAD 83)
4 ¢ U.S. Coast Pilot 2, Chapter 1 11 SEP 2022
(65)
BookletCharts
(66) The NOAA BookletChart™ is a product that can be printed by the users for free. They are made to help recreational boaters locate themselves on the water. BookletCharts are reduced in scale and divided into pages for convenience but otherwise contain all the information of the full-scale nautical charts and are updated weekly. For more information visit nauticalcharts.noaa.gov/ charts/noaa-raster-charts.html#booklet-charts. (67)
Raster Navigational Charts (NOAA RNC®)
(68) NOAA Raster Navigational Charts (NOAA RNC®) are geo-referenced digital images of NOAA’s entire suite of paper charts. NOAA RNCs are official data that can be used in many types of electronic charting systems (ECS), including Raster Chart Display Systems (RCDS) and some Electronic Chart Display and Information Systems (ECDIS). Current regulations support the use of RNCs as a primary means of navigation when ENCs are not available, but they require an accompanying minimal set of up-to-date paper charts. They can integrate position information from the Global Positioning System (GPS) and other navigational sensors, such as radar and automatic identification systems (AIS) to show a vessel's track, waypoints, and planned routes. NOAA RNCs and their weekly updates are available free of charge at nauticalcharts.noaa.gov/charts/noaa-raster-charts. html. (69)
Electronic Navigational Charts (NOAA ENC®)
(70) NOAA Electronic Navigational Charts (NOAA ENC®) are databases of charted objects and their attributes with standardized content, structure and format. They comply with International Hydrographic Organization (IHO) specifications stated in IHO Publication S-57. They may be used as an alternative to paper charts required on SOLAS class vessels. (71) ENCs are intended for use in electronic charting systems (ECS) as well as Electronic Chart Display and Information Systems (ECDIS). ECDIS are programmable to show as much or as little data as the user requires. They can integrate position information from the Global Positioning System (GPS) and other navigational sensors, such as radar and automatic identification systems (AIS) to show a vessel's track, waypoints and planned routes. Using this information ECDIS can use ENCs to give warning of impending danger in relation to the vessel's position and movement. NOAA ENCs and their updates are available free of charge at nauticalcharts.noaa.gov/ charts/noaa-enc.html. (72)
Nautical Chart—New Editions and Corrections
(73) New editions of paper Print-on-Demand (POD) charts are available on the Monday after NOAA clears a new edition for release. Once the authorized POD chart is available, it meets federal chart carriage requirements,
and should be put into service immediately. It should be updated from the last correction and cleared through dates shown in the lower left corner of the chart. (74) The chart date is of vital importance to the navigator. When charted information becomes obsolete, further use of the chart for navigation is dangerous. Natural and artificial changes, many of them critical, are occurring constantly; therefore it is important that navigators use up-to-date charts. Nautical charts and publications are available for purchase from authorized POD agents and their sales outlets. (75) NOAA’s “Nautical Chart Update” website allows mariners to update their nautical charts from one database that includes information from NOAA, NGA U.S. Notice to Mariners, U.S. Coast Guard Local Notices to Mariners and the Canadian Coast Guard Notices to Mariners at: nauticalcharts.noaa.gov/charts/chart-updates.html. (76)
Nautical Chart Numbering System
(77) This chart numbering system, adopted by NOAA and National Geospatial-Intelligence Agency (NGA), provides for a uniform method of identifying charts published by both agencies. Nautical charts published by NGA and by the Canadian Hydrographic Service are identified in the Coast Pilot by an asterisk preceding the chart number. (78)
Chart Scale
(79) The scale of a chart is the ratio of a given distance on the chart to the actual distance that it represents on the earth. For example, one unit of measurement on a 1:10,000 scale chart is equal to 10,000 of the same unit on the earth's surface. Large scale charts show greater detail of a relatively small area. Small scale charts show less detail but cover a larger area. Certain hydrographic information may be omitted on smaller scale charts. Mariners should always obtain the largest scale coverage for near shore navigation. (80) The scales of nautical charts range from 1:2,500 to about 1:5,000,000. Graphic scales are generally shown on charts with scales of 1:80,000 or larger, and numerical scales are given on smaller scale charts. NOAA charts are classified according to scale as follows: (81) Sailing charts , scales 1:600,000 and smaller, are for use in fixing the mariner’s position approaching the coast from the open ocean or for sailing between distant coastwise ports. On such charts the shoreline and topography are generalized and only offshore soundings, principal lights, outer buoys and landmarks visible at considerable distances are shown. (82) General charts , scales 1:150,000 to 1:600,000, are for coastwise navigation outside of outlying reefs and shoals. (83) Coast charts , scales 1:50,000 to 1:150,000, are for inshore navigation leading to bays and harbors of considerable width and for navigating large inland waterways.
11 SEP 2022 U.S. Coast Pilot 2, Chapter 1 ¢ 5
(84) Harbor charts , scales larger than 1:50,000, are for harbors, anchorage areas and the smaller waterways. (85) Special charts , at various scales, cover the Intracoastal waterway and miscellaneous small-craft areas. (86)
Chart Projections
(87) The Mercator projection used on most nautical charts has straight-line meridians and parallels that intersect at right angles. On any particular chart the distances between meridians are equal throughout, but distances between parallels increase progressively from the equator toward the poles so that a straight line between any two points is a rhumb line. This unique property of the Mercator projection is one of the main reasons why it is preferred by the mariner. (88) The Polyconic projection is used on most U.S. nautical charts of the Great Lakes. On this projection, parallels of latitude appear as non-concentric circles, and meridians appear as curved lines converging toward the pole and concave to the central meridian. The scale is correct along any parallel and along the central meridian of the projection. Along other meridians the scale increases with increased difference of longitude from the central meridian. (89)
Chart Datum, Tidal Waters
(90) Chart Datum is the particular tidal level to which soundings and depth curves on a nautical chart or bathymetric map are referred. The tidal datum of Mean Lower Low Water is used on all NOAA charts, except for charts in the Great Lakes and non-tidal inland waterways. For information on Chart Datum, Great Lakes System , see Coast Pilot 6, chapter 3. (91)
Horizontal Datum
(92) Nautical charts are constructed based on one of a number of horizontal datums which are adopted to best represent individual regions around the world. Note that the terms horizontal datum, horizontal geodetic datum, and horizontal control datum are synonymous. (93) The exact placement of lines of latitude and longitude on a nautical chart is dependent on the referenced horizontal datum. Charts of the United States are currently referenced primarily to the North American Datum of 1983 (NAD 83), and the World Geodetic System 1984 (WGS 84). WGS 84 is equivalent to the NAD 83 for charting purposes. (94) NAD 83 and WGS 84 have replaced the North American Datum of 1927 and other regional datums as the primary horizontal datum to which NOAA charts are referenced. Since some geographic positions may still be referenced to the older datums, NOAA has included notes on charts which show the amount to shift those positions in latitude and longitude to fit the chart’s NAD 83 or WGS 84 projection.
(95) It should be noted that the physical shift between positions on older datums and NAD 83/WGS 84 was significant. Mariners should always be certain the positions they are plotting on a nautical chart are on the same datum as the chart. (96)
Chart Accuracy
(97) The value of a nautical chart depends upon the accuracy of the surveys on which it is based. The chart reflects what was found by field surveys and what has been reported to NOAA. It also represents general conditions at the time of surveys or reports and does not necessarily portray present conditions. Significant changes may have taken place since the date of the last survey or report. (98) Each sounding represents an actual measure of depth and location at the time the survey was made, and each bottom characteristic represents a sampling of the surface 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. (99) In coral regions and where rocks and boulders abound, it is always possible that surveys may have failed to find every obstruction. Thus, when navigating such waters, customary routes and channels should be followed, and areas where irregular and sudden changes in depth indicate conditions associated with pinnacle rocks, coral heads, or boulders should be avoided.. (100) Information charted as “reported” should be treated with caution when navigating the area, because the actual conditions have not been verified by government surveys. (101)
Source Diagrams and Zone of Confidence Diagrams
(102) The age and accuracy of hydrographic survey data that support nautical charts can vary. Depth information on nautical charts, paper or digital, is based on data from the latest available hydrographic survey, which in many cases may be quite old. Diagrams are provided on nautical charts to assist mariners in assessing hydrographic survey data and the associated level of risk to navigate in a particular area. There are currently two types of diagrams shown on NOAA paper and raster navigational charts (RNCs) of 1:500,000 scale and larger— Zone of Confidence (ZOC) Diagrams and Source Diagrams. ZOC information (designated CATZOC) is also found on electronic navigational charts (ENCs). This provides consistency in the display of source data between ENCs and newer paper charts. (103) Both types of diagrams consist of a graphic representation of the extents of hydrographic surveys within the chart and accompanying table of related survey quality categories. CATZOC information on an ENC, unlike the diagrams on a paper chart or RNC, is displayed over the ENC data using symbols rather than letters. These symbols are displayed on a separate layer, which can be viewed when planning a route, then switched off until needed again at another time.
11 SEP 2022 U.S. Coast Pilot 2, Chapter 1 ¢ 7
Source Diagrams
Referring to the accompanying sample Source Diagram to the right and the previous discussion of survey methods over time, transiting from Point X to Point Y, along the track indicated by the dotted line, would have the following information available about the relative quality of the depth information shown on the chart.
Point X lies in an area surveyed by NOAA between 1900-1939. The sounding data in this area would have been collected by leadline. Depths between sounding points can only be inferred, and undetected features might exist between the sounding points in areas of irregular relief — caution should be exercised.
The transit then crosses an area surveyed by NOAA between 1940-1969. The sounding data in this area would have been collected by continuous recording single beam echo sounder. It is possible that features could have been missed between sounding lines, although echo sounders record all depths along a sounding line with varying beam widths.
The transit ends in an area charted from miscellaneous surveys. These surveys may be too numerous to depict or may vary in age, reliability, origin or technology used. No inferences about the fi tness of the data can be made in this area from the diagram.
Referring again to the accompanying sample Source Diagram, and the previous discussion of survey methods over time, a mariner could choose to transit from Point X to Point Y, along the track shown with a dashed line.
The transit starts again in an area surveyed by NOAA between 1900-1939. The sounding data in this area would have been collected by leadline. Depths between sounding points can only be inferred, and undetected features might still exist between the sounding points in areas of irregular relief — caution should be exercised.
The transit then crosses an area surveyed by NOAA between 1990–present, with partial bottom coverage. The data is collected in metric units and acquired by continuous recording single beam echo sounder. It is possible that features could have been missed between the sounding lines, although echo sounders record all depths along a sounding line with varying beam widths.
The transit then crosses into an area surveyed by NOAA etween 1990–present, having full bottom coverage. This area of the charted diagram is shaded with a blue screen to draw attention to the fact that full bottom coverage has been achieved. The data in this area would have been collected in metric units and acquired by side scan sonar or multibeam sonar technology. Undetected features in this area, at the time of the survey, would be unlikely.
The transit ends in an area charted from miscellaneous surveys. These surveys may be too numerous to depict or may vary in age, reliability, origin or technology used. No inferences about the fitness of the data can be made in this area from the diagram. By choosing to transit along the track shown by the dashed line, the mariner would elect to take advantage of survey information that is more recent and collected with modern technology.
(107)
8 ¢ U.S. Coast Pilot 2, Chapter 1 11 SEP 2022
available for the entire charted horizontal clearance when the bridge is open, due to the inclination of the drawspans over the channel. (117) Charted in black text, vertical clearances of overhead cables are for the lowest wires at mean high water as authorized and permitted by the U.S. Army Corps of Engineers (USACE). Reported clearances received from sources other than the USACE are labeled as such. When provided, safe vertical clearances are shown in magenta text and indicate the highest points of a ship that can pass under an overhead power cable without risk of electrical discharge from the cable to the ship or without making contact with a bridge. Vessels with masts, stacks, booms or antennas should allow sufficient clearance under power cables to avoid arcing. (118)
Submarine Cables and Submerged Pipelines
(119) Submarine cables and submerged pipelines cross many waterways used by both large and small vessels, but all of them may not be charted. For inshore areas, they usually are buried beneath the seabed, but for offshore areas they may lie on the ocean floor. Warning signs are often posted to warn mariners of their existence. (120) The installation of submarine cables or pipelines in U.S. waters or the Continental Shelf of the United States is under the jurisdiction of one or more Federal agencies, depending on the nature of the installation. They are shown on the charts when the necessary information is reported to NOAA and they have been recommended for 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 areas. Submarine cables and pipelines are not described in the Coast Pilots. (121) In view of the serious consequences resulting from damage to submarine cables and pipelines, vessel operators should take special care when anchoring, fishing or engaging in underwater operations near areas where these cables or pipelines may exist or have been reported to exist. Mariners are also warned that the areas where cables and pipelines were originally buried may have changed and they may be exposed; extreme caution should be used when operating vessels in depths of water comparable to the vessel’s draft. (122) Certain cables carry high voltage, while many pipelines carry natural gas under high pressure or petroleum products. Electrocution, fire or explosion with injury, loss of life or a serious pollution incident could occur if they are broached. (123) Vessels fouling a submarine cable or pipeline should attempt to clear without undue strain. Anchors or gear that cannot be cleared should be slipped, but no attempt should be made to cut a cable or a pipeline.
(124)
Artificial Obstructions to Navigation
(125) Disposal areas are designated by the U.S. Army Corps of Engineers for depositing dredged material where there is sufficient depth not to cause shoaling or create a danger to surface navigation. The areas are charted without blue tint, and soundings and depth curves are retained. (126) Disposal sites are areas established by Federal regulation ( 40 CFR 220 through 228 ) in which dumping of dredged and fill material and other nonbuoyant objects is allowed with the issuance of a permit. Dumping of dredged and fill material is supervised by the U.S. Army Corps of Engineers and all other dumping by the Environmental Protection Agency (EPA). (See U.S. Army Corps of Engineers and Environmental Protection Agency, this chapter, and Appendix A for office addresses.) (127) Dumping grounds are also areas that were established by Federal regulation ( 33 CFR 205 ). However, these regulations have been revoked and the use of the areas discontinued. These areas will continue to be shown on nautical charts until such time as they are no longer considered to be a danger to navigation. (128) Disposal Sites and Dumping Grounds are rarely mentioned in the Coast Pilot, but are shown on nautical charts. Mariners are advised to exercise caution in the vicinity of all dumping areas. (129) Spoil areas are for the purpose of depositing dredged material, usually near and parallel to dredged channels. Spoil areas are usually charted from survey drawings from U.S. Army Corps of Engineers after-dredging surveys, though they may originate from private or other Government agency surveys. On nautical charts, spoil areas are tinted blue, labeled and have all soundings and depth curves omitted from within their boundaries. Spoil areas present a hazard to navigation and even the smallest craft should avoid crossing them. (130) Fish havens are artificial shelters constructed of various materials including rocks, rubble, derelict barges/ oil rigs and specially designed precast structures. This material is placed on the sea floor to simulate natural reefs and attract fish. Fish havens are often located near fishing ports or major coastal inlets and are usually considered hazards to shipping. Before such a reef may be built, the U.S Army Corps of Engineers must issue a permit specifying the location and depth over the reef. Constructed of rigid material and projecting above the bottom, they can impede surface navigation and therefore represent an important feature for charting. Fish havens may be periodically altered by the addition of new material, thereby possibly increasing the hazard. They are outlined and labeled on charts and show the minimum authorized depth when known. Fish havens are tinted blue if they have a minimum authorized depth of 11 fathoms or less. If the minimum authorized depth is unknown and they are in depths greater than 11 fathoms, they are considered a danger to navigation. Navigators
10 ¢ U.S. Coast Pilot 2, Chapter 1 11 SEP 2022
States that are not normally used by oceangoing vessels will require the Local Notices to Mariners to keep charts and related publications up to date. (146) AIDS TO NAVIGATION
(147)
U.S. Aids to Navigation System
(148) The navigable waters of the United States are marked to assist navigation using the U.S. Aids to Navigation System, a system consistent with the International Association of Marine Aids to Navigation and Lighthouse Authorities (IALA) Maritime Buoyage System. The IALA Maritime Buoyage System is followed by most of the world's maritime nations and will improve maritime safety by encouraging conformity in buoyage systems worldwide. IALA buoyage is divided into two regions made up of Region A and Region B. All navigable waters of the United States follow IALA Region B, except U.S. possessions west of the International Date Line and south of 10° north latitude, which follow IALA Region A. Lateral aids to navigation in Region A vary from those located within Region B. Nonlateral aids to navigation are the same as those used in Region B. Appropriate nautical charts and publications should be consulted to determine whether the Region A or Region B marking schemes are in effect for a given area. (149) As standard protocol, the U.S. Coast Guard reported assigned positions of aids to navigation uses the North American Datum of 1983 (NAD 83). Due to the development of new navigational systems and the retirement of old systems, the World Geodetic System 1984 (WGS 84) has become the preferred standard. In 2020, the U.S. Coast Guard Chief of the Office of Navigation Systems (CG-NAV) announced that all geographic coordinates for aids to navigation assigned positions will be reported using WGS 84. (150)
Reporting Defects in Aids to Navigation
(151) Promptly notify the nearest Coast Guard District Commander if an aid to navigation is observed to be missing, sunk, capsized, out of position, damaged, extinguished or showing improper characteristics. (152) Aids to navigation in United States waters of the Great Lakes and their connecting waters, except for the St. Lawrence River, are maintained by the U.S. Coast Guard. Local jurisdiction for the region is assigned to the Commander, Ninth Coast Guard District. The Lake Champlain region and the Hudson River are under the jurisdiction of the Commander, First Coast Guard District. (See Appendix A for the addresses.) (153) It is unlawful to establish or maintain any aid similar to those maintained by the U.S. Coast Guard without first obtaining permission from the Coast Guard District Commander. The licensed officer in command of a vessel which collides with any aid must report the fact promptly to the nearest U.S. Coast Guard Sector.
(154)
Lights
(155) The range of visibility of lights as given in the U.S. Coast Guard Light Lists and as shown on the charts is the nominal range , which is the maximum distance at which a light may be seen in clear weather (meteorological visibility of 10 nautical miles) expressed in nautical miles. The Light Lists give the nominal ranges for all U.S. Coast Guard lighted aids except range and directional lights. (156) Luminous range is the maximum distance at which a light may be seen under the existing visibility conditions. By use of the diagram in the Light Lists, luminous range may be determined from the known nominal range, and the existing visibility conditions. Neither the nominal nor the luminous ranges do not take into account elevation, observer’s height of eye, or the curvature of the earth. (157) Geographic range is a function of only the curvature of the earth and is determined solely from the heights above sea level of the light and the observer’s eye; therefore, to determine the actual geographic range for a height of eye, the geographic range must be corrected by a distance corresponding to the height difference, the distance correction being determined from a table of “distances of visibility for various heights above sea level”, found in the United States Coast Guard Light List. (158) The maximum distances at which lights can be seen may at times be increased by abnormal atmospheric refraction and may be greatly decreased by unfavorable weather conditions such as fog, rain, haze or smoke. All except the most powerful lights are easily obscured by such conditions. In some conditions of the atmosphere 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. (159) A light may be extinguished and the fact not reported to the Coast Guard for correction, or a light may be located in an isolated area where it will take time to correct. (160) In regions where ice conditions prevail the lantern panes of unattended lights may become covered with ice or snow, which will greatly reduce the visibility and may also cause colored lights to appear white. (161) Brilliant shore lights used for advertising and other purposes, particularly those in densely populated areas, make it difficult to identify a navigational light. (162) At short distances flashing lights may show a faint continuous light between flashes. (163) The distance of an observer from a light cannot be estimated by its apparent intensity. The characteristics of lights in an area should always be checked in order that powerful lights visible in the distance not be mistaken for nearby lights showing similar characteristics at low intensity such as those on lighted buoys. (164) The apparent characteristic of a complex light may change with the distance of the observer, due to color and intensity variations among the different lights of the
11 SEP 2022 U.S. Coast Pilot 2, Chapter 1 ¢ 11
group. The characteristic as charted and shown in the Light List may not be recognized until nearer the light. (165) Motion of a vessel in a heavy sea may cause a light to alternately appear and disappear, and thus give a false characteristic. (166) Where lights have different colored sectors, be guided by the correct bearing of the light; do not rely on being able to accurately observe the point at which the color changes. On either side of the line of demarcation of colored sectors there is always a small arc of uncertain color. (167) On some bearings from the light, the range of visibility of the light may be reduced by obstructions. In such cases, the obstructed arc might differ with height of eye and distance. When a light is cut off by adjoining land and the arc of visibility is given, the bearing on which the light disappears may vary with the distance of the vessel from which observed and with the height of eye. When the light is cut off by a sloping hill or point of land, the light may be seen over a wider arc by a ship far off than by one closer. (168) Arcs of circles drawn on charts around a light are not intended to give information as to the distance at which it can be seen, but solely to indicate, in the case of lights which do not show equally in all directions, the bearings between which the variation of visibility or obscuration of the light occurs. (169) Lights of equal candlepower but of different colors may be seen at different distances. This fact should be considered not only in predicting the distance at which a light can be seen, but also in identifying it. (170) Lights should not be passed close aboard, because in many cases riprap mounds are maintained to protect the structure against ice damage and scouring action. (171) Many prominent towers, tanks, smokestacks, buildings and other similar structures, charted as landmarks, display flashing and/or fixed red aircraft obstruction lights. Lights shown from landmarks are charted only when they have distinctive characteristics to enable the mariner to positively identify the location of the charted structure. (172)
Articulated Lights
(173) An articulated light is a vertical pipe structure supported by a submerged buoyancy chamber and attached by a universal coupling to a weighted sinker on the seafloor. The light, allowed to move about by the universal coupling, is not as precise as a fixed aid. However, it has a much smaller watch circle than a conventional buoy, because the buoyancy chamber tends to force the pipe back to a vertical position when it heels over under the effects of wind, wave or current. (174) Articulated lights are primarily designed to mark narrow channels with greater precision than conventional buoys.
(175)
Daybeacons
(176) Daybeacons are unlighted aids affixed to stationary structures. They are marked with dayboards for daytime identification. The dayboards aid navigation by presenting one of several standard shapes and colors which have navigational significance. Dayboards are sometimes referred to as daymarks. (177) Daybeacons are found on-shore and in shallow water. They are frequently used to mark channel edges. (178)
Articulated Daybeacons
(179) Articulated daybeacons are similar to articulated lights, described above, except they are unlighted. (180)
Buoys
(181) The aids to navigation depicted on charts comprise a system consisting of fixed and floating aids with varying degrees of reliability. Therefore, prudent mariners will not rely solely on any single aid to navigation, particularly a floating aid. (182) The approximate position of a buoy is represented by the dot or circle associated with the buoy symbol. The approximate position is used because of practical limitations in positioning and maintaining buoys and their sinkers in precise geographical locations. These limitations include, but are not limited to, inherent imprecisions in position fixing methods, prevailing atmospheric and sea conditions, the slope of and the material making up the seabed, the fact that buoys are moored to sinkers by varying lengths of chain and the fact that buoy body and/or sinker positions are not under continuous surveillance, but are normally checked only during periodic maintenance visits which often occur more than a year apart. The position of the buoy body can be expected to shift inside and outside of the charting symbol due to the forces of nature. The mariner is also cautioned that buoys are liable to be carried away, shifted, capsized, sunk, etc. Lighted buoys may be extinguished or sound signals may not function as a result of ice, running ice or other natural causes, collisions or other accidents. (183) For the foregoing reasons, a prudent mariner must not rely completely upon the charted position or operation of floating aids to navigation but will also utilize bearings from fixed objects and aids to navigation on shore. Further, a vessel attempting to pass close aboard always risks collision with a yawing buoy or with the obstruction the buoy marks. (184) Buoys may not always properly mark shoals or other obstructions due to shifting of the shoals or of the buoys. Buoys marking wrecks or other obstructions are usually placed on the seaward or channelward side and not directly over a wreck. Since buoys may be located some distance from a wreck they are intended to mark, and since sunken wrecks are not always static, extreme caution should be exercised when operating in the vicinity of such buoys.
11 SEP 2022 U.S. Coast Pilot 2, Chapter 1 ¢ 13
information regarding the characteristics and visibility of lights, and the description of light structures, buoys, sound signals and electronic aids. (205) ELECTRONIC POSITIONING SYSTEMS
(206) Global Positioning System (GPS) permits land, sea, and airborne users to determine their three-dimensional position, velocity and time 24 hours a day, in all weather, anywhere in the world. The basic system is defined as a constellation of satellites, the navigation payloads which produce the GPS signals, ground stations, data links and associated command and control facilities, that are operated and maintained by the Department of Defense. Please report GPS problems or anomalies at navcen.uscg. gov or contact the USCG Navigation Information Service at 703–313–5900. (207)
LORAN-C
(208) LORAN, an acronym for LOng RAnge Navigation, was an electronic aid to navigation consisting of shore-based radio transmitters. In accordance with the Department of Homeland Security Appropriations Act, the U.S. Coast Guard terminated the transmission of all LORAN-C signals as of August 2010, rendering them unusable and permanently discontinued. For more details, visit navcen.uscg.gov. The Coast Guard strongly urges mariners accustomed to using LORAN-C for navigation to shift to a GPS navigation system and become familiar with its operation. NOAA is removing LORAN-C lines of position from all of its charts as new editions are published. (209) SEARCH AND RESCUE
(210)
Coast Guard Search and Rescue
(211) The Coast Guard conducts and/or coordinates search and rescue operations for surface vessels or aircraft that are in distress or overdue. Search and rescue vessels and aircraft have special markings, including a wide slash of red-orange and a small slash of blue on the forward portion of the hull or fuselage. Other parts of aircraft, normally painted white, may have other areas painted red to facilitate observation. The cooperation of vessel operators with Coast Guard helicopters, fixed-wing aircraft, and vessels may mean the difference between life and death for some seaman or aviator; such cooperation is greatly facilitated by the prior knowledge on the part of vessel operators of the operational requirements of Coast Guard equipment and personnel, of the international distress signals and procedures and of good seamanship. (212)
(212)
Search and Rescue Great Lakes
(213) The United States Coast Guard has established a toll-free search and rescue telephone number for the Great Lakes. The number is intended for use when the telephone number of the nearest Coast Guard station is unknown or when that station cannot be contacted. The toll-free number should not be used without first attempting to contact the nearest Coast Guard station. In all Great Lakes States the telephone number is 800- 321-4400. This number is to be used for public reports of distress incidents, suspicious sightings, pollution or other maritime concerns. (214)
Radiotelephone Distress Message
(215) 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 on the frequency used for the emission of the distress call. This call should not be addressed to a particular station, and acknowledgment of receipt should not be given before the distress message which follows it is sent. (216) Distress calls are made on VHF-FM channel 16 (MAYDAY). For less serious situations than warrant the distress procedure, the radiotelephone urgency signal consisting of three repetitions of the word PAN- PAN (pronounced PAWN-PAWN), or the safety signal SECURITE (pronounced SECURITAY) spoken three times, are used as appropriate. For complete information on emergency radio procedures, see 47 CFR 80 or Radio Navigational Aids, Pub. 117. (217)
Global Maritime Distress and Safety System
(GMDSS)
(218) This international system, developed by the International Maritime Organization (IMO), is based on a combination of satellite and terrestrial radio services and has changed international distress communications from being primarily ship-to-ship based to primarily ship-to- shore (Rescue Coordination Center) based. Prior to the GMDSS, the number and types of radio safety equipment required to be carried by vessels depended upon the tonnage. Under GMDSS, the number and type of radio safety equipment vessels are required to carry depend on the areas in which they travel; GMDSS sea areas are defined by governments. All GMDSS-regulated ships must carry a satellite Emergency Position Indicating Radio Beacon (EPIRB), a NAVTEX receiver (if they travel in any areas served by NAVTEX), an Inmarsat-C SafetyNET receiver (if they travel in any areas not served by NAVTEX), a DSC-equipped VHF radiotelephone, two or more VHF handhelds and a search and rescue radar transponder (SART).
14 ¢ U.S. Coast Pilot 2, Chapter 1 11 SEP 2022
(219)
Automated Mutual Assistance Vessel Rescue Sys-
tem (AMVER)
(220) AMVER is a worldwide voluntary ship reporting system operated by the United States Coast Guard to promote safety of life and property at sea. AMVER’s mission is to quickly provide search and rescue (SAR) authorities, on demand, accurate information on the positions and characteristics of vessels near a reported distress. Any merchant vessel anywhere on the globe, on a voyage of greater than 24 hours duration, is welcome in the AMVER system and family. International participation is voluntary regardless of the vessel’s flag of registry, the nationality of the owner or company or ports of call. (221) According to U.S. Maritime Administration (MARAD) regulations, U.S. flag merchant vessels of 1,000 gross tons or more operating in foreign commerce and foreign flag vessels of 1,000 gross tons or more for which an Interim War Risk Insurance Binder has been issued under the provisions of Title XII, Merchant Marine Act, 1936, must report and regularly update their voyages and positions to AMVER in accordance with instructions set forth in the AMVER Ship Reporting System Manual. For more information contact AMVER Maritime Relations U.S. Coast Guard, 1 South Street Battery Park Building, New York, NY 10004; Phone: 212–668–7764, Fax: 212-668-7684, Telex: 127594-AMVER NYK, or go to amver.com. (222)
COSPAS-SARSAT
(223) COSPAS: Space System for Search of Distress Vessels - SARSAT: Search and Rescue Satellite-Aided Tracking. COSPAS-SARSAT is an international satellite system designed to provide distress alert and location data to assist search and rescue operations using satellites and ground facilities to detect and locate the signals of distress beacons operating on 406 MHz. For more information on the Cospas-Sarsat System go to cospas-sarsat.int. (224)
Digital Selective Calling (DSC)
(225) The U.S. Coast Guard offers VHF and MF/HF radiotelephone service to mariners as part of the Global Maritime Distress and Safety System. This service, called digital selective calling (DSC), allows mariners to instantly send an automatically formatted distress alert to the Coast Guard or other rescue authority anywhere in the world. Digital selective calling also allows mariners to initiate or receive distress, urgency, safety and routine radiotelephone calls to or from any similarly equipped vessel or shore station, without requiring either party to be near a radio loudspeaker. Each ship or shore station equipped with a DSC terminal has a unique Maritime Mobile Station Identity (MMSI). This is a nine-digit number that specifically identifies a ship, coast station, or group of stations. The DSC system alerts an operator when a distress call is received. It will provide the
operator with a pre-formatted message that can include the distressed vessel’s nine-digit MMSI, location, nature of distress, desired mode of communication and preferred working frequency. (226)
Emergency Position Indicating Radiobeacons
(EPIRB)
(227) EPIRBs emit a radio signal that can be used to locate mariners in distress. SARSAT satellites can locate the position of a 406 MHz EPIRB which greatly increases a mariner’s chances of survival. While orbiting the earth, the satellites continuously monitor EPIRB frequencies. When SARSAT receives an EPIRB signal, it determines the beacon's position that is ultimately relayed to the nearest Coast Guard Rescue Coordination Center where rescue units are dispatched to the scene. (228) 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 rescue response and keep the registration current at all times. Registration can be accomplished online at beaconregistration.noaa.gov. (229) (229) EPIRB Types Type Frequency Description Cat I 406 MHz Float-free, automatically activated EPIRB. Detectable by satellite anywhere in the world. Recognized by the Global Maritime and Distress Safety System (GMDSS). Cat II 406 MHz Similar to Category I, except is manually activated. Some models are also water activated.
(230) (230)
Medical Advice
(231) Ships at sea with no medical personnel embarked and experiencing a medical emergency onboard can receive medical advice via radiotelex, radiotelephony or Inmarsat. Messages are generally addressed RADIOMEDICAL followed by the name of the coast station to which the message is sent. The priority of the message should depend on the severity of the ailment. In extreme emergency, the urgency signal (PAN-PAN) should precede the address. Messages are sent using distress and safety frequencies. (232)
Vessel Identification
(233) Coast Guard search and rescue aircraft and surface craft use radar to assist in locating disabled vessels. Wooden and fiberglass vessels are often poor radar targets. Operators of disabled craft that are the object of a search are requested to hoist, as high above the waterline as possible, a radar-reflecting device. If no special radar- reflecting device is aboard, an improvised device can be used. This should consist of metallic objects of irregular shape. The more irregular the shape, the better will be the
